The face of cfd Yogesh Saindane is passionate about his work

(navi)STar of dieSel engineS finds a new path to emissions control

A MAGAZINE FROM THE HALDEX GROUP

NO 1/2009

Largest order ever for Haldex 5th generation AWD to VW Cutting-edge Cadillac Haldex AWD in the new SRX

Technologies for fuel reduction

EN_01_28_cover_dy_109.indd 1 2009-11-11 10:23:01

The climate issue

Content

Expertise
Largest ever order Haldex has

secured an order worth SEK 4.5 billion to deliver a new all-wheeldrive system to Volkswagen. 5 European truck manufacturers share their views on the major challenges for development and growth. 9

the four Leading Ceos of

5
News
in short

ahead of the game AVL needs to predict the future so that the automotive companies it works with will be fitting tomorrows engines. And the future is hybrid. 12 advanCed egr (exhaust gas reCirCuLation) is

Navistars in-cylinder solution for meeting the tough new emission regulations for diesel engines. 16 Haldex secures a pump order worth 50 million EUR from Perkins. And the Haldex F15 offers a variety of options. 4 Haldex has secured an order for Calma pumps from STILL. And a Cummins-Scania joint venture has resulted in an order for a range of XPI fuel transfer pumps. 6
gaLLery Consep

is designed to remove oil and other particles from the compressed air system of trucks and buses. 19 the 2010 Cadillac SRX is launched with an Haldex all-wheel-drivesystem (AWD). 20

in short

a CadiLLaC renaissanCe when

green initiatives rewarded Haldex

Haldex People
Saindane is the manager of CFD, or computational fluid dynamics, at Haldex Engineering Centre in Pune in Western India. 22
a perfeCt matCh Yogesh

Traction plans to develop an electrical rear axle for four-wheeldrive hybrid cars. And Haldex Hydraulic Systems Engine Business Unit has won the sustainability category in an annual competition. 26

26 9
2 Haldex Dynamix 1/2009

20

Haldex Dynamix is a magazine published by the Haldex Group, Biblioteksgatan 11, Box 7200, SE-103 88 Stockholm, Sweden Editor in chief: Lena Olofsdotter Editorial services, design and prepress: Appelberg, Box 7344, SE-103 90 Stockholm Sweden, Tel + 46-8-406 54 00 Managing editor: Anne Hammarskjld Editorial committee: Thomas Holm, Magnus Johansson, Lisa Kallel, Diana Spieler, Steve Zarembski Copy editing: Valerie Mindel Graphic design: Magdalena Taubert Print: Elanders AB Cover photo: Istockphoto Subscription: info@haldex.com or Fax + 1 (816) 891 9447. Haldex Dynamix is published twice a year, in Chinese, English and German

www.haldex.com

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Dear Dynamix reader,

societys demands for a cleaner and safer environment are steadily increasing. Every day newspapers publish stories about new environmental findings, technologies and political action to reverse negative environmental trends. Due to new legislation in Europe, the United States and Asia, requirements concerning emission reductions and fuel efficiency are continually being tightened and are having a direct impact on all of us in the vehicle industry. In todays market, companies that offer climate-friendly technology and products that contribute to a sustainable society have a major competitive edge. Dynamix has asked Andreas Renschler, Hkan Samuelsson, Leif stling and Leif Johansson, CEOs for Haldexs major customers and partners Daimler, MAN, Scania and Volvo, respectively, to provide their views on how they expect these important issues for the future to develop. It is clear that they expect a high level of competency from their suppliers that play a key role in product development initiatives. Haldex, with its strategic focus on safety, the environment and vehicle dynamics, combined with its expertise and product portfolio, is well positioned to be an excellent partner in development initiatives for products that reduce emissions and improve fuel efficiency. We are very proud to develop products that improve the environment and thus contribute to making the world a safer place. Taking a short-term view, 2009 has been a harsh year in the market. Difficult times have unfortunately entailed tough measures for our organization. However, I believe we have managed this rough period well, which will result in a lean and strong company. It is also a pleasure to see that our customers have maintained their confidence in us, as evidenced by the number of largescale orders received. In April, we received our largest order ever received from VW for our all-wheel-drive system. The order is valued at SEK 4.5 billion. Other major manufacturers of diesel engines have placed important orders for Haldex pumps that meet the emission requirements of the future. In this issue of Dynamix, we offer you articles that we hope will interest you, whether you are an active player in the industry or simply interested in our company.

CLimate and safety

climate issue is affecting the vehicle industry. But will todays climate-friendly solutions be enough of a competitive advantage in the future?

revoLution The

7
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Joakim Olsson Managing Director and Group CEO

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 New cast iron bodied gear pump

News
Haldex Hydraulics Systems F15 series gear pumps is the result of Haldex extensive experience in the off-road vehicle market.
Proven design elements enhanced by new technology have created a product of very high efficiency, in a robust cast iron bodied gear pump.
gear and shaft are one piece construction for

superior resistance to fatigue.

Large diameter journals for higher load-bearing

capacity.
Made of high strength heat treated steel, the

14-tooth gears reduce pressure ripple (noise) and improve volumetric efficiency. Large Teflon impregnated bushings are installed in precision bored covers for optimum alignment, providing support area capable of handling most indirect drives. integrated balanced bronze pressure plate for the optimum in wear surface and strength. integrated e seal in the pressure plate reduces clearance, offsets axial loading and balances itself as pressure increases.

The Haldex F15 offering includes a variety of porting options (SAE, DIN, NPT, BSPP, JIS), sizes and combinations of side or rear locations. Drive shafts are available in SAE, splined, keyed and tapered. Mounting flanges offered are SAE 2-bolt A, SAE 2-bolt B, or SAE 2/4-bolt C with either single or double shaft seal configuration. The double shaft seal option is designed for use when the pump pilot extends into a crankcase or transmission to prevent fluid from one environment entering the other. Displacement range is 19 to 50 cc (1.159 to 3.050 in.3/rev) at speeds from 600 to 3,600 rpm.

The Haldex F15 offers a variety of options.

Haldex awarded the Frost & Sullivan Award

The 2008 Frost & Sullivan European Automotive Chassis Product Innovation Award has been presented to Haldex for its permanent all wheel drive (AWD) the cross wheel drive (XWD) system.
The innovaTive

Haldex secures pump order from Perkins

there is instant power where required without any wheel spin. The Frost & Sullivan Award for Product of the Year is presented to the company that has demonstrated excellence in new product development and launch within its industry. The recipient company has shown innovation by launching a broad line of emerging products and technologies. Haldex has been nominated for an order of pumps from the diesel engine manufacturer Perkins. The order comprises oil and water pumps for Perkins new engines, which meet the emission requirements of the future, and is valued at about SEK 500 million (50 million EUR) over a five-year period. The pumps will be manufactured in the Groups plants in Birmingham in the UK and Pune, India. Deliveries will commence in 2010.

XWD system offers multiple benefits including improved safety, optimum traction and compatibility with anti lock braking system (ABS) and electronic stability control (ESC) system. XWD is an ideal solution, and the only system of its kind in the market that ensures the maintenance of traction and vehicle stability in any
4 Haldex Dynamix 1/2009

Haldex CEO Joakim Olsson, second left, receives the prestigious award.

driving condition, either off or on road, notes Frost & Sullivan Research Analyst Karthik Manivachagam. The system senses the vehicles state and the intentions of the driver to distribute torque

on demand to the front and rear axle as well as to the left and right rear wheel. This increases safety, reduces steering wheel effort on the part of the driver and ensures that

www.haldex.com

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Text Martin neander illustration Ladislav Kosa

Largest-ever order from VW leads Haldex into

5tH geNerAtioN

Haldex has secured an order worth SEK 4.5 billion to deliver a new all-wheel-drive system to Volkswagen. The deal is the largest ever for the Haldex Group. The new order involves an expansion of the existing business with the VW Group.
olkswagens new modular platform concept, scheduled for release in 2012, will include the fifth generation of the Haldex all-wheel-drive (AWD) coupling. The coupling is being developed to meet future market requirements on weight, cost and fuel consumption. The value of the total VW order amounts to SEK 4.5 billion over a period of approximately seven years. The new Haldex coupling will gradually replace existing generations starting in 2012, but it will also be applicable for other platforms and vehicle models within the VW product program. From 2012 through 2015, the fifth generation of our AWD system will replace the fourth generation, says Ulf Ahln, head of the Haldex Traction Systems Division. This order provides a robust growth for Haldex Traction through 2017. To us,
www.haldex.com

AWD
rent product is only used in one, Ahln says. Through our new fifth generation of the coupling, the same rear axle can be used in both VW platforms. VW also plans to expand its four-wheel-drive offering to be included in more car models than [it is] today. The additional platform concept will double todays volumes of the Haldex coupling, once it is fully introduced, Ahln says, based on the fact that it will be included in more car brands and that VW will expand. Compared with the fourth generation of AWD systems, the fifth generation has fewer components and weighs less, thereby consuming less fuel.
1/2009 Haldex Dynamix 5

this deal is absolutely crucial for the continued development of Haldex Traction.
The fifTh generaTion

of the Haldex coupling will be manufactured and supplied from the Haldex production facility in Landskrona, Sweden. In the short term, Ahln says, the new VW order will allow Haldex Traction to have more employees working with the Ulf Ahln fifth generation. In the long term the company will be able to maintain vital key competencies that will help it develop and grow. Today, VW has two platforms, and our cur-

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News

ITS
Haldex at the 16th World Congress on
16th World Congress and Exhibition on Intelligent Transport Systems and Services

Haldex secures order

for low-energy pumps

Haldex Has secured an order for a new series of pumps for counterbalance forklift trucks. The order for the pumps is from STILL, one of Europes largest manufacturers of forklifts, and they are intended for powering the steering, lifting and tilt functions of counterbalance forklifts. The pump family, known as Calma (WQII), is extremely quiet with up to 85% less noise, and is also distinguished by its low energy consumption. Calma is primarily intended for various electrically powered vehicles, including forklifts, aerial work platforms and other mobile equipment. The Calma pumps were launched by Haldex in early 2009 and were developed in partnership with the University of Technology in Dresden, Germany. The pumps are produced at Haldexs plant in Hof, Germany, and will available for markets in Asia, Europe and the US. Haldexs global presence and world-leading customers is a strategic strength, says Haldex CEO Joakim Olsson. We develop and commercialize innovations, often in partnership with

as a member of the European Union-funded project HAVEit (Highly Automated Vehicles for Intelligent Transport), Haldex participated in the 16th World Congress on Intelligent Transport Systems (ITS) held in Stockholm September 2125, 2009. The HAVEit project involves 22 partners from the European automotive industry as well as research institutes and universities and aims to develop advanced driver-assistant functions in combination with new technology for steering and braking systems. Haldex participates in HAVEit with its electro mechanical brake. ITS in Daily life Other partners include STOCKHOLM Volvo, Continental, VW, PRELIMINARY PROGRAMME DLR and the University of Stuttgart. For more on the project, visit: www.haveit-eu.org
21-25 September 2009

our customers, to provide maximum customer value. Serving world-leading customers the company subjects to considerable demands, while also signifying recognition of Haldex as a leading global manufacturer and market driver in its market segments.

Haldex website among finalists for international award

Haldex Has been named a finalist for a 2009 Stevie Award for Best Corporate Website. The Stevie Awards, the worlds premier business awards, recognize businesses around the world for excellence in a number of categories. Other finalists for Best Corporate Website include Hyundai, Samsung, PepsiCo and Roche (winner). We are honored to be named a finalist and to be in the company of such well-known businesses, says Lena Olofsdotter, vice president of Haldex Corporate Communications.
6 Haldex Dynamix 2/2008 1/2009

PUMP ORDER FOR CUMMINSSCANIA

joint venture
Haldex Has won an order for a range of XPI fuel transfer pumps for a new high pressure injection system developed by a Cummins Scania joint venture for heavy duty engines built by both companies. The contract will be worth USD 25 million total through 2014. Production will begin in 2010.

Haldex partners with UPS

Haldex Has reacHed agreement with United Parcel Service (UPS), the worlds largest package delivery company, to provide remanufactured products to the company from the Haldex facility in Marion (USA). Haldex is supplying UPS with the cooperation and support of one of its large warehouse distributor customers. Use of remanufactured products is relatively new for UPS. But after close inspection of the Marion facility and road testing of its products, UPS was convinced of the cost-effectiveness of Haldex remanufactured products..

www.haldex.com

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Climate and safety issues

Expertise

revolutionize
tHe veHiCle inDustry
The climate issue is affecting an increasing number of areas within the business world, particularly in the vehicle industry, where companies with climate-friendly technology and environmentally sound products have a major competitive edge. Suppliers who are able to help their customers become lighter and more fuel efficient will be the winners in the future.

Photo Istockphoto Illustration Svenska Grafikbyrn

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2009-11-11 10:44:49

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EN_07-11_theme_dy_109.indd 7

Expertise

DurInG the 1970S and 1980s significant progress was made in truck fuel efficiency, mainly through engine advances in combustion from fuel and air management. A byproduct of this was a similar improvement in carbon dioxide emissions. However, the past two decades have been characterized by progressive legislation in pursuit of the Clean Air Initiative. The reduc-

tion of aggressive exhaust gases, in particular nitrogen oxides, has had a negative effect on these efficiencies in that even small improvements in fuel economy have been difficult to achieve.

Furthermore, by the time compliance with Euro 6 (the latest stage of legislation) is achieved, the industry will have suffered major cost and weight penalties. Lars Holmquist is the CEO of CLEPA, the European umbrella membership organization of the global automotive

supply industry. He maintains that political regulation is one of the key driving forces behind these changes. Despite the financial crisis, it is clear that politicians in the EU member states support the implementation of stricter environmental requirements for the automotive industry. This reflects the belief held by many people in Europe that environmental issues, and particu-

(Within brackets: Emission Limits: Nox/PM g/kWh)

USA

US04 (3.3/0.134)

US07 (1.5/0.0134)

US10 (0.27/0.0134)

EU

EU4 (3.5/0.02)

EU5 (2.0/0.02)

EU6

Japan*

New Long-Term (2.0/0.027)

Post New Long-Term (0,7/0,01 -> Challenge (0.27/0.01?)

Brazil China**
EU2 (7.0/0.15)

EU3 (5.0/0.1)

EU4 (3.5/0.02)

EU5 (2.0/0.02)

EU3 (5.0/0.1)

EU4 (3.5/0.02)

EU5 (2.0/0.02)

India***
2006

Bharat 3 (EU3 (5.0/0.1))

Bharat 4 (EU4 (3.5/0.02))

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

*Fuel economy legislation 2015 **in Beijing, Shanghai ***NCR (National Capital Region incl Delhi) (US04, EU4, etc: terms for emission standards.)

SVENSKA GRAFIKBYRN

A significant development is the global convergence of emissions standards and technologies across products. The figure indicates the truck legislation for the 6 largest markets. Led by European, Japanese and North American truck markets, major cities/regions around the world are already following. Similar off-highway legislation for the future is in place.

8 Haldex Dynamix 1/2009

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larly the climate issue, need to be taken seriously, he says. The industry is poised for two significant developments. The first is the global convergence of emissions standards and technologies across products. Led by European, Japanese and North American truck markets, major cities around the world are already following suit. Similar off-highway legislation for the future is in place. The diagram below clearly shows this trend. The figure indicates the truck legislation for the 6 largest markets. Worldwide product convergence will occur from standardization of developed technology. For the past five years, automotive industry leaders, including Haldex, have anticipated this standardization and the more recent focus on CO2. The emphasis remains on fuel efficiency; any reduction in CO2 emissions offers a similar reduction in fuel usage, both in cost and consumption of a valuable fossil-fuel resource. However, the challenges are becoming more difficult, and achieving competitive gains will mean focusing on some of the more challenging technologies that will improve not only engine efficiency but also alternative fuels, vehicle weight and aerodynamics. A rapid increase in advanced hybrids is also anticipated in inner cities to meet these challenges. Diverse solutions for different applications will apply.
At the SAme time there are parallel safety requirements. Both in North America and in Europe there is a strong commitment to reducing the number of fatal vehicle accidents involving heavy vehicles. This has resulted in new regulations governing stopping distance in North America and stability control systems in Europe, both of which will have an impact on the brake system and the design of its components. Proposals for a mandatory introduction of systems for automatic emergency braking and lane departure warning are also being discussed to further reduce the number of accidents. As a major supplier of engine and braking components to the truck industry and hydraulic systems to the construction market, Haldex has anticipated these demands and has major technical advantages to offer in its products to meet these objectives, as well as a growing product offering in the environmental area, particularly with the acquisition of the UK company Concentric in 2008.
www.haldex.com

Diesel technology is the most energyefficient solution

All of the worlds truck manufacturers are deeply involved with questions about how transportation efficiency, environmental issues and cooperation with suppliers will be addressed in the future. Haldexs customer base includes four of Europes largest truck manufacturers Daimler, MAN, Scania and Volvo.Exclusively for Dynamix, the CEOs of these companies relate their views concerning development prospects at their companies.
Photos Volvo, Daimler, mAn, Scania

Leif Johansson, Volvo

Andreas renschler, Daimler

hkan Samuelsson, mAn

Leif stling, Scania

Questions to the CEOs:

1. transport efficiency According to the EU, transport needs in Europe will increase from todays 2,500 billion-ton-kilometers to 3,500 billion-ton-kilometers over the next 20 years. The greater part of this growth is expected to occur in the road transportation sector. How will this increasing demand for transportation influence your strategy in terms of commercial vehicle production, or, alternatively, support for new vehicle combinations such as the introduction of 24-meter and 60-ton vehicles? 2. environment What do you consider the most serious threat to the future of diesel engines in commercial vehicles? How do you intend to address this threat? At what point will hybrid vehicles comprise 20 percent of road transportation? Are you investigating hybrid options other than the most popular hybrid-electric models? 3. Cooperation with suppliers What advice would you give Haldex as a supplier to help meet your future requirements in terms of fuel consumption, the environment and security?

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AnDreAS renSchLer, DAImLer 1. It IS obVIouS

LeIf StLInG, ScAnIA: 1. the LonGer vehicle combina-

that we are facing serious challenges with regard to transport policy. Forecasts show significant increases for all transport modes, jeopardizing the long-term competitiveness of the entire European economy. The transport networks, regardless of mode, have suffered from considerable underinvestment in the past few years a lack of maintenance and new investments. We appreciate the current efforts in such areas as Germany, Denmark and France to expand investment in road infrastructure within the framework of economic stimuli programs. Since a manufacturers influence on transport policy is limited, we have to focus on our major task to continue offering safer and greener vehicles with maximum customer benefit. Increasing transport efficiency in road transport is a must economically and ecologically. Longer/heavier combinations may contribute to these targets and be beneficial to European transport. 2. bASeD on current knowledge, there is no better solution for long-haulage trucks than the diesel engine. We work intensively on hybrids and fuel-cell applications, but these activities focus mainly on inner-city traffic. The efficiency of a heavy-duty engine is at a level that is difficult to beat with any other technology. The threat is that, up to now, we have had no worldwide emission and testing standards, which makes further development of diesel expensive and time-consuming. As the worlds leading truck manufacturer we work towards common standards together with our competitors and with the help of the global manufacturers associations in Europe, the US and Japan. At the same time, our engineers are developing a number of differ10 Haldex Dynamix 1/2009

ent technologies, such as hybrids, electric-driven vehicles, fuel-cell vehicles [cars and buses]. For city applications, hybrids will achieve a big share in the medium term. Long-haulage application will take longer, due to the extraordinary requirements driving costs for transportation. And in our business, its all about cost. Daimler has just announced a joint venture with an important battery producer, as we believe that this technology offers the best compromise. This means that we are currently focusing on electric hybrids, be they diesel/electric, gas/electric or fuel-cell/electric. 3. DAImLer truckS already offers the safest and most-efficient vehicles available on the road today. However, the discussion about climate change and CO2 emissions has intensified recently as customers demand even more environmentally friendly products. In parallel, there is strong public debate about traffic growth, especially in Europe, and the accident risks associated with it. This means that the truck OEMs will have to come up with answers that help us to further reduce the number of accidents. Therefore we expect the reduction of fuel consumption and improved vehicle safety to be the two major drivers for us as OEMs. More than ever, we need key partners who can provide innovative and cost-effective solutions to help us achieve these targets.

tions currently being discussed in the EU have actually been a reality in Sweden and Finland for many years, so we already have what it takes in terms of vehicles and know-how. For us manufacturers, the focus will be on continuing to develop more efficient vehicles that consume less fuel and carry heavier loads. There is no conflict between the requirement for more efficient transports and a reduced climate impact. Calculated in transport kilometers, It is not a matter of the we halved the CO2 emissions generdiesel engine being threatated by our vehicles ened, but rather of access to between 1970 and 2000. Our goal is biofuel and the alternative to once again halve these emissions by fuels available. 2020. We will do Leif stling so by continuing to develop more efficient engines and vehicles that offer better aerodynamics and lower resistance, weigh less and have a larger load capacity. Hybrids and an increased use of renewable fuels will also be required in order for us to achieve our goal of halving these emissions. Our driver training will also contribute to the achievement of this goal. Experience has shown that drivers who undergo our training in safe and fuel-efficient driving help reduce fuel consumption by an average of 10 percent.
2. It IS not A mAtter of the diesel

The transition to biofuel will take time. Access is limited, to say the least. Ethanol currently accounts for 90 percent of all non-fossil fuel available in the market. During the switchover, the climate impact caused by the production of biofuel will need to be taken into consideration, and it will be important not to become involved in any conflicts with the food-production sector. We consider ethanol based on sugar cane to be a fuel with a low climate

engine being threatened, but rather of access to biofuel and the alternative fuels available. An engine that functions according to the diesel principle can be driven on fuel manufactured from many different raw materials, including biological materials. Incidentally, this year marks the 20th anniversary of Scanias first delivery of ethanol buses, and starting this year, we will supply ethanol-powered distribution cars.

impact that does not compete with food production. When it comes to hybrids, Scania is testing vehicles using both serial and parallel hybrid technology including vehicles for long-haul road transports. At the beginning of 2009, we rolled out our hybrid buses for a large-scale test in the Stockholm public transport system. Hybrid technology will be availwww.haldex.com

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able commercially within a few years, but I wouldnt want to hazard a guess as to how long it will take before it accounts for 20 percent of road transport. However, it is not unreasonable to expect hybrid vehicles to dominate certain industries within 10 years, such as distribution and public transport in metropolitan areas. From a 20-year perspective, the HCCI [homogeneous-charge compression ignition] engine is an alternative to the diesel engine. HCCI is a combustion technology that, simply put, combines the best of the diesel and Otto principles. It boasts extremely high operating efficiency and can be powered by essentially any type of fuel. Although it will take at least a decade before we have an HCCI engine on the market, we are also discovering solutions that we can apply to diesel engines during the course of our work on developing the HCCI engine. 3. I Am not In the habit of giving advice to other companies, but successful product development generally depends on maintaining a close proximity to the market and engaging in an active dialog with customers.
hkAn SAmueLSSon, mAn: 1. trAnSPort effi-

Expertise

Continental Europe, the so-called EuroCombi is encountering political opposition, due largely to fears that roads will become congested. These trucks are not suitable in every situation, of course, but the Scandinavians have already shown that they can work very well. Secondly, we see a future for trucks that offer a far more aerodynamic design. European trucks are typically based on a cab-over-engine configuration, which results from EU restrictions on permissible lengths. The problem is that these trucks are not strong in terms of aerodynamics; a somewhat longer, sleeker truck with a different cab and trailer design would have an air-drag coefficient of between 20 and 30 percent. 2. At the moment, we see no risk of the diesel engine invented some 120 years ago in one of MANs factories disappearing. However, we do think that conventional diesel fuel could be replaced by second- and third-generation biofuel to offer a key opportunity for the future. Just take a look at developments in the gas-to-liquid and biomass-to-liquid sectors. Hybrid technology is another

for long-distance transport. 3. mAn focuSeS on optimizing fuel consumption. We also attach great importance to compliance with emission standards, both in the case of our own production and the production of our suppliers. For instance, we are promoting the development of lightweight component construction to enhance the recycling potential. We cannot do this alone and thus need the support of our suppliers. Due to their advanced complexity and to improve quality assurance, the fail-safe aspect of our systems is crucial. This is why process optimization plays a key ongoing role during the stages of development, production and after-sales and is ultimately also why we place so much emphasis on supplier relationships.
LeIf JohAnSSon, VoLVo: 1. the focuS wILL be on energy-effi-

ciple. The alternatives that are currently available are probably not as general, but rather offer individual solutions for various applications. We have a company, Volvo Technology, that is responsible for monitoring future trends and is evaluating fuel cells, new battery technology and so on. This is highly dependent on fuel prices. There is potential for hybrids to be used in more than half of city buses and

ciency is already a highly relevant topic in our industry, and its importance will continue to increase. We see considerable potential in two different aspects of efficiency, namely truck dimensions and aerodynamics. Firstly, it is vital to give some thought to dimensions, since it obviously makes a big difference whether you are allowed to load 40 tons or 60 tons onto a truck. Not that our customers desperately need 20 tons more payload; its more a question of additional space. A truck with a higher load capacity has 20 to 25 percent lower CO2 emissions per ton-kilometer than conventional heavy trucks. However, in
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story and mainly of interest for applications involving frequent braking, as in the case of city buses and delivery vehicles. However, we dont regard it as a serious option

cient transports that retain the significant flexibility offered by truck transports. For long-haul transports, the factors you mention large load capacity in relation to energy consumption will certainly be important. The other aspect will be facilitating cooperation among various forms of transport, using modules that can be moved quickly between various types of vehicles. And we shouldnt forget transports in major cities, where we see a combination of heavy transports to hubs and more mobile vehicles in the city center. When it comes to passenger transports and garbage collection in cities, todays main focus on hybrid-electric vehicles could shift toward a higher electricity content. 2. GIVen whAt we know today, diesel technology is the most energy-efficient solution suitable for mass production. Fuels other than diesel could also be used while still adhering to the combustion prin-

garbage trucks in the relatively near future. Todays hybrids are best suited to situations that involve a lot of stopping and starting. In that case, the savings would be about 20 percent, maybe even more. Although the saving for long-haul transports is low in terms of percentage, it amounts to a lot of fuel in absolute figures. Of course we are investigating other options, but our efforts are focused on hybrid-electric models. 3. mAke Sure you safeguard your own expertise. You must be more competent than Volvo with regard to the components you supply as well as the alternative solutions. Low friction and light weight help maintain a low level of fuel consumption, and simple, idiot-proof solutions help ensure safety and reliability. Be aware of the materials and chemicals used in your products and production.
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Expertise

2
12 Haldex Dynamix 1/2009
EN_12-15_AVL_dy_109.indd 12

The Austrian-based engineering company AVL is at the forefront of thinking about how road transport will be driven in future. And, says AVL, the future at least for quite some time is hybrid.
text michael lawton photos AVl

engines,

better fuel economy

AVL developed its first hybrid concept seventeen years ago, but hybrids are still a niche product. That will change, says Moser: Hybridization is the major contributor to reducing consumption as well as carbon dioxide emissions. But full hybridization is costly: a car has to have two motors one electric and one combustion and the two have to be connected with a highly flexible control system which allows either or both to drive the vehicle. Cost is one reason why hybridization will not become universal. I can still see a role for a further developed internal combustion engine on its own in the right applications, forecasts List. Its not clear how far full hybridization will win through, he adds, but micro-hybridization and mild hybridization will play a big role. Such alternatives are cheaper than full hybridization.
At its simplest, if the starter motor is larger than usual, and so effective that it can be relied on to restart the engine instantly, the engine can be turned off whenever its not needed for example, when the vehicle is coasting or stationary. And an electric motor can also re-use energy otherwise wasted as heat in braking. Such a motor may never drive the vehicle, but it will charge extra-large batteries which will power accessories, such as air-conditioning.

s the worlds largest privately owned company for the development of powertrains, AVL needs to be ahead of the market, so that the companies it works with will be fitting tomorrows engines to their cars and not yesterdays. So its AVLs job to be thinking about future trends. Currently, what is driving drive-train development is the need to reduce the impact of road transport on the environment. In the past, the reduction of harmful emissions was the priority now, the race is on to reduce carbon dioxide levels. AVL is putting its faith in hybridization: combining an internal combustion engine and an electric motor. According to CEO Helmut List, Its the hybrid which is likely to make the main contributions to the reduction of CO2 emissions over the next twenty years. As a mark of this development, AVL has adopted a new logo: a five-petalled kaleidoscope. The five petals represent the five elements in a modern drive system, explains AVLs Executive Vice-President Franz X. Moser, which are the internal combustion engine, the electric motor, the transmission, the battery and the electronic control system. And just like a kaleidoscope produces ever-changing new pictures from existing elements, so we produce new products from existing knowledge and components.

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AVL supplies robust, easy-to-use and accurate simulation tools for the engine and vehicle development process. .

More developed hybrids may have a larger electric motor which will support the combustion engine, by providing extra torque for starting, drive-away and accelerating. This, says Moser, who is also in charge of the companys commercial vehicles division, is where long-distance trucks might also benefit. People tend to see hybridization as a solution for stopand-go driving, because of the reuse of braking energy, he points out. That makes it ideal for delivery vehicles, but we believe that it can also improve the efficiency of heavy trucks over long distances.
Currently, the diesel motor in a truck has to be powerful enough to start the vehicle or drive it up hills, but that means it has plenty of reserve when the vehicle is cruising. If you use an electric motor to provide the extra torque when needed, you can downsize the combustion engine, says Moser, and by operating it in an area of better fuel efficiency, it will be much more economical. Downsizing is an important target: List says, To get sustainable mobility, we have to get away from our current emphasis on kilowatts and cylinder volume. But there are still many challenges ahead. The battery, for example, is one of the bottlenecks in the development. We have to improve cost, longevity and weight, says List. AVL doesnt develop batteries, but it is working on better

To get sustainable mobility, we have to get away from our current emphasis on kilowatts and cylinder volume. Helmut List

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AVL is the worlds largest privately owned and independent company specialized in the design and development of all kinds of powertrains.

We have to ask ourselves if any further reduction is worth while. Franz X. Moser

systems for measuring and simulating what happens inside the battery, and, perhaps more important, on battery management systems and how to optimize the batterys integration into the system. Its hard to forecast how the improvements will come, admits List. For example it would be a real breakthrough if the time needed to charge a battery could be substantially reduced, but we cant forecast when that will happen. The problems are not easy to solve, but Im convinced there will be progress.
when bAtteries Are improved, the pure electric car

will be a serious option for urban driving. List expects that the electric car will become a serious player within ten to fifteen years. Until then, new ways of thinking about the mass production of what has so far been a niche product will have to be developed, and AVL is working on that. But, of course, the electric cars range will still be limited. Additional distance can be achieved with a so-called range extender an internal combustion engine which essentially acts as a generator to charge the batteries. [AVL recently displayed its solution. List describes it as extremely compact, with very low noise and low vibrations.] So the possibilities of combining internal combustion and electricity are varied: from an electric motor to support the internal combustion engine, via the full hybridization of the totally flexible double motor, to the internal combustion engine charging batteries. But what they all have in common is the need for a sophisticated control system to deploy the power sources as efficiently and as comfortably as possible.

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Haldex and AVL

Haldex works with AVLs test centre in Stockholm, where AVLs experience in measuring and testing diesel engines has served Haldex well. As well as using the centre to test car and truck engines, Haldex has also used it to measure the characteristics of new products, such as the Alfdex crankcase ventilation cleaning device, where tests demonstrated the efficiency of the ventilator after use of the product. Haldex has also asked AVL to test the Varivent, which pumps diesel exhaust gases back into the intake.

extensive portfolio
AVL was founded in Graz, Austria, in 1948 by Hans List, the father of the current CEO, as the Anstalt fr Verbrennungskraftmaschinen List (The List Institute for Combustion Engines). AVL has two divisions. One is powertrain development. Not only does AVL build its own prototype engines and transmissions and develop them for vehicle manufacturers, it also supplies simulation software to calculate a wide range of vehicle and motor characteristics, including difficult parameters such as drivability. Almost all developers use our programs, says Executive Vice-President Franz X. Moser. The second, AVL ITS, offers comprehensive technology for testing the whole powertrain (engines, gearboxes, transmissions, e-motors, batteries, components) and vehicles. The portfolio reaches from test bed systems, instrumentation & diagnostics, optimization technologies, turnkey projects to customer services and support. In 2008, AVL had a turnover of 742 million euros. It employs 4,500 staff, about 2,000 of them in Graz, and invests 10 percent of its turnover in in-house research.

AVLs

AVL offers a comprehensive range of services for professional knowledge management and training.

Moser points out that AVL has about 100 people worldwide working on the hybrid, 30 researching into batteries, and 180 developing software and electronic functions of control systems for hybrids and other motors. Its in the control systems that the real know-how will be, he says. Thats what will make the difference between competitors.
but hybrids still use liquid fuel in fact, there are

costly. We need to achieve the targets with less aftertreatment effort.

he feels thAt ratcheting up standards may be coun-

huge advantages to being able to carry around liquid fuel with you on the vehicle. The carbon footprint of such fuel can be substantially improved, says List, by the use of second- or third-generation bio-fuels, made from waste agricultural products. Thats an important way to move transport closer to becoming carbon-neutral. But as long as mineral oil is the standard fuel, reducing consumption has to be the name of the game. Everyone is currently working on the Otto motor hybrid because its cheaper, notes Moser, but diesel is better in the long term because it will have lower CO2 emissions. Its merely a matter of cost. Diesel engines have always been more expensive to build than gasoline engines, but the complex aftertreatment required nowadays to reduce the emission of NOx and particulates has added further to the cost. Compared to the eighties, weve seen a reduction of 90 to 95 percent in harmful emissions from diesel engines, says Moser, but its still too complex and

terproductive: Beyond the future Euro6 standard, we have to ask ourselves if any further reduction is worthwhile, he adds. Any further decrease in emissions can only be achieved by increasing fuel consumption, which means an increase in carbon dioxide output. In the medium-term, it will be the electrification of the combustion engine which will drive the reduction in CO2 emissions. In the long term, hydrogen power remains a possibility, but, although AVL is doing some work on the subject, List believes it has moved back as a priority. It would require a huge infrastructure development to manufacture the hydrogen and make it available everywhere, he believes, and at the moment it seems easier to develop much improved batteries. Mobility is an important commodity in Western societies, and there are many countries elsewhere which now want the mobility which the West has come to take for granted. But the earth could not cope if the rest of the world chose to pursue mobility with the methods the West has used up to now. List is optimistic that hybridization has a contribution to make to a sustainable mobility. It will have a greater impact than was originally thought, he says, especially in the commercial vehicle sector. There are plenty of technical possibilities which have yet to be exploited.

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Expertise

Navistar
hen it comes to making diesel engines, Eric Tech knows all about the time and money that world-class manufacturers must spend in order to develop technology that will provide the highest performance possible. But as the lid on automotive emissions gets screwed down to historic lows in todays green world, he says, its what comes out of diesel engines rather than what goes into them that is the principal driver in the multi-billion-dollar heavy-vehicle industry. There is a strong mandate from government and the public to reduce emissions, [and] the diesel industry has had to transform itself rapidly to be compliant, says Tech, engine group vice president and general manager of Navistar, a world leader in the development and manufacture of diesel engines and maker of MaxxForce brand engines. The game now is all about tailpipe emissions.
ThaTs why Tech is tingling with excitement these days over the market possibilities of Advanced EGR (exhaust gas recirculation), Navistars in-cylinder solution for meeting the tough new emission regulations for diesel engines that will take effect in the United States in 2010. Designed and developed at the Navistar Engine Groups technical center in Chicago, the solution prevents the formation of nitrogen oxides rather than attempting to clean them as in the SCR (selective catalytic reduction) system, the emission-fighting model that has been chosen by the rest of the big diesel-

A technological fork in road could lead to big competitive edge for U.S. diesel engine maker Navistar, one of Haldexs long time customers.

Text Mark cardwell Photos Navistar

on its own path to emissions control

engine industry. Our approach is unique, says Tech, a Detroit-born-and-bred engineer who joined Navistar three years ago, when he guided the launch of the companys 2007 emissions-compliant engines and brought the MaxxForce 11/13 Navistars entry into big-bore engines to market. Advanced EGR sets us apart from the competition, and I believe it will soon provide us with a significant competitive advantage.
accordiNg To Tech, that divergence from the pack is a happy consequence of a key decision Navistar made earlier this decade to keep on the same technological path it took to meet U.S. emission levels in 2004 and 2007. Our guiding philosophy was to find a way that would allow us to take the burden on ourselves rather than passing it on to our customers, he says in a recent interview in his Chicago office one of several he has at Navistar facilities across the U.S. and elsewhere. We wanted to make engines that would be compliant when they left the factory, not engines that had to rely afterwards on the addition of hardware and fluids to achieve compliance, like with SCR. The latter solution, which notably requires the addition of an insulated and heated urea tank that must be constantly monitored, was adopted by many of the worlds diesel engine-making heavyweights to meet similar tightening of emission levels in the European Union in 2005 and 2008 (referred to as Euro IV and Euro V, respectively).

In 2010, the EPA is requiring new vehicles to achieve a new diesel exhaust emissions regulations limit. Navistars answer is an Advanced EGR solution.

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Navistar International Corporation (formerly International Harvester Company) is a manufacturer of International brand commercial trucks, MaxxForce brand diesel engines, Workhorse brand chassis for motor homes and step vans, and is a private label designer and manufacturer of diesel engines for the pickup truck, van and SUV markets.

Bob Carso

Eric Tech

Tech says he expects them to continue following that same route as they gear up to comply with Euro VI targets, which are scheduled to take effect in 2013. Those emission standards, however, will be only half as tough as the nitrogen oxide targets that are set to go into effect in the U.S. next year. Under the new U.S. regulations the most stringent for diesel engines in history nitrogen oxide emissions must be reduced from 1.2 (the 2007 standard) to 0.2 grams per brake horsepower hour. That is a fraction of the 5.0 g/bhp-hr that was permitted in the U.S. just 15 years ago. To meet the new standards, Tech says he turned to the Navistar Engine Groups research and development team, challenging them once again to find a way to achieve emission compliance in 2010 without SCR. In our view, enhanced EGR was the next logical step, he says. It took a lot of testing and development to make it a reality. But at the end of the day we were successful, and were extremely proud and happy that we did. At the heart of Navistars new Advanced EGR Solution lies a new generation of fuel-injection systems that is capable of delivering fuel into the cylinder several times per cycle and at higher pressures. The use of one or more preand post-injections along with the main injection event,

reads a company document on the new technology, means combustion can take place over a longer period and be more complete, resulting in less creation of [nitrogen oxide] emissions. Similarly, a redesign of the combustion bowl breaks fuel up into a fine mist that spreads more evenly inside the chamber, resulting in a more complete and cleaner burn, according to the document. The use of dual turbochargers (the first to provide additional boost at lower engine speeds, the second to allow maximum power at high engine speeds) also helps to reduce the amount of nitrogen oxide created by slowing the rate of combustion in the cylinder and reducing the temperature. Finally, increased computing power in the new Advanced EGR system allows the engine controller to continuously calculate the optimum mix to achieve maximum power and efficiency in many different situations.
For Tech, The cosT of urea and all the additional parts and safety concerns that are inherent in the SCR system negate claims made by competitors that Advanced EGR is a credit-dependent, stopgap technology that runs dirtier, burns more fuel and will be abandoned by Navistar in favor

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Expertise

The future of diesel

as a coMMercial Truck Maker, Eric Tech, engine group vice president and general manager of Navistar, sees a bright future for the diesel engine. Clearly, diesel will continue to be the prime motor or engine that will be driving commercial applications, he says. Diesel is clean and efficient, and it will continue to have an efficiency advantage. Diesel engines also have more capability in moving loads efficiently in terms of horsepower and torque and so on. However, gas is cheaper, and this is driving many efforts aimed at developing diesel and gas hybrids. Our customers are business people who mostly move and deliver goods and merchandise and for whom the cost of fuel is their most important factor, says Tech. They are very highly motivated to find the most efficient solutions. Among the many interesting possibilities, Tech says, hybrids that use diesel as the main powertrain seem to offer the most promise for fuelefficient commercial applications. There are many possible solutions, he says, noting that an example would be the downsizing of todays school buses with 6.4-liter diesel engines to 4- or 5-liter hybrid engines built on diesel powertrains. Its all about enhanced efficiency, which is being driven by higher fuel prices, says Tech. Whoever manages to do it best will win.

2010 MaxxForce Advanced EGR engines are engineered to precisely control the flow of re-circulated exhaust. These engines have increased injection pressure, improved combustion and refined calibrations with that goal in mind.

of SCR when credits run out in 2012. Its true that SCR does get slightly better fuel mileage than Advanced EGR, but the cost of urea makes the operating costs of both systems comparable, says Tech. Navistar is committed to EGR, [and] we will continue to fine-tune the system to meet standards at the tailpipe without credits or the addition of all the costly and cumbersome after-treatment hardware. A global leader in diesel engine production that offers a lineup of high-performance diesel engines from 50 to 475 hp (37354 kW), the company engine group currently controls more than 40 percent of the midrange diesel-engine market and roughly two-thirds of the school bus-engine market in North America. In South America, a market Navistar entered only a few years ago via an acquisition, the company commands more than 50 percent market share of the mid-size pickup and SUV segment and accounts for nearly 40 percent of all commercial and consumer diesel engines produced. A number of recent joint ventures have also increased the companys presence elsewhere, includ-

ing in Europe, where it is particularly active in Belarus and other Eastern European countries, and in Asia, most notably in India, Korea and China. According to Bob Carso, Navistar Engine Groups director of global brand strategy who guided the consolidation of the generic International engine brand label under the more marketable MaxxForce name in 2006, exposure to world markets has lessened the companys dependence on the cyclical U.S. truck market and increased both the energy and sense of purpose of its employees, many of whom lived through the breakup of International Harvester and the birth of Navistar from its restructuring in the 1980s. Carso is confident that the addition of the Advanced EGR solution to MaxxForce engines, which will be offered later this year, in time for the new U.S. emissions standards that take effect on Jan. 1, 2010, will provide an added boost to the companys prospects for growth. It sets us apart from the pack, says Carso, a 30-year company veteran, and provides us with some really exciting marketing advantages.

Haldex and Navistar

Navistar is one of Haldexs long time customers. Haldex supply Navistar with several products: 1. aBa (automatic brake adjusters). 2. gold seal actuator. During 2009 Navistar selected Haldex OE actuators as standard features in their vehicles. 3. The alfdex system, which offers high-efficiency removal of oil droplets and soot particles from the ventilation gas in diesel engine crankcases.

1.

2.

3.

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Gallery

Consep
This is a Haldex product designed to remove oil and other particles from the compressed air system of truck and buses, a pneumatic version of it will be introduced in the US and Asian market in the fall of 2009.
Photo: Magnus Fond

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Expertise

Cadillac renaissance
W
Text Mark Cardwell Photos GM

Using cutting-edge technology, the 2010 Cadillac SRX is launching with an advanced all-wheel-drive system that delivers best-in-class levels of driver control. The system is developed and supplied by Haldex.

hen Bob Reuter was growing up in Detroit in the 1950s and 60s, General Motors was the pride of Motor City and an international symbol of American automotive hegemony. We believe thats still the case, says Reuter, a 33-year company veteran and its global vehicle chief engineer for compact crossover vehicles. As proof, he points to the newest model of GMs most prestigious brand, the 2010 Cadillac SRX. Officially unveiled in Detroit in January, the five-door, second-generation transaxle has several performance and technological features that Reuter believes make it the new global benchmark in the luxury crossover field, which is fast becoming the main battleground in the luxury car segment. Weve brought together the most expressive and dynamic things that people expect from a Cadillac, he says. This vehicle doesnt just enhance the driving experience. It adds to the whole living experience.

Mechanically, the SRXs most notable new feature is an active and advanced electronically controlled, all-wheeldrive (AWD) system by Haldex that continuously distributes and transfers torque between the front and rear axles and between the rear wheels. Honed through more than 600,000 miles of tests on roads and test tracks across Europe including Germanys famed Nrburgring circuit, where Cadillac engineers have developed and validated new vehicle features for years the system provides best-inclass levels of driving stability.
The driver has ConTrol and confidence in all types of weather conditions and on all road surfaces, says Reuter. He adds that Cadillacs decision to go with AWD, as opposed to a standard system, was based on both the competitive advantage (the majority of cars we sell have AWD, he says) and the importance of safety in the segment. AWD, explains Reuter, broadens the operating envelope of the
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This vehicle doesnt just enhance the driving experience. It adds to the whole living experience. Bob Reuter

car. The good news is that the customer is unaware all this is going on because its being done in the background. The SRX AWD hardware consists of a power take-off unit (PTU) in the front final-drive that transmits engine torque through a prop-shaft to the rear drive module (RDM) that includes a torque transfer device (TTD) and the optional eLSD. Both are wet, multi-plate clutch units from Haldex. Operating seamlessly and programmed to keep the car stable even when cornering (by splitting drive torque to counteract over- or under-steer situations), the AWD system also incorporates an innovative pre-emptive engagement of the rear wheels that eliminates the need to detect front-wheel slip before rear-drive activation, helping to both enhance and exploit the 265 horsepower generated by the SRXs new standard 3.0-liter DOHC direct-injected V6 engine or the 300 hp delivered by the optional 2.8-litre turbocharged V6, both of which are paired with six-speed automatics. Performance-wise, you get more horsepower
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and better economy [18 mpg in the city, 25 on the highway] with a V6, Reuter says when asked about the change from the V8 in the 2009 model. Fuel mileage is very important, and the price tag is also a little lower with a V6.
he adds ThaT savinG Money on both the purchase price and at the pump reflects the focus of Cadillac engineers and designers on meeting all the needs and desires of the demographic group that now dominates and drives the highly competitive luxury compact crossover market segment: active women with an eye for both quality and value. Thats why, in addition to five seats, driving stability, precision handling and all the latest safety metrics, the new SRX is loaded with a full slate of cutting-edge bells and whistles ultra-sophisticated electronic and navigational equipment options and capabilities, including Bluetooth, OnStar and real-time weather information not to mention the cool elegance and expressive styling that have been a Cadillac hallmark for generations.

Cadillac engineers completed more than 600,000 miles of testing in all weather conditions across some of the most challenging roads in Europe, as well as the famed Nrburgring circuit in Germany.

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A century of glitz
as aMeriCan Car brands go, nothing has the glitz and the glamour of Cadillac. Founded in Detroit in 1902 by engineer Henry Leland, who named the car company in honor of the French explorer Antoine de la Mothe, Sieur de Cadillac, Cadillac was renowned from the get-go for its precision engineering, luxurious finish and innovations such as interchangeable parts, the use of electrical systems for ignition and lighting, shatterproof glass and, most notably, the best and first V8, V12 and V16 engines. bouGhT by General Motors in 1909, Cadillac became the companys Henry Leland prestige division, producing large luxury models for U.S. presidents, the American military, movie stars, rock stars, mobsters and the rich and famous. Cadillac has been a pervasive part of pop culture here and in the rest of the world, Cadillac spokesperson David Caldwell says from the companys corporate headquarters in Detroit. One famous Cadillac connoisseur was American icon Elvis Presley. Elvis loved Caddies, and his name became indelibly linked with the brand, he says. A 1974 Caddy that Elvis owned is being sold on eBay right now. The attraction wasnt just the power and comfort of Cadillac cars. Its reputation was built on innovative designs that were futuristic and even shocking when they came on the market, Caldwell says.
He notes, for example, that Cadillac was the first to introduce automatic dimming headlights and cruise control. The company also introduced tailfins, a design element that was inspired by the twin rudders on the Lockheed P-38 Lighting aircraft developed in World War II. It was also the beginning of the vertical design that has been a Cadillac trademark ever since. The exaggerated front bumper design in the 1950s became known as Dagmar bumpers, a reference, says Caldwell, to a big-bosomed star on American TV at the time.

The electronic control unit receives data inputs 200 times every second from more than 20 sensors,including those for the ABS and ESC systems.

We pulled out all the stops, Reuter says about the bright polished nickel and hardwoods that line the dashboard and door panels, the dual-depth approach to door storage and glove box, as well as the leather seats and the bright-yet-discreet ambient lighting that is provided throughout the SRXs plush interior cabin. It has a theatrelike feeling, he says. Its very chic. And the luxury doesnt stop there. Specifics such as the use of acoustic laminated glass, together with a remarkably low level of vibration at idle, have brought the noise level in the vehicle cabin down to what Reuter calls library quiet, so that passengers can talk easily between seats. Its typical Cadillac over delivery, he says. Its part of the overall feeling of safety, refinement and styling. Equally impressive changes have been made to the vehicles exterior. Gone is the station-wagon look and appeal of the first generation SRX, a midsize luxury crossover that was designed, built and introduced in the U.S. in 2004, when a record 30,000 units were sold. Its got that very distinct design that you know is a Cadillac from 100 meters away, says Cadillac spokesperson David Caldwell, pointing to the vertically oriented front and rear ends, the doors, the glass, the logo and the distinctive lighting. Our vehicles are not anonymous. They are designed to stand out, bring a little magic that people want.
as a resulT, reuTer is confident that the 2010 SRX, which went into production in summer 2009, will compete favorably with the main heavyweights in the sector namely the Lexus RX, the Acura MDX and Lincoln MKX in affluent suburban enclaves in the two dozen countries in North America and Europe where the vast majority of compact luxury crossovers are sold. Like all Cadillac models, its a mix of art and science, he says. Weve invested heavily in the brand over the past decade, and in many ways the SRX is both a culmination of that process and a renaissance of Cadillac. Its simply the best vehicle of its kind in the world.
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by The 1980s, however, high fuel prices, smaller engines and the ascendancy of first German, then Asian competitors, created what Caldwell calls a perfect storm of conditions in which Cadillacs big cars fell out of favor with consumers. After trying to stay both relevant and competitive by shrinking down its models, in 1999 GM decided to invest USD 4 billion into revitalizing the brand. Since then, a string of new Cadillac models for example, Escalade, CTS, and now the SRX have rolled off the assembly line. Weve introduced new cars with new levels of performance to the automotive world and in many new markets, says Caldwell. The results have been increased sales and a boost to Cadillacs century-old prestige as a worldclass auto maker. Our design studies are rocking, says Caldwell. The Cadillac brand is alive and well, and the SRX is proof that were back in the game.

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Text R F Mamoowala Photos Fredrik Renander

Haldex People

Always ready
for a good challenge
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You wont meet too many people in the world whose idea of relaxation is to read new literature on computational fluid dynamics. But then you likely havent met engineer Yogesh Saindane at Haldex in Pune, India.

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YogesH sAinDAne
age: 30 FaMily: Swati, who is a teacher, and their 3-yearold-daughter. Hobbies: Along with technical reading on his specialty, Saindane also relaxes by watching old movies both Hindi and English and reading fiction. The last book I read was The Monk who sold his Ferrari, by Robin Sharma, who is my favourite author. Saindane also loves to read history and mythology. And whenever he has the chance, he goes for a swim.

The challenge is to overcome the geometric constraints and mesh the pumps with the engine. Yogesh Saindane
Yogesh Saindane joined the Haldex Engineering Centre in Pune soon after it was set up in 2007. His wife Swati is a teacher.

ngineer Yogesh Saindane is passionate about CFD. Saindane, 30, is the manager of CFD, or computational fluid dynamics, at Haldex Engineering Centre in Pune in Western India. This is my subject, he says, and there are many problems and challenges associated with this special area that still remain unsolved. Saindane joined the Haldex Centre soon after it was set up in 2007. Armed with a Masters degree in mechanical engineering with a specialisation in design technology from the prestigious Indian Institute of Technology in Mumbai, he brought to the job two years of experience in design retrofication and modification in CFD, especially for turbo machinery.Once we got the hardware and software necessary for the safety analysis, we started our work, initially focusing on safety analysis and design modification, says Saindane. His job involved computing equations for fluid flow. Haldex is one of the worlds leading suppliers of oil and water pumps for heavy-duty diesel engines, Saindane says. Put simply, we make equipment that handles different kinds of fluids such as oil, water and gas.

In India Haldex main clients are Tata Cummins and Cummins India, a leading player in the manufacture of heavy-duty diesel engines for gen-sets and trucks. But much of what Haldex produces in India is exported to Europe and the United States. Saindane provides application engineering support for Haldex India, especially on the new India projects John Deere Tier 4 Water Pumps and Oil Pump, Daimler India, Caterpillar, JCB and others. The India plant is certified for ISO/TS 16949 and IIE (Investors in Excellence), and shortly the plant will be certified for ISO 14000 and 18000.
FoR Haldex cusToMeRs, Saindanes background in design engineering and his experience in finite element analysis, which ensures the structural safety of products, are invaluable. The most crucial factor is that the equipment we design and produce should not fail in the field structurally because of excessive load or any other factor, he says. CFD helps to ensure reliability. At the design level we predict how the fluid will flow through the pump or any other product. If there are major loss areas, we identify

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What is Computational fluid dynamics (CFD)?

CFD is one of the branches of fluid mechanics that uses numerical methods and algorithms to solve and analyze problems that involve fluid flows. Computers are used to perform the millions of calculations required to simulate the interaction of liquids and gases with surfaces defined by boundary conditions. The fundamental basis of almost all CFD problems are the Navier-Stokes equations, which define any single-phase fluid flow. As such it is the foundation for Haldex oil and water pumps for diesel engines.

them though CFD and then work to modify and improve the efficiency of the product. All this is done before building a prototype. Prototype building is a very costly exercise, says Saindane, and once a prototype is designed and built, any change could cost a lot of time and money. Once an appropriate design one that allows fluid to flow smoothly and with good efficiency is finalised, the prototype is built. One challenge in this process is having the right hardware. The process requires a very large computational resource base, Saindane says, which means that the required computational power must be available in the hardware system. This work requires the solving of complicated equations, and hence the hardware is very important.
anoTHeR cHallenge is to match the pumps with the

engine. Our products the water pumps are of a particular geometry, and the shapes of the inlets in the engines tend to be very odd, Saindane explains. So the challenge is to overcome the geometric constraints and mesh the pumps with the engine. Yet another challenge is to make pumps that can handle different kinds of fluids. A project on hand involves creating positive displacement gear pumps for oil. These are manufactured and designed by Concentric. We make certain kinds of pumps purely in accordance with engine specifications. But the professional engineer in him enjoys these challenges. The more complicated the problem, the newer the product, the more exciting the challenge, says Saindane. Every time you have to decide what particular strategy you will apply for that particular problem. Playing with his 3-year-old daughter relaxes Yogesh Saindane. I love to do that, he says, smiling. She is at that magic stage.
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Reading the latest literature on CFD both relaxes and inspires Yogesh Saindane. But so does playing with his daughter.

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Expertise

Green vehicles
haldex to develop
Haldex Traction plans to develop an electrical rear axle for four-wheel-drive hybrid cars. Cars with the Haldex Tractions solution can save 20 to 30 percent on fuel costs and emissions compared with conventional four-wheel-drive vehicles. The project has been granted SEK 9.4 million by the Swedish Energy Agency. Text Martin neander Photo istockphoto
The SwediSh Energy Agency has allocated a total of SEK 168.3 million to 17 research projects with the aim of reducing fuel consumption and emissions of greenhouse gases. The ventures take place under the auspices of FFI, a cooperative program involving the Swedish government and the Swedish automotive industry. The money granted to Haldex Traction is to support a project that aims at creating a new kind of electrical rear axle for four-wheel-drive hybrid cars. Both the Swedish government and the Swedish automotive industry have signed an agreement to jointly finance research, innovation, and development when it comes to climate, environment and safety. In line with the emergence of the hybrid electrical vehicle technology, Haldex Traction is increasingly focusing on its

position within this field, says Ulf Ahln, president of the Haldex Tractions Systems Division. It feels good that in competition with other manufacturers in the automotive industry, we have managed to be part of one of the research projects.
in 2008, along with the faculty of engineering at the University of Lund, Haldex Traction began research in the field of hybrid electrical vehicles in order to bring new hybrid technology into a green car. In the second phase of this project, which started in 2009, we will work with several partners and car manufacturers, such as SAAB and Volvo, Ahln says. The aim is to devise a prototype car with an electrical rear axle. At a later stage, the objective will be to start serial production of this car. The four-wheel-drive proto-

type car is scheduled for completion at the end of 2009 or the beginning of 2010. A more advanced prototype will be completed by the end of 2010. In 2013, it may be possible to start the serial production of the electrical rear axles at Haldex Traction in Landskrona, Ahln says. The hybrid technology will be used for four-wheel-drive cars. The technology can be used for twowheel-driven cars as well.

The aim is to devise a prototype car with an electrical rear axle. Ulf Ahln

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For the past two years Haldex Hydraulic Systems Engine Business Unit in Birmingham, UK, has focused on initiatives to reduce direct and indirect impact on the environment. The units success has been recognised in a sustainability award from Midlands Excellence. Text Martin neander Photo haldex

awarded in the UK
haldex Hydraulic Systems Engine Business Unit in Birmingham, UK, has won the sustainability category in an annual competition held by Midlands Excellence. Among other things, the fuel-saving

conducted an array of initiatives to ensure that all co-workers are aware of direct and indirect environmental impact.

As a result, a vital change has taken place in terms of waste management and the units overall carbon footprint, Woolley says.

we have reduced our

At the awards ceremony. From left to right: Nick Trew, ExxonMobil Lubricants & Specialties, James Norris, Health, Safety and Environment Manager Haldex, James Caan, David Woolley, Haldex.

variable flow and the controllable water pumps contributed to the Birmingham unit being awarded. The Hydraulic Systems Engine Business Unit has

electricity consumption by 50 percent over two years, says David Woolley, managing director of the Birmingham and Pune, India, facilities. We have raised our levels of material recycling considerably, turnings costs into revenue streams. And we have an ongoing drive to require the ISO 14001 environmental standard throughout our supplier base.

waSTe haS been reduced by 80 percent, he says. Wastewater and oil are filtered and recycled, while solvents have been virtually eliminated. The companys variable flow and controllable water pumps significantly improve vehicle fuel economy and bring major reductions in CO2 emissions. The variable flow pump gives up to 5 percent fuel saving in diesel engines, while providing less emission and reduced noise, Woolley says. Our water pump provides further emission and fuel savings, giving a combined system benefit of up to 8 percent.

Promoting business excellence

MidlandS excellence is a charity that researches and shares good practice to enable organisations to improve. It audits European Foundation for Quality Management methods in the UK. The annual Midlands Excellence
Awards programme has run every year since 1997. It rewards organisations that have demonstrated excellent allround performance after completing a rigorous assessment process. Haldex Hydraulic Systems Engine Business Unit in Birmingham, UK, won in the 2009 sustainability category. Midlands Excellence judges noted that sustainability is embedded throughout the company, from product design to manufacture, and that there is good visual management of all operational phases.

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1-800-572-7867 Rockford, IL, USA 46-8-591 28850 Arlandastad, Sweden Info.hydraulics.us@haldex.com Info.hydraulics.eu@haldex.com

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