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BMW Group and PSA Peugeot Citroën to Extend Engine Partnership

18 December 2006

BMW Group and PSA Peugeot Citroën have agreed to extend their cooperation in the field of gasoline-fueled four-cylinder engines.

In 2002, PSA Peugeot Citroën and BMW Group agreed jointly to develop and produce a family of 1.6-liter turbocharged gasoline engines, encompassing two technologies: fully variable valve drive and direct injection, with power ratings from 55 kW (75 hp) to 128 kW (175 hp). These engines appear in the newly launched MINI as well as Peugeot and Citroën vehicles.

Other features in the jointly-developed 1.6-liter engines include:

  • Fully controlled, on-demand oil pump that requires up to 1.25 kW less drive energy and reduces fuel consumption by up to 1%.
  • Single belt drive for all ancillary components.
  • Cylinder heads produced by lost foam casting.
  • Twin-Scroll turbocharger to improve response time and driving comfort.
  • Self-disengaging water pump to reduce fuel consumption and emissions.

The two companies now will jointly conduct a feasibility study concerning a new family of engines, with advanced technology features aimed at delivering excellent power and torque characteristics combined with reduced fuel consumption and CO2-emissions.

If the study confirms the expected technological, industrial and financial benefits the two companies intend to enter into a joint development project.

December 18, 2006 in Emissions, Engines, Fuel Efficiency | Permalink | Comments (22) | TrackBack (0)

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Comments

It would be nice if it was a partnership to produce somthing worthwhile, like a nice clean electric car, will these large companies ever wake up !

I'll take a nice fuel efficient and powerful 1.6L turbo over a smallish Inline 6 in a BMW 3 series.

Though I would like to see more electrics I can't honestly buy one and make any use of it in the near future anyway. I will be looking at moving if the newest housing developments offer weather proof 220V exterior connections since that would then allow me to purchase an all electric.

Patrick: Unless you have strange driving habits 110V works just fine (works for me). There's enough time at night to top of the battery for the next day.

Surely plug ins are the way to go and they will need a small efficient engine, so these guys are on the right track ( or at least 1 rail of the right track ). Cooperation is a very good idea for such critical and expensive items such as engines. Very clever for BMW as they can stay out of this part of the world entirely (small trasnversly mounted engines).
It would also be nice so see some electric bits being developed, but someone else could do that and they could just buy it in.

I have no exterior power whatsoever. I would prefer 220V if I am moving with the availability of an exterior power connection being the primary motivator.

Then again, over this past weekend I would have been unable to travel anywhere if I had not "filled" up before Thursday night. I was personally without power from Friday morning until Saturday night.

I do not remember the estimated fuel economy numbers but I believe the baseline 1.6L in the 2007 Mini should give it fuel economy equivalent to that found in the Toyota Corolla, Toyota Yaris, and Honda Civic without having to use low rolling resistance tires like the Corolla (look at its lateral grip and braking distance numbers, just about worst in class since they use poor tires to improve fuel economy). I think 41mpg highway was one figure they gave for the upcoming mini.

Mahonj -

Mini is a BMW brand. They got into bed with Peugeot precisely because they have superior engine design expertise and the French have economies of scale with their supply chain due to higher sales volume. Only ~10% of the 1 million engines scheduled to come off this particular production line will be installed in vehicles sold under BMW brands, mostly the higher-end options.

The BMW 1 series sold in Europe is based on four-cylinder engines and rear-wheel drive. I would not be surprised to see the next revision of this premium compact equipped with a larger engine developed and manufactured in the context of this partnership with Peugeot. The crankcase might have to be adapted for longitudinal installation. Note that BMW is no longer averse to turbocharging gasoline engines, since lag is virtually undetectable in modern turbo designs.

"Expensive items such as engines" thats just the point, the internal combustion engine is expensive , and we are paying for it big time ,both evironmently and when we buy the damn thing , to say nothing of of expense keeping it running during its short life . Electric motors on the other hand are cheap to produce , realiable , need very little maintainance to keep them going during their long life, and above all produce no emissions , and by way of a bonus are over twice as efficient as the best ICE engine .
And to you guys wondering where you are going to plug them in , I can report from my part of the world that in southeren switzerland , there are many roadside charging points being installed at the moment , its just a start, but if people keep pushing for access to greener mobility I think it could snowball within a few years ,and just think what a better world it help to create , no more stampedes to secure the last reserves of easy to get at foreign oil!

Hi,

I was wondering if there were any studies done on the environmental costs of producing the battery packs and motors to be used in electric vehicles. I know that many of the chemicals in the batteries are rather noxious, and there are a number of specialized elements that have to be mined at a direct cost to the environment as well. Also, if some of these materials are rare, what is the available supply if we are trying to move to a more electric or hybrid based system. I think it's important to remember that even with electric vehicles, there is a balance between the environmental impact savings with the end product, and the environmental impact costs at the production end. Any comments and additional info people have would be appreciated.

Rafael

"since lag is virtually undetectable in modern turbo designs" - who are you trying to fool? Why has VW used a mechanical compressor + turbo on their latest TSI applications? Why did BMW just introduce twin turbos on their I-6? The answer is that turbo lag still exists unless expensive measures are taken to avoid it - be it Diesel or Gasoline.

Direct injection tends to have high temperature exhaust with much greater energy at low rpm than standard multi-port which spins the turbo up much faster (hence why it has a tendency to produce more NOx). Making turbo-lag hard to notice unless you expect full torque at near idle.

Why don't VW/Audi use a supercharger coupled with the turbo on their 2.0L T-FSI engines?

Electric Motors are not cheap. A 50HP electric motor -- you will probably need two -- runs about $2K/ea. And that is just the beginning. There are no magic bullets.

Robert,
Thanks for the perpective on the co$t of electric motor$. And battery, and power controller ain't cheap, either!

And electric drive train ain't necessarily more reliable than mechanical one. I've owned many cars in my life, and the electrical components such as the alternator, starter, relays, fuses, processor chips seemed to fail at higher rates than the rock-solid reliable engine as a whole, or components such as valves, bearings, rods, injectors, and as complex as the automatic transmission, it hardly ever fail. Most of my cars easily lasted above 200,000 miles. So much for conspiracy theory of the auto mfg's to squeeze more profit out of the ICE. Most replacement engine components are generics and not made by the auto mfg's anyway! (Unless you drive expensive and exotic imports!)

Informer -

VW used a twin charger concept primarily to achieve both high torque at low RPM and high power at high RPM. With just a turbocharger, you have to compromise in the size - and hence inertial moment - of the turboshaft assembly and use a wastegate to avoid excessive boost pressures at high power levels. Turbodiesel engines increasingly feature variable turbine geometry turbos to achieve a better compromise but only Porsche offers such a device for a gasoline engine, whose exhaust is substantially hotter at nominal power.

BMW used twin charger in their I6 partly to further reduce turbo lag but also because it's more difficult to merge such a wide exhaust manifold into a single twin-scroll turbocharger. Saab has long applied single chargers on their I4 and I5 designs, with considerable reductions in turbo lag over the past 20 years. The lag is greater for gasoline engines than for diesels, but in absolute terms it really is very small these days (<0.4s to spool up to rated speed from idling).

Patrick -

VW's 1.4L twin charger engine delivers 125kW (175hp) and features GDI. I'm sure they could apply the same trick to Audi's new 1.8L TFSI, but perhaps >200kW is only needed in the luxury - as opposed to pocket hot rod - segment of the market. Even with compensation shafts, an inline 4 isn't going to run as smooth or sound as satisfying as a six-cylinder design. There may not be a market for the combination you propose.

Roger, Roger (I just had to do that). Electrical stuff uses lots of Cu. Cu is now $3/lbs. There are lots of reports around here of construction sites and abandoned buildings being vandalized for the plumbing and wiring.

Rafael,

I was more attempting to answer Informer's question with a question and not really seeking an answer.

Rafael

You obviously haven't looked at transient torque curves for high BMEP Turbocharged passenger car engines compared to their normally aspirated competitors. In any case you proved my point in reiterating that expensive technologies are required to reduce the lag. You have to face the fact that to get a turbine/compressor assembly spinning up to ca. 200k RPM takes time. When demand is suddenly increased from low engine speed and load there is insufficient exhaust gas energy to overcome the inertia fast enough. Sure things like VTG, eBoost, Twin Scroll, Twin Turbo, GDI + VVT etc help, but still expensive.


informer - Ever heard of an electric turbocharger?

Some are used alone or in combination with an exhaust driven turbo.

Lucas:

Gas turbine happens to have ten times higher power-to-weight ratio than any electric motor. Any substitution or addition of electric motor to exhaust gases driven turbocharger only increases turbolag due to unproportional high mass of electric motor’s rotor. This is the reason why no original manufacturer offers production turbo/motor combination, and companies seriously tried to develop such technology in the past went bankrupt.

Most of current sellers of aftermarket electroturbochargers fit in same category as sellers of on-board hydrogen generators and p^%$&s enlargement drugs.

Andrey,

Garrett never went bankrupt and they have developed an electric "start up" for their turbos. Only problem is that it requires 42V systems to operate as it requires a motor with several KW of power to spin the turbo up to operating speed in an acceptably short period of time.

Garrett also developed a hydraulic turbo as well.

They can keep the rotor mass low and also use the motor as an alternator for waste heat recovery. Garrett has been in patent disputes on this very topic for years.

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