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Bosch and MAHLE Establish Turbocharger Joint Venture
1 February 2008
Robert Bosch GmbH and MAHLE GmbH are establishing a 50:50 joint venture to develop, manufacture, and market exhaust gas turbochargers. The new company, which will be called Bosch Mahle Turbo Systems, will be headquartered in Stuttgart, Germany starting in April 2008.
The joint venture partners plan to work together to develop and manufacture turbochargers for gasoline and diesel engines, and to market them worldwide. Series production is projected to start in 2010. The foundation of the joint venture is still subject to approval by the antitrust authorities.
As part of the downsizing concept for the engines of the future, exhaust gas turbochargers are one of the key technologies for achieving a sustained cut in fuel consumption and CO2 emissions. The use of exhaust gas turbochargers is already common in modern diesel engines, and they are expected to become more prevalent in gasoline engines as well. This also calls for more widespread use of advanced injection technologies.
Bosch is already a global leader in both gasoline direct injection and common-rail technology for diesel engines. MAHLE has many years of experience in the development and manufacture of high temperature-resistant turbocharger components. In addition, its subsidiary MAHLE Powertrain specializes in the development, design, and application of turbocharged engines.
Both partners have extensive engine-systems know-how, as well as competence in large-scale series production of ultra-precision components in and around the engine.
This joint venture will now allow us to offer our customers from a single source a complete product portfolio for reducing fuel consumption and emissions.
—Dr.-Ing. Bernd Bohr, chairman of the Bosch Automotive Group
The Bosch Group spans automotive and industrial technology, consumer goods, and building technology, and generated sales of €46.1 billion (US$68.4 billion) in fiscal 2007. MAHLE is among the top 3 suppliers globally for piston systems, cylinder components, valve train systems, air management systems and liquid management systems. In 2007, the MAHLE Group expects sales of approximately €5 billion (US$7.4 billion), positioning the company among the top 30 automotive suppliers globally.
February 1, 2008 in Engines, Vehicle Systems | Permalink | Comments (7) | TrackBack (0)
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Comments
My new 1979 turbo Mustang had a Garret turbo on a 2.3l I4 and ran really well. At the time, I did not even measure the mileage, I was having too much fun with the acceleration.
Posted by: sjc | Feb 1, 2008 10:03:27 AM
Forward to the 60's.
I had a 63? Corvair with the turbo. It was fun.
The turbo-lag made driving more interesting because you thought further ahead.
The Mercedes diesels of the time also changed your driving habits in that way.
Posted by: K | Feb 1, 2008 12:29:07 PM
Given that there are a number of established players specializing in turbocharger design & production, I see no obvious reason why this JV would not receive approval. That ought to be good for both consumers and the environment, as there are a number of engineering challenges that increased competition will get solved that much faster:
a) compressor wheels for turbocharged engines with low-pressure EGR systems (gasoline & diesel).
Advantages: increased boost, reduced turbo lag and reduced throttling losses in part load. Inexpensive diesel-style VGT turbo (turbine volute w/o water jacket) possible for gasoline engines. Reduced NOx for diesel engines.
Challenges: higher mechanical stresses due to higher gas temperature upstream of compressor wheel, risk of water condensing out of exhaust gas and droplet impact on compressor vanes, risk of acid formation and corrosion, risk of abrasion by residual PM, durability, cost
b) exhaust gas temperature control and/or affordable high-temperature materials for VTG turbos mated to gasoline engines
Advantages: high boost pressures and low lag at low RPM
Challenges: clearance management between turbine and volute at all temperatures, durability, cost
c) high-temperature materials for twin-scroll volutes on very small turbos (turbine diameter < 30mm)
Advantages: dual (sequential) boost without exhaust manifold crosstalk possible for inline 4 and V8 engines (primarily relevant for throttled gasoline designs)
Challenges: casting technology, durability, cost
Posted by: Rafael Seidl | Feb 1, 2008 12:56:42 PM
Lag is why I think turbos and hybrids go together. You have motors for torque and acceleration with a turbo for long run horsepower.
Posted by: sjc | Feb 1, 2008 6:05:26 PM
@Rafael
What about adding a water injection point prior to the turbo? This would cause steam formation (explosion/expansion), reducing EGTs while increasing pressure through the turbo. I'd imagine that this would lead to better low end response (less lag). Perhaps a larger turbo could be used under such circumstances further facilitating downsizing.
I've read (and you mention) that water droplets hitting the impeller blades would cause damage (possibly severe). Wouldn't this be an easier obstacle to overcome than heat? Perhaps the impeller could be smaller than the compressor allowing its blades to move at a lower velocity or maybe some sort of gear set could be used.
Posted by: GreenPlease | Feb 1, 2008 6:24:00 PM
There is renewed interest in turbochargers--especially the newest designs that drastically reduce the turbo lag problem--mostly because it allows the use of smaller engines so you on need the boost from the turbo on acceleration and climbing grades and run at lower power on steady cruise and going downhill. Volkswagen's 1.4-liter TSI TwinCharger engine is a preview of things to come.
Posted by: Raymond | Feb 1, 2008 9:17:52 PM
@ GreenPlease -
injecting liquid water droplets upstream of turbomachinery is inviting disaster, for the very reasons you mention. Injection downstream of the compressor is possible and indeed, a very effective way to cool the compressed gas. This increases its density, i.e. the oxygen mass per cycle in the cylinder, leading to higher BMEP and lower friction losses relative to rated power. In other words, it increases power and/or saves fuel. Instead, it can also be used to reduce NOx emissions by ~20%.
However, the amount of water required is quite substantial, of the same order of magnitude as the fuel consumption. The technique is therefore used only in stationary and marine engines with access to a suitable source of water. The feed water must be purified and demineralized prior to injection to avoid damaging the engine.
Posted by: Rafael Seidl | Feb 2, 2008 6:31:02 AM
