Viennese engine Symposium
Motor elite defends itself: the combustion engine is far from finished
VW 48 Volkswagen volt hybrid system. The mild hybrid can be combined with petrol, diesel or natural gas and should be a competition for new electrical drives, especially in larger vehicles
Electromobility has been waiting for its breakthrough for over 100 years. For the time being, one could only force the financial support or prohibitions of internal combustion engines. Meanwhile, Europe’s engine researchers show what is still feasible.
It was certainly not a good year for the internal combustion engine: "From the Enabler to the dirt", the long -time director of the Vienna Motor Eymposium, Professor Hans Peter Lenz, described the situation in his introductory lecture. Since last year’s symposium, the effects of the diesel scandal have tightened again: The German Federal Administrative Court has on a lawsuit by the “German Environmental Aid" cleared the way for diesel driving bans, with restrictions and nuances under the discussion. Politicians like Environment Minister Svenja Schulze demand extremely elaborate used car retrofits for exhaust gas values that did not exist at the time of their approval .
Combined and electric car: it gets bumpy with both
But it was also not a good year for electromobility. Despite the political and media tailwind, the sales figures remain at a low level. Where the electric mobile reaches significant quantities thanks to enormous subsidies, for example in the rich oil and hydropower country Norway, problems arise. The vehicles are only inadequate in the field, while the power grid partly reaches its limits.
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Site Insider unpacks: there was the clean diesel – and that’s why you didn’t want it
In addition, the supposed flagship company Tesla is caused by many broken promises and a catastrophic start of the mid-range sedan model 3 for negative headlines. In the meantime, the press is more interested in the remaining value of the Tesla share than for the product properties of Model 3, about which specialist journalists have to find out more based on borrowed private vehicles.
Center of Automotive Management
Meanwhile, the auto industry is under enormous pulling. Should the ambitious consumption and emission requirements of EU bureaucracy, which for electric cars the emission value “zero" Accepting and planning plug-in hybrids to be strongly absent-minded towards conventional combustion engines. China also demands e-quotas, although the forecast has become unsure about the staggering expansion of the charging structure. Only the USA signal relaxation under the new EPA boss Scott Pruitt .
Burner industry goes on the offensive
Now the industry is on the offensive. The exhaust gas issue in both diesel and the ottomotor has now been solved, emphasize the developers and infer this at the Vienna Motor Symposium in numerous lectures with data and measurement results. Bosch wants to have the relevant emissions with intelligent thermal management far below the limit values – without new hardware solutions .
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There are extensive praise for the new RDE cycle, with which real emissions are measured in a wide variety of driving conditions. This holistic approach leads away from the very top development to the test scenarios once defined by politics. They had contributed not insignificantly to the previous problems.
New consumption cycle: harder, but finally more realistic
Professor Helmut List, head of the development service provider AVL List, complains about the current focus on “Tank-to-Wheel"-Emissions in which electromobility naturally cuts off well because the emissions arise somewhere else. In fact, the internal combustion engine is already at an extremely low level of pollutant emission and have long-term "Zero-Impact"-potential. In the medium term, “a well-to-wheel view can be expected and demanded", so list. Even more comprehensive and also conceivable, a “Lifecycle view", which also as a "cradle-to-engrave"-Consideration is called. Here, the enormous environmental pollution through the production, operation and disposal of electric vehicles is included in the consideration. For List it is clear: you cannot afford to disqualify the internal combustion engine or to remove the competition.
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Site 130 km/h are already too much: what we have to get used to at e-cars
There are still development potential for both the Otto and diesel engine. This includes the 48-volt hybridization with starter generator systems that can take on boost functions. In the gasoline engine, further progress can be made by high-pressure injection, variable compression and hydrogen injection. As a real “Game Changer" could prove synthetic fuels and natural gas engines.
Hybridization also with diesel
No wonder that numerous promising combustion concepts were also presented in Vienna this year. This included the 1.5-liter turbo-gas engine from Volkswagen with variable turbocharger and Miller fuel process. In addition, the Wolfsburgers presented a 2.0-liter TDI with mild hybridization and announced that the upcoming Golf VIII with a 48-volt-mild hybrid system. Incidentally: “We know that the diesel is most efficient", so VW.
VW VW introduces the 48-volt network, for example, the volume diesel with two liters of displacement, including the next Golf is equipped with it
Ford presented a 1.0-liter earth-gas engine with 150 PS / 110 kW, Hyundai / Kia gave a outlook on the new 1.6-liter ivtomotor generation called "Smart Stream", and Fiat Chrysler succeeded with a three- and four-cylinded engine family called GSE. The announcement of chief engineer Carlo de Marino was unmistakable: As expected, these engines will be used beyond 2025.
And the German manufacturers can still do it: the currently 450 PS / 331 kW strong 2.9-liter V6 biturbo from Audi is said to come with a 48-volt hybrid level, and BMW reported on the 530 PS / 390 kW Strong 4.4-liter V8, which is launched in the upcoming 8 series. Daimler also gave an exciting view of upcoming diesel and otomotors.
E-mobility: Waiting for batteries with a higher energy density
Of course, e-mobility still has development potential. New battery concepts, which are said to always be just around the corner, should offer a higher energy density. This is currently 25 times lower with the best batteries than with diesel fuel. And the public is awaiting a solution to the raw material problem .
The car manufacturers, who have already sunk billions into the topic, are practicing optimism of purpose: Anyone who has ever driven an electric car will no longer return to the burner, claims a lecturer from BMW. And Porsche boss Oliver Blume asserted, the new mission e is driving like a real sports car. When asked by engine coryphaee Friedrich Indra, he has to specify: You can accelerate ten times from 0 to 100 km/h or four times from 0 to 200 km/h before the car switches to an emergency savings program. That means: for a round on the Nordschleife it shouldn’t be enough.
Porsche Porsche Mission E-Cross Turismo concept study 2018
No wonder that the assembled developers could hardly hide their surprising about the hostile political discussion. In view of the facts, the demonization of the combustion must be withdrawn. The entry restrictions in city centers bordered on an automotive apartheid. And the particle discussion? Here you should perhaps focus more on bicycles, according to the sarcastic objection of a researcher. The emissions due to the brake and rim abrasion of the bike are now higher than the emissions by modern cars. As far as e-mobility is concerned, there is skepticism: “No car manufacturer can afford the infrastructure and also no customer", a manager indicates. Another says: “Thank God we don’t have to invest in production systems."
Nitrogen oxide measurements: it depends on where you measure
Meanwhile, a VDA representative gave interesting insights into the political decision mechanisms in Berlin. He mentioned some of the few measuring points where the NOx limit values are still exceeded. In Kiel, for example, 600 meters from the harbor are measured at the Theodor-Heuss-Ring, with a train station in between. Here the auto industry is subjected to emissions by diesel locomotives and shipping. In Cologne, the Kleveschen Ring is measured at one point where the international heavy traffic is forced to block the Leverkusen bridge. And the “red lantern" Munich fair at the end point of three motorways: "The cities want to solve other problems with the ‘Blue Plaque’, namely their traffic problem." Chancellor Merkel, in turn. This must come from the environmental associations. After all, the measured values make it appear as possible that the first year will be without exceeding: driving bans would then no longer be justified.
Copyright: Blue badge.de One "Blue badge" should make diesel driving bans easier – there are even different colors for different exhaust gas standards in conversation
But there is, too, this was also heard in Vienna, now also thoughtful politicians. In the discussions, the realization is slowly but surely going through that e-mobility is unsuitable as a panacea. In 2020 the time will be reached when one million electric cars should actually be on the street. This goal will certainly be said that this will be said to be far. And then a broad discussion should use the role of the individual technologies in the private transport of the future. She would not come too early.
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*The contribution "Motor elite defends itself: the combustion engine is far from finished" is published by gtspirit. Contact to the person responsible here.
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