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 To
recirculate or not to recirculate...
Is exhaust gas recirculation (EGR) the answer to NOx emissions?
EGR in heavy duty applications is currently the matter of much debate.
The main aim of EGR systems is to reduce NOx production by reducing
peak combustion temperature, and it offers a potential marketing
advantage for manufacturers able to offer emissions performance
coupled with fuel economy. There are, however, those who consider
it overly complex, unreliable, difficult to implement and, if not
properly regulated, the possible cause of engine damage. Insight
takes a look at this developing technology and its implications.
Fuel economy -the science of friction reduction
Of the total power generated by an engine, only about a quarter
is output to the wheels. The remainder is lost to a variety of sources,
including cooling, pumping and mechanical or frictional losses.
And although the frictional losses account for only a small part
of the total power loss, reducing them is seen as an increasingly
important part of the overall quest to improve fuel economy. Both
engineering solutions and lubricant technology can make a significant
improvement throughout the powertrain. But the situation is complex.
The engine alone contains many different environments, all of which
need their lubrication optimised if power losses are to be minimised.
 Off-the-shelf
performance
Across the United States, some 30-35 million people regularly buy
off-the-shelf fuel additives. Part of a $2 billion automotive chemicals
business, after-market additives sales are growing at between 5
and 8 percent per year. But similar patterns are clearly not in
evidence in Western Europe. So what are these products and why,
when US fuel already contains performance additives, do car-owners
buy them? Insight asks if there really are any benefits to after-market
gasoline additives.
Trouble-free engine operation
Medium-speed engine designs and performance requirements are changing.
These engines are commonly used in marine applications and for power
generation. And in both of these areas, reliability and the minimum
of unscheduled stops are paramount. Buyers want engines which are
more highly rated, have lower oil consumption and have longer service
intervals. And the result is a much greater stress on the engine
lubricant. More than ever before, effective lubricant additive technology
is critical to these engines' trouble-free operation. The impact
of new lubricant additives is discussed.
 Richard
Biggin on changing times for the CEC
Richard Biggin is clearly a man who relishes a challenge, whether
it be grappling with the logistics of climbing the three highest
peaks in Britain inside of twenty-four hours, or overseeing the
process which could bring unprecedented change to the CEC and its
work. As incoming president of the CEC, it is the latter which is
occupying many of his thoughts at the moment.
Asia Pacific - Continuing trends
The Asia Pacific Trends 2000 presentations took place in five Asia
Pacific countries in June/July, informing Infineum's customers of
industry developments. At this year's presentations, Takaharu Suzuki
reported changes to the Japanese auto and oil industries, emission
and fuel economy legislation and their impact on hardware, and engine
oil requirements.
The Americas - The times they are a-changing
The automotive, fuels and lubricants industries continue to evolve
to provide enhanced performance to their respective and common customers.
The North American Trends 2000 presentations aim to keep Infineum's
customers up-to-date on key issues that are likely to impact their
business. This year's presentations provided data and trends on
the automotive industry in general and enhancements in powertrain
technology, fuels and lubricants for power transmission, small engines,
passenger car and heavy-duty diesel applications.
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