Powertrain Bob Lee - FCA Group
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Powertrain Bob Lee
The powertrain system
ENGINES
TRANSMISSIONS
DRIVELINE
ELECTRIFIED PROPULSION
INTEGRATED CONTROLS
Global Powertrain
Regulatory CO2 challenge
250
The overarching 230
driver for
210
powertrain
190
technology
change over the CO2 (g/km) 170
next 5+ years is 150 Brazil:
CO2. This is 130
135 g/km
driven by 110 China:
117 g/km
regulation and 90
US: 101 g/km
Dotted: Non-Mandatory EU: 95 g/km
increasingly Lines Solid: Final Rules (mandatory)
70
customer Dashed: Draft/proposed rules
50
preference. 2000 2005 2010 2015 2020 2025
Global Powertrain
U. S. EPA GHG report for 2012 MY
FCA was compliant in 2012 but had
negative credit generation due to model
mix
We purchased credits and will continue to
do so when appropriate to provide time
to understand and decision the complex
business cases associated with new
technologies
FCA is focused on:
• Developing and producing increasingly
more fuel-efficient vehicles which
customers want to buy
• Fully complying with the GHG regulation
Global Powertrain
Synthesis of requirements
Meeting CO2 Customer
and other
regulatory
Preferences
requirements is Regulatory
not enough. We Compliance
must meet the
market needs of
our customers
and ensure the
ongoing benefit
of the
enterprise. Sustainability
Global Powertrain
Impact of vehicle characteristics
CO2 emissions are:
• A function of both vehicle and powertrain characteristics
• Directly proportional to Vehicle Demand Energy(VDE)
• Dependent on driving cycle
VDE = f(Aerodynamic drag, Tire drag, Weight)
Vehicle Demand Energy
U.S. Federal Test Procedure
EPA City EPA Highway
*VDE also includes brake drag, bearing friction and other spin losses. Weight included in VDE through the energy required to accelerate the vehicle
Global Powertrain
Impact of vehicle characteristics
• The European drive cycle has more dependence on weight for both the city and the
highway cycles
VDE = f(Aerodynamic drag, Tire drag, Weight)
New European Driving Cycles (NEDC)
Vehicle Demand Energy
NEDC Urban NEDC Extra Urban
*VDE also includes brake drag, bearing friction and other spin losses. Weight included in VDE through the energy required to accelerate the vehicle
Global Powertrain
FCA Powertrain technology usage
We simulate combinations of powertrain and VDE technologies to identify the best
“Bang-for-the-Buck” which satisfies the “Synthesis of requirements” for the FCA fleet
Electrified &
Thermal
Advanced Hybrid
Management
Technologies “Waste heat”
Systems
Engines Multi-Air, DDCT, recovery, intelligent HEV, PHEV, BEV,
Improvement of thermostat, bypass ReEV, Fuel Cell
Start/Stop, Diesel
internal combustion system, etc.
Transmissions engines with
Multi-Jet,
Compressed Natural
Axles & Wide ratio spread technologies Gas (CNG)
and increased speeds
Drivelines for FWD and RWD
High efficiency transmissions
axles and driveline
disconnect
solutions
Global Powertrain
Technology assessment
Best Bang-for-the-Buck
FCA
Moretechnology selection will
costly technologies is based on incorporating
be required theregulatory
to meet the best valueCO
considering cost and
2 requirements in
customer
the 2016+acceptance
timeframe
Now
CO2 Reduction
Global Powertrain
Technology assessment
Best Bang-for-the-Buck
FCA technology selection is based on incorporating the best value considering cost and
customer acceptance
Now
CO2 Reduction
Global PowertrainTechnology assessment
Best Bang-for-the-Buck
FCA technology selection is based on incorporating the best value considering cost and
customer acceptance
Future
CO2 Reduction
Incremental Cost
Global PowertrainTechnology assessment
Best Bang-for-the-Buck
Diesel provides about the same Bang-for-the-Buck as CNG and hybrid technology when
assessed on a fuel consumption rather than CO2 basis
Future
Reduced Fuel Consuption
Incremental Cost
Global PowertrainPortfolio consolidation
Transmission
We focused on transmissions first – moving from 4, 5, and 6 speeds to 8 and 9 speeds
gaining efficiency, performance, and refinement
X 40TES
X X
42RLE 62TE
X X
W5J400
The 8 and 9 speed transmissions provide:
• 6-10% improvement in fuel economy over their 4,
XW5A580
545RFE
5, and 6 speed predecessors
• Simplified manufacturing and supply base with
greater scale
Global PowertrainGlobal FCA transmission portfolio trends
Automated transmissions with more speeds grow in all regions
100% 100%
NAFTA 3%
9-Spd LATAM 7% AT
% of LATAM Volume
% of NAFTA volume
19% 27%
6-Spd
8 and 9 speed 75% 52% Manual 75%
MT 2%
transmissions 50% 49%
8-Spd
transmissions 50%
93%
become main 6-Spd
33%
remain primary 5-Spd 71%
MT
stream 25%
25%
but automatics 25%
0% 4%
4/5-Spd
MT
12%
3% increase 0%
2013 2018 significantly 2013 2018
100% 8% 100%
8%
EMEA AT 16% APAC 8/9-Spd
% of EMEA Volume
% of APAC Volume
AT
75% 29% 75% 46%
Manual 6-Spd
MT 41%
Automatic 47% 5/6-Spd
transmissions 50% transmissions and 50%
AT 1%
remain primary 63%
5-Spd
MT
DDCTs become 18% DDCT 33%
but automatics 25% 43% the primary 25% 9% CVT
increase 0% technologies 0%
18% 5/6-Spd
MT
20%
significantly 2013 2018 2013 2018
Global PowertrainPortfolio consolidation
V-6 Engines
The Pentastar family replaced Seven V-6 Engines (four families) and provided
significant CO2 reduction with improvements in performance and refinement
X 2.7L
More than 3 Million Pentastar
Engines produced since 2010CY
X X X
3.0L 3.3L 3.8L
Three-time
“Ward’s 10 Best Engines”
X X
3.5L 4.0L
winner
The Pentastar engine family provided improvements in
X 3.7L
Global Powertrain
power and a 7% improvement in fuel efficiency across the
fleetLarge and specialty engine portfolio
Consolidation and improvement actions are also being applied on Large and Specialty
Engines
These applications have more fragmented usage and are dominated by special work and
performance market requirements
Same approach to consolidation:
• Shared technologies with other engine families
• Common engine package for full-size truck, large SUV and large sedan/coupe
The technologies and benefits will be more substantial than cylinder deactivation was in 2003
6.4L Big Gas 5.7L HEMI 6.4L SRT
Work Performance
Global PowertrainPortfolio consolidation Small gasoline engines Global Powertrain
Portfolio consolidation Small gasoline engines Global Powertrain
Portfolio consolidation Small gasoline engines Global Powertrain
New small engine family technology
The new gasoline engine family will incorporate numerous technologies
Integrated MultiAir Valvetrain Direct Fuel Twin-Scroll Integrated
Water/Air Injection Turbocharger Exhaust
Charge Cooler Manifold
Low-Friction
Roller Bearing
Camshaft Close-
Coupled
Low- Catalyst
Friction
Silent Aluminum
Chain Block
Crankshaft
Offset from
Cylinder Bores
Belt Starter / Cooled
Generator EGR
Variable Lightweight Low-Friction Variable Flow Stop/Start
Displacement Oil Crankshaft Roller Bearing Water Pump + Starter
Pump Balance Shaft Electric Auxiliary
Water Pump
Global PowertrainGlobal FCA gasoline engine portfolio trends
The portfolio is transforming to smaller displacements with greater technology content
for improved efficiency
100% 100%
NAFTA 21% 8-cyl 12% LATAM
% of NAFTA Volume
% of LATAM Volume
75% 75%
Reduced vehicle 40% CO2 regulations
6-cyl 80%
demand energy 50% 52% drive higher 50% 100%
4-cyl
enables smaller content engines
25%
engines 27% 4-cyl
48% 25%
20%
0% 0% < 4-cyl
2013 2018 2013 2018
100% 100%
EMEA 6% 6/8-cyl 7% APAC 17%
6/8-cyl 4%
% of EMEA Volume
% of APAC Volume
75% 75%
Positioning the 51% Regional CO2 and
75%
portfolio to meet 50% 4-cyl displacement 50%
81%
4-cyl 94%
2020 CO2 25%
regulations drive 25%
42%
requirements 19% < 4-cyl smaller engines 2% < 4-cyl 1%
0%
0%
2013
2013 2018
2018
with higher 2013 2018
technology content
Global PowertrainGlobal FCA gasoline vs. diesel portfolio trends
Diesels are not just for Europe anymore
100% Diesel Diesel
NAFTA 6% 6% LATAM 100% 2% 7%
% of NAFTA Volume
% of LATAM Volume
75%
Diesel mix Diesel grows 75%
remains 50%
94% Gasoline 94% in SUV and 50% 98% Gasoline 93%
constant 25%
pickup
25%
segments
0% 0%
2013 2018 2013 2018
EMEA 100% APAC 100% 5% Diesel 10%
% of EMEA Volume
% of APAC Volume
48%
Diesel share 75% Diesel 50%
Diesel growth in 75%
grows in C and 50% Indian market 50% 95% 90%
Gasoline
higher 25% 52% Gasoline 50% 25%
segments
0% 0%
2013
2013 2018 2013 2018
Global PowertrainElectrification strategy
The FCA strategy is to introduce electrification for regulatory compliance and where
market-based customer demand is forecast
2012CY 2015CY 2016CY 2017CY 2018CY
ZEV Mandate Regulation
BEV ZEV mandate regulation
Growing Market Trend
HEV/PHEV Market opportunity
Broad Market Penetration
Mild HEV (BSG) Broad market penetration
Leverage Start/Stop Belt Starter Generator (BSG) Maximize economies scale
technology Plug-in Hybrid Electric Vehicle (PHEV)
Global PowertrainPerspective • The overarching driver for powertrain technology change over the next 5 years is CO2 reduction – driven mainly by regulation but increasingly by customer preference • FCA and the industry in general have made great strides in improving the efficiency of the internal combustion engine. Much more progress will come as gasoline and diesel engine technologies converge. FCA will start the global roll out of a new small gasoline engine family in 2015 which incorporates these new and emerging technologies • Diesel, a Fiat core technology, will increase outside of Europe. The RAM 1500 and Grand Cherokee applications in NAFTA are two recent examples • CNG can play a significant role in reducing emissions and dependence on oil. Although widespread usage is not expected to develop in the U.S. primarily due to the lack of a public distribution infrastructure, CNG remains strong in other global markets Global Powertrain
Perspective • FCA has established a leadership position in transmission technology. Much of the work is behind us but we will continue to improve efficiency and extend 8 and 9 speed applications on a global scale • Electrification has been over-blown by the media. With the exception of a relatively small group of early adopters, the market continues to be primarily driven by regulatory requirements. FCA will launch a PHEV minivan in 2016 to comply with ZEV requirements. Several mild hybrid applications will come to market shortly thereafter • Despite the strong regulatory push by CARB’s ZEV mandate, fuel cells still are not commercially viable for mainstream automobiles. The technology is too expensive and the infrastructure to create and distribute hydrogen with a net CO2 footprint reduction is not in place Global Powertrain
Disclaimer Certain information included in this presentation, including, the Group’s combined business plans; political and civil unrest; without limitation, any forecasts included herein, is forward earthquakes or other natural disasters and other risks and looking and is subject to important risks and uncertainties that uncertainties. Any of the assumptions underlying this could cause actual results to differ materially. The Group’s presentation or any of the circumstances or data mentioned in businesses include its automotive, automotive-related and other this presentation may change. Any forward-looking statements sectors, and its outlook is predominantly based on what it contained in this presentation speak only as of the date of this considers to be the key economic factors affecting these presentation. We expressly disclaim a duty to provide updates to businesses. Forward-looking statements with regard to the any forward-looking statements. Fiat does not assume and Group's businesses involve a number of important factors that expressly disclaims any liability in connection with any are subject to change, including, but not limited to: the many inaccuracies in any of these forward-looking statements or in interrelated factors that affect consumer confidence and connection with any use by any third party of such forward- worldwide demand for automotive and automotive-related looking statements. This presentation does not represent products and changes in consumer preferences that could investment advice or a recommendation for the purchase or reduce relative demand for the Group’s products; governmental sale of financial products and/or of any kind of financial services. programs; general economic conditions in each of the Group's Finally, this presentation does not represent an investment markets; legislation, particularly that relating to automotive- solicitation in Italy, pursuant to Section 1, letter (t) of Legislative related issues, the environment, trade and commerce and Decree no. 58 of February 24, 1998, as amended, nor does it infrastructure development; actions of competitors in the represent a similar solicitation as contemplated by the laws in various industries in which the Group competes; production any other country or state. difficulties, including capacity and supply constraints, excess Copyright and other intellectual property rights in the inventory levels, and the impact of vehicle defects and/or information contained in this presentation belong to Fiat S.p.A. product recalls; labor relations; interest rates and currency Fiat and FCA are trademarks owned by Fiat S.p.A. “Fiat Chrysler exchange rates; our ability to realize benefits and synergies from Automobiles” (FCA) is the name expected to be used following our global alliance among the Group’s members; substantial completion of the merger of Fiat S.p.A. into a recently formed debt and limits on liquidity that may limit our ability to execute Dutch subsidiary.
You can also read
