Detroit Diesel stresses automotive application thrusts with broader range on new DI, common rail diesel engines

Diesel Progress North American Edition, Nov, 1997 by Rob Wilson

The Frankfurt Auto Show in September was the backdrop for Detroit Diesel's introduction of an expanded line of diesel engines mainly targeting passenger cars, light trucks and SUVs. With this introduction, the Detroit Diesel nameplate becomes much more prominent and the VM Motori nameplate fades into the background. The introduction also adds much more automotive thrust to the DDC engine program.

"Next month, DDC's new facility in Brazil will begin producing engines, adding significantly to our worldwide capacity," stated Tim Leuliette, DDC vice chairman. "This expanded line of engines, coupled with increased capacity, now make it possible to serve additional customers around the world." DDC automotive customers already include Ford, Chrysler, Jeep, Fiat, Rover, Asia Motors and Opel.

Detroit's current TD diesel engine series consists of four-, five- and six-cylinder engines with 0.625 L per cylinder displacement and outputs ranging from 125 to 160 hp (92 to 118 kW). These are all turbocharged, air-to-air intercooled, featuring rotary fuel pumps with electronic control. These IDI engines have two valve heads, with precombustion chambers.

Although DDC has had great success getting aboard various vehicle programs, a broader line and more leading edge technology was needed. The engines added to the TD line at the Frankfurt introduction include three-, four- and five-cylinder, belt driven models with per cylinder displacement of 0.485 L, all with a bore and stroke of 82 mm X 92 mm.

The three-cylinder version is rated 87 hp (64 kW); the four is at 115 hp (85 kW); the five is at 150 hp (110 kW), all at 4200 rpm. Peak torque is given at 133, 177 and 221 ft.lb. (180, 240 and 300 Nm), respectively. Fuel consumption is in the 200 to 208 gr/kWh range. The four-cylinder model will be available in 2000; the three and the five in 2001.

These new engines are direct injected and electronically controlled, with Bosch common rail fuel systems with pilot injection and electronic EGR with throttle valve. They are turbocharged and intercooled and feature four valve heads with a single overhead camshaft, hydraulic tappets for noise control and cast iron cylinder liners for durability. The noise and performance characteristics are compared to those of modern gasoline engines.

There are a number of other significant steps being taken with Detroit's TD engine lineup, several in the 1999 time frame. A common rail fuel system will be added to the two-valve 2.5 LTD model at that time. Additionally, a four-valve version of the 2.5 TD, this one with dual overhead cams, will also be added. Projected output for this model is 155 hp (114 kW), with peak torque of 250 ft.lb. (340 Nm). Both engines will remain in Detroit's production program. A third addition in 1999 will be an in-line six-cylinder, two-valve 4.2 LTD model with a common rail fuel system. This will have an output: of 180 hp (132 kW), with peak torque of 328 ft.lb. (440 Nm).

This shapes up as a pretty formidable automotive engine lineup, with six or more versions in a narrow power range from 90 to 180 hp. But that's what it takes to serve the automotive market. So many vehicle types and models fall into that range. To this point, Detroit's automotive line has been underpowered for many applications. The envelope probably nails down 80 percent of the potential applications.

Actually, one might expect Detroit's automotive range to expand perhaps to 210 hp to fully embrace the higher performance SUV range. And Detroit is setting itself up to produce their engines anywhere they are needed. The global nature of the business demands it. Cento, Italy, and Curitiba, Brazil, are the current production points for Detroit's automotive engines, but other locations are being considered if and when the need arises. Detroit has also invested in "vehicle pilot centers" in Europe and the U.S. to speed the application development cycle.

DDC sees an automotive niche evolving where there's a need for supplying 50,000 to 100,000 DI diesels per year to various automotive customers and they are aggressively seeking that business. There has certainly been a trend where car companies are farming out nearly everything but vehicle assembly and that too is being broken down into fewer steps, and larger, high content modules. Detroit Diesel is counting on it. And, they appear to be ready. Oh, there will certainly be some marine and industrial application of these engines in time, but that's clearly not the reason the money's been spent.