Opel announces new 2.0 CDTi engine for the 2014 Paris Motor Show

Article by Christian A., on September 11, 2014

Opel's new generation 2.0-liter turbo diesel boasts of high power output and torque as well as low fuel consumption and emissions – as delivered with a best-in-class refinement. This new diesel engine will be first fitted under the hoods of the Insignia and Zafira Tourer, both of which will be shown at the "Mondial de l'Automobile 2014" in Paris, France.

Replacing the current 2.0 CDTI engine that delivers 120 kW (163 hp), the new 2,0 turbo diesel mill offers up to 125 kW (170 hp) of max output and 400 Nm of peak torque. Already compliant with Euro 6 regulations, the new diesel engine could generate five percent more output and 14 percent more torque than its predecessor. It also consumes less fuel and emits less carbon dioxide. Thanks to Opel's focus on 'sound engineering' measures to minimize NVH (noise, vibration, harshness), the new diesel engine is remarkably quiet and smooth.

Michael Ableson, Vice President for Vehicle Engineering Europe, called the new engine as a perfect partner for Opel’s top models Insignia and Zafira Tourer, thanks to its high power density, frugal nature, refined character and sheer fun-to-drive attributes. He added that with Euro 6 compliance, the new 2.0 CDTI engine already meets future requirements while significantly enhancing the appeal of Opel’s diesel portfolio.

Opel will make the new 2.0 CDTI engine available starting next year. This new mill is the first in a new family of large diesel engines that were developed in-house by a global team of engineers in Turin and Russelsheim, with support from engineers in North America. Opel will build the new mill at its Kaiserslautern engine plant in Germany.

The new 2.0 CDTI engine delivers a specific output of 85 hp per liter, which is the same power density as carmaker’s new-generation 1.6 CDTI mill. This means that the new 2.0 CDTI engine delivers as much energy from as little diesel fuel as possible. This new engine is a small but fun-to-drive mill that delivers 125 kW (170 hp) of max output at just 3,750 rpm as well as 400 Nm of peak torque available between 1,750 rpm and 2,500 rpm.

The impressive performance of the new 2.0 CDTI engine is thanks to features like its newly designed combustion chamber, re-profiled intake ports and a new fuel injection system that offers 2,000 bar and 10 max injections per cylinder cycle. With these elements, the new engine could deliver high power, enhanced fuel atomization and quieter operation. To achieve this, the combustion chamber was subjected to over 80 computer design simulations, before the best five were picked for hardware development.

Meanwhile, the engine’s variable geometry turbocharger (VGT) comes with an electrical actuator for the variable aspect turbine, allowing for 20-percent quicker boost response than a vacuum actuator. This fast response was also made possible by the compact packaging of the VGT and intercooler as this configuration minimizes the air volume between the turbocharger and engine. To make the engine more durable, Opel installed a water-cooled turbocharger that features an oil filter at the oil inlet point for reduced wear in the bearing system.

Opel designed the VGT and exhaust gas recirculation (EGR) module as a single system to attain optimal efficiency. Opel derived the EGR module from a new stainless steel radiator concept that offers a near 90-percent cooling efficiency. Meanwhile, an integrated, water-cooled EGR bypass valve help reduce pressure drop. Its closed loop control could dramatically improve NOx/PM trade-off under transient driving conditions as well as enhance the management of HC and CO emissions.

Engineers wanted the new 2.0 CDTI engine to boast of a consistent improvement in NVH attributes under all operating conditions. Thus, even before Opel built the first prototypes, the carmaker executed several CAE acoustic optimization loops on each engine component and sub-system.

Opel focused the architectural improvements on two high noise emitting areas of the engine: the top and bottom. This prompted the carmaker to use a new aluminum cylinder head design, a decoupled plastic cam cover with isolated fixings, as well as a sealing gasket. Furthermore, Opel wrapped the intake manifold in a single shell cover made from sound-absorbing material.

In addition, the carmaker fitted a new balancer shaft module -- made from high pressure die-cast aluminum -- at the bottom of the engine. This module accommodated two counter-rotating shafts that could offset up to 83 percent of secondary order engine vibrations. One of the balancer shafts -- geared to drive the other shaft – is driven by a helical gear on the crankshaft. Since scissor gear control guarantees seamless gear teeth meshing, Opel removed the drive chain to get rid of the risk of rattle noise. Following a detailed analysis, the carmaker opted to use plain bearings – instead of roller versions -- for the balancer shafts, resulting to lower levels of NVH and weight.

In addition, the oil pan now features a new design, with a two-piece solution replacing the single piece design. The new solution fixed a lower sheet metal pan to an upper section in high pressure, die-cast aluminum. Moreover, Opel improved the NVH performance of the engine through a number of analysis loops, allowing the carmaker to acoustically optimize the internal and external ribs of both sections of the oil pans.

Press Release

ALL-NEW OPEL 2.0 CDTI: NEW GENERATION LARGE DIESEL DEBUTS IN PARIS

High power, high torque, low fuel economy and emissions, all delivered with class-leading refinement: Opel's new-generation, 2.0-liter turbo diesel ticks every important box. Making its debut in the Insignia and Zafira Tourer at "Mondial de l'Automobile 2014" in Paris, this state-of-the-art engine is another major step in the roll-out of Opel's new powertrain portfolio.

Packing 125 kW/170 hp and substantial torque of 400 Nm, it will replace the current 120 kW/ 163 hp 2.0 CDTI engine at the top of Opel's diesel range. This highly efficient, Euro 6 compliant engine delivers almost five percent more horsepower and 14 percent more torque while reducing fuel consumption and CO2 emissions. Just as important, the engine is also impressively quiet and smooth as a result of Opel's unwavering focus on 'sound engineering' measures to minimize NVH (noise, vibration, harshness).

"This sophisticated engine makes a perfect partner for our top models Insignia and Zafira Tourer," says Michael Ableson, Vice President Vehicle Engineering Europe. "Its high power density, refinement, frugality and sheer fun-to-drive qualities place it among the very best diesels in its class. With Euro 6 compliance, the new 2.0 CDTI fulfills future requirements today, and it will substantially enhance the appeal of our diesel portfolio."

Available next year, the new 2.0 CDTI is the first in a new family of large diesel engines developed in-house by a global team of engineers in Turin and Rüsselsheim supported by engineers in North America. It will be manufactured at Opel's Kaiserslautern engine plant in Germany.

Power density up: Fuel costs and emissions down

Extracting as much energy from as little fuel as possible is key to both power and frugality, and with an exceptional specific output of 85 hp per liter - the same power density as Opel's new-generation 1.6 CDTI - this engine is big on fun-to-drive but small in its impact on customers' wallets. Impressive torque of 400 Nm is available from 1,750 to 2,500 rpm, and maximum power of 125 kW/170 hp is accessed at just 3,750 rpm.

Key elements in the performance of the engine are the newly-designed combustion chamber, the re-profiled intake ports and the new fuel injection system with 2,000 bar and up to 10 injections per cylinder cycle. This ensures high power, improved fuel atomization and also contributes to quieter running. The definition of the combustion chamber alone was the subject of more than 80 computer design simulations, before the best five were finally selected for hardware development.

The VGT (variable geometry turbocharger) features an electrical actuator for the variable aspect turbine, giving a 20 percent faster boost response than a vacuum actuator. Exceptionally compact packaging of the VGT and intercooler also minimizes the air volume between the turbocharger and engine, further contributing to a fast boost pressure build up. For durability, the turbocharger is water-cooled and has an oil filter fitted at the oil inlet point to help further reduce wear in the bearing system.

The VGT and exhaust gas recirculation (EGR) module have been designed as a single system for optimal efficiency. The EGR module is based around a new stainless steel radiator concept which provides a near 90 percent cooling efficiency. An integrated, water-cooled EGR bypass valve minimizes pressure drop and its closed loop control offers a significant improvement in NOx/PM trade-off under transient driving conditions, while improving the management of HC and CO emissions.

Smooth running: Diesel power with turbine-like refinement

A consistent improvement in NVH characteristics under all operating conditions was a key requirement for the new engine right from the outset of its design. Several CAE acoustic optimization loops were executed on each component and sub-system even before the first prototype engines were built.

Architectural improvements focused on two high noise emitting areas: the top and bottom of the engine. A new aluminum cylinder head design, including the addition of a decoupled, plastic cam cover with isolated fixings and a sealing gasket, improves noise attenuation. And the intake manifold is also wrapped in a single shell cover made of sound-absorbing material.

At the bottom of the engine, a new balancer shaft module is fitted, made of high pressure die-cast aluminum. It houses two counter-rotating shafts which offset up to 83 percent of secondary order engine vibrations. A helical gear on the crankshaft drives one of the balancer shafts, which is geared to drive the other shaft. Scissor gear control ensures smooth gear teeth meshing, and the elimination of a drive chain removes the risk of rattle noise. After detailed analysis, plain instead of roller bearings were preferred for the balancer shafts to further reduce NVH, as well as weight.

The design of the oil pan is also new. The previous single piece solution is now replaced by a two piece design, with a lower sheet metal pan fixed to an upper section in high pressure, die-cast aluminum. NVH performance was further improved by several analysis loops to acoustically optimize the internal and external ribs of both sections.

Other detailed sound engineering measures to reduce operating noise include:
optimized fuel injection patterns for reduced combustion noise without compromising fuel economy; acoustically-designed ribs in the cast iron cylinder block; individual balancing of the VGT compressor and turbine wheels; improved teeth-meshing on the timing belt and decoupled mounting points for its cover.

As a result of all these design features, the new engine emits less noise than its predecessor throughout its operating range, and is five decibels quieter at idle.
Clean running with Selective Catalytic Reduction (SCR)

The new 2.0 CDTI runs as clean as a gasoline engine with Opel's BlueInjection selective catalytic reduction (SCR) system, which assures compliance with Euro 6 emissions standards.

BlueInjection is an after-treatment which removes nitrogen oxide (NOx) from the engine's exhaust gases. Tiny quantities of AdBlue(r), a harmless fluid consisting of urea and water, are injected into the exhaust gas flow ahead of the SCR catalyst and downstream of the Diesel Particulate Filter (DPF). The solution is immediately converted into ammonia (NH3), which is absorbed by the SCR catalyst. Nitrogen oxide (NOx) in the passing exhaust gas is then selectively reduced to harmless nitrogen and water vapor in a chemical reaction with the ammonia.

The AdBlue solution, available at filling stations and Opel dealerships, is stored in a tank, which can be topped up as required via a nozzle adjacent to the vehicle's fuel filler cap.

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