Seoul 2000 FISITA World Automotive Congress June 12-15, 2000, Seoul, Korea

F2000A165

Friction Reduction - the Engines Mechanical Contribution to Saving Fuel

Dr.-Ing. Markus Schwaderlapp1) , Dr.-Ing. Franz Koch1) , Dipl.-Ing. Jrgen Dohmen2)
2)

FEV Motorentechnik, Neuenhofstr. 181, D52078 Aachen, Germany Institute for Combustion Engines RWTH Aachen, D-52056 Aachen, Germany

1)

Over the last few years, engine development has succeeded in reducing friction by up to 30 %. This corresponds to a reduction of fuel consumption in urban traffic of around 10 %, thus, making friction reduction - aside from the introduction of Otto DI engine and the transition from IDI to DI Diesel engines - an effective measure to reduce fuel consumption. Investigations of engines and engine components show that even todays Best in Class engines still harbor a reduction potential of least 20 %. Possible ways to realize this potential lie in: Adapted dimensioning of the friction relevant engine parameters Lightweight design of dynamic components Optimized layout of the timing drive (especially in valve train designs with roller followers and chain drives) Optimization of the piston group (up to 50 % of the parasitic losses can occur here) The investigations are based on detailed friction measurements of over 100 sample engines and their components. The analysis of the measured data, together with more in-depth measurements using special measurement techniques give insight into current trends and directions for new designs. With the help of benchmarking and simulation programs, the influence of individual design parameters on the friction behavior and variants can be found. This paper is meant to highlight the often hidden role of engine mechanics in the development of fuel consumption favorable engines and compare it to the development steps of SI and Diesel engine procedures.

Keywords: friction, lightweight, fuel consumption

Passenger Cars and Station Wagons 12 Population Fuel Consumption [l100km] 10 8 6 New Vehicles 4 2 0 1980 EU Demand 120 g CO2 / km

INTRODUCTION
The demand for vehicles with reduced fuel consumption is motivated by economics as well as social-political considerations. Especially in Europe, the image of the car is considerably influenced by environmental aspects, such as emissions and energy consumption. The limits for pollutant emissions are determined by legislation; the next step (Euro IV) has already been announced. The pressure to reduce consumption is expressed in the EU's call for a fleet consumption of 120 g CO2/km by the year 2010 which would correspond to a reduction by over 40 % compared to fleet consumption of current new vehicles (Fig. 1). The ACEA has committed itself to a 25 % reduction of fleet consumption by the year 2008 compared to 1995 values. The severity of this requirement or commitment becomes evident by taking a look at the past: in the last decade, fleet consumption of new vehicles was only reduced by approximately 10 %. The increasing number of vehicles with direct injected Diesel engines and the latest developments in SI engine technology (direct injection, throttle-free load control, downsizing) are decisive steps toward reaching the ambitious target values.

All Vehicles SI Engines :

250

ACEA '98 Promise: -25% 200 150 100 50 0 2010

1990

Year

2000

Figure 1: Development of Fuel Consumption and CO2Emission Statistic evaluation of fuel consumption (NEDC: New European Driving Cycle), depending on vehicle weight, of vehicles currently registered in Germany illustrates the importance of the combustion procedure (Fig. 2). For better orientation, regression curves were added. In addition, the influence of vehicle weight is also depicted. While a 2000 kg vehicle equipped with an SI engine saves approximately 1 l/100 km per 100 kg weight reduction, a DI Diesel engine saves only 0.3 l/100 km. In the case of the heavy SI vehicle this is 7 % fuel consumption reduction, in the case of the lighter Diesel vehicle this 1

corresponds to 6 % reduction. This means that the relative saving potentials are similar.
Fuel Consum ption [Liters/100 km ]
/ SI Engines ID I D iesel E ngines D I D iesel E ngines

1,2 1,0
FMEP [bar] SI-Engines Diplacement: 1.6 - 2.2l

14 12 10 8 6 4 2 Sm
a rt

/ /

0,8 0,6 0,4 1992

3.0 l/100 km - line

p Lu o

0,2

1994

1996
Year

1998

2000

750

1000 1250 1500 1750 V e h ic le C u rb W eig h t [k g ]

2000

1,2 1,0

Figure 2: Fuel Consumption of vehicles registered in Germany These analyses yield only tendencies which, however, strong suggest that vehicle weight and thus engine mass offer a significant fuel saving potential. Engine friction proves to be an even more important factor: in the part load condition, which is a very common mode of engine operation in the driving cycle, it is responsible for up to 30 % of fuel consumption. Additionally in Figure 2 the influence of weight and friction on fuel consumption for a 1400 kg vehicle with a 2.0l 4-cylinder SI engine is demonstrated. The theoretical scenario of a weightless engine shows a fuel consumption potential of 1.2 l/100 km (12 %), the frictionless engine has a potential of more than 2 l/100 km (20 %). These considerations are based on a state-of-the-art engine with aluminum engine block and roller contacts in the valve train. Even this modern engine offers a significant potential for fuel consumption reduction through future optimization of the engine mechanics. In the following, the actual potential for friction reduction in the next 10 years shall be discussed in detail.

FMEP [bar]

0,8 0,6 0,4 1992

0,2

Diesel-Engines Displacement: 1.8 - 2.9l

1994

1996
Year

1998

2000

Figure 3: Development of friction over the last eight years - completely stripped engines for SI and Diesel Investigations of engines and engine components show that even todays Best in Class engines still have high friction reduction potential. To explain the influence of friction on the fuel consumption a basic SI and Diesel engine is defined in the following, which represents the state of the art. Both engines have an engine displacement of 2.0l. The basic SI engine has an aluminum cylinder block with a chain driven valve train, roller followers and hydraulic lash adjusters. The friction mean effective pressure of the complete stripped SI engine at 2000 rpm and 90 C is 0.75 bar. The basic Diesel engine has an aluminum cylinder head and a gray cast cylinder block with a chain driven valve train, roller followers and hydraulic lash adjusters. The Diesel engine is equipped with a mechanical driven high-pressure injection pump. The friction mean effective pressure of the complete stripped Diesel engine at 2000 rpm and 90 C is 0.98 bar.

INFLUENCE OF FRICTION ON ENGINE`S FUEL CONSUMPTION

Over the last few years, engine development has succeeded in reducing friction by up to 30 %. Figure 3 depicts the development of friction of SI and Diesel production engines (measured at FEV on a motored test bench at 2000 rpm and 90 C) for the past several years. It is evident that the friction level spread of the different engines is large, but the decreasing tendency of friction reduction over the last years is given.

Specific piston mass [kg/l]

Diesel Engine friction (incl. osc. mass) SI Engine friction (incl. osc. mass) SI: Friction of osc. mass Diesel: Friction of osc. mass 30%

0,8 0,7 0,6 0,5 0,4 0,3 1992

SI-Engines Piston Displacement: 0.4 - 0.6l

20%

10%

0% 0% 20% 40% 60% 80% 100% Friction reduction

1994

1996
Year

1998

2000

Figure 4: Influence of friction reduction on the fuel consumption Figure 4 show the fuel reduction of this basic SI engine as a function of friction. It is visible that a theoretical complete reduction of the engine friction (the optimizations of the oscillating masses are included) would reduce the fuel consumption by approximately 21 %. In comparison to SI engines the potential for fuel consumption reduction of Diesel engine is shown in Figure 4. A theoretical complete reduction of the engine friction would reduce the fuel consumption by approximately 26 %. The potential of Diesel engine is higher because the Diesel engine has a higher friction level and the combustion efficiency at lower loads deteriorates less. Because of this a friction reduction of Diesel engine influences the fuel consumption more than a friction reduction of SI engines. The absolute fuel consumption reduction of the Diesel engine is lower because of the lower consumption, but the relative potential due to friction reduction is higher. Additionally Figure 4 depicts the influence of the oscillating masses on the reduction of the fuel consumption. A theoretical complete reduction of the oscillating masses decreases the fuel consumption of SI and Diesel engines by approximately 5 %. A mass reduction of the moving parts of the valve train permits a reduction of spring- and chain-preload and contributes to the friction reduction. But also a mass reduction of the piston and the connecting rods decreases the engine friction and therefore the fuel consumption.

Figure 5: Development of the specific piston mass Figure 5 depicts the development of the specific piston mass over the last years. The benchmark shows that between 1992 and 1999 the specific piston mass of SI engines decreased by more than 20 %. One reason for the decreasing piston mass are new designs (e.g. short piston pins). The development of new piston materials like graphite could offer additional potential for mass reduction for the future. By the use of graphite the piston mass can be reduced by up to 30 %.

Specific connecting rod mass [kg/l]

7,0 6,0 5,0 4,0 3,0 2,0 1,0 0,0 1992

Diesel-Engines

SI-Engines Piston Displacement: 0.4 - 0.6l

1994

1996
Year

1998

2000

WEIGHT REDUCTION OF MOVING PARTS

Crank Train Independent of the material layout of the cylinder block (gray cast iron or aluminum) the moving mass share of an engine is about 25 %, the oscillating mass share about 5 % of the complete engine /3/. The development of the specific piston and connecting rod mass over the last few years demonstrates the potential for mass reduction in the future if the curve can be extrapolated.

Figure 6: Development of the specific con rod mass Another moving component of the crank train is the connecting rod. Comparable to Figure 5, Figure 6 shows the development of the specific connecting rod mass during the last eight years. It is visible that the specific connecting rod mass of SI and Diesel engines have decreased. The gradient of the Diesel regression line is lower, because the maximum combustion pressure of Diesel engines and therefore the load on the connecting rod increased during the past years. The reasons for the reduction of the connecting rod masses are due to optimized designs as well as the use of improved materials. 3

Valve Train The oscillating components of the valve train cause high forces due to high accelerations and dynamics. These forces induce friction in the valve train and timing drive. A reduction of the oscillating valve train masses decreases the forces and also the wear. Potential for mass reduction is given by using alternative materials (Figure 7). reduced stem diameter sheet metal Standard ceramic

tappet is shown. In this example the basic valve train is equipped with a hydraulic bucket tappet (steel). The transition to a valve train with mechanical bucket tappet (steel) reduces the tappet mass about 30 %; the use of a 2component (steel and aluminum ceramic) bucket tappet reduces the tappet mass about 50 %. The combination of the described lightweight valve and 2-component bucket tappet makes a reduction of the spring force of about 45 % possible. In summary this would result in a friction reduction of the valve train of about 40 %. To summarize the possibilities for friction reduction of different valve train concepts, Figure 9 depicts the distribution of frictional losses of a conventional and a light weight valve train with sliding contact (tappets) and a valve train with roller follower. It is noticeable that the conventional valve train with sliding contact shows the highest friction level. The lightweight actions reduces the friction considerably but the valve train with roller follower features the lowest friction level. The generated friction at the contact between cam and tappet/follower is the reason for the large differences in the friction levels. High contact forces and high relative speeds between cam and tappet are responsible for the biggest share of the valve train friction. By using a roller follower the relative speed between cam and roll and consequently the friction of the valve train can be reduced.

Valve length [mm] Valve diameter [mm] Valve stem diameter [mm] Reduction of valve mass [%] Reduction of maximum valve spring force [%] Reduction of valve train friction [%]

101 30 6 5.5 5 6 6

7 2.5

15 6

40 18

50 23

11

13

Figure 7: Mass reduction potential of the valve train The reduction of the valve stem diameter from 6 mm to 5 mm reduces the valve mass about 15 %. The use of ceramic materials reduces the valve mass about 40 % and sheet metal makes 50 % possible. Because of the mass reduction a reduction of the spring forces of about 23 % with sheet metal valves is possible. This results in a friction reduction in valve train that is about 13 % lower compared to the standard valve train.
120
(1) hydraulic' bucket tappet (steel)

FMEP [bar]

Engine Speed [rpm]

Figure 9: Distribution of frictional losses of three different valve trains /5/
(2)

100 80 Mass [g] 60 40

(2) mechanical bucket tappet (steel) (3) mechanical bucket tappet (2-component (steel + aluminum - ceramic))

(1)

(3) 20 0 20

The mass reduction potentials often require a change of the manufacturing method or the material. The influence of the mass reduction on the total engine mass is often very small, but the advantages concerning the friction reduction justify the required effort.

25

30 35 Diameter [mm]

40

45

Figure 8: Potential to reduce the bucket tappet mass Apart from valve train with roller follower, valve train with sliding contact are often used. One possibility to reduce the valve train friction with sliding contacts is given by reducing the bucket tappet mass. In Figure 8 the potential for friction reduction by modifying the bucket 4

FRICTION
The theoretical case of the mass less engine show that more than 79 % for SI and 73 % for Diesel engines of the complete engine friction is remaining.

SI

Diesel

23 % 43 % 9% 25 %

17 % 31 %

20 % 4% 28 %

PIFFO measures directly forces between the piston / piston rings and the cylinder liner in the axial and radial direction during fired engine operation. The forces from the piston and piston rings to the cylinder liner vary during the piston stroke. The measurement system of the friction forces is based on the method of floating liners. The liner is supported on four load cells with three dimensional force measurements and a cylinder head gasket. The cylinder head gasket is a special "O-Ring" gasket filled with pressurized gas and fixed on top of the liner into the combustion chamber. Together with the axial forces from the piston to the cylinder liner, the lateral forces, the cylinder pressure and the crankcase pressure are measured in parallel. The measurement system, demonstrated in Figure 11, uses the FEV single cylinder engine which also incorporates the cooling jacket /1/.

Piston group: piston rings, sliding surface, gas forces Crank train: plain bearings, sealing rings Valve train: cam shaft, chain drive Accessories: oil-, waterpumpe, generator Injection pump: part load

3 1 4 5

2
Figure 10: Distribution of friction for the mass less engine (engine speed 2000 rpm) The biggest share of the remaining friction comes from the piston group with about 43 % for SI engines and 31 % for Diesel engines (Figure 10). This high friction share is mainly caused by pre-tightened and loaded piston rings and by the lateral piston force under running conditions. With 25 % for SI engines and 28 % for Diesel engines of the total engine friction the crank train (without piston group) offers also a high potential for friction reduction. The plain bearings and the radial shaft sealing rings mainly cause the friction of the crank train. With about 23 % for SI engines and 20 % for Diesel engines of the total engine friction the accessories also offer high potential for friction reduction. Todays accessories (generator, oil and water pump) are primarily driven mechanically (poly-V-belt, chain,) and cannot be used in a demand-controlled arrangement. The injection pump generates a large share of the remaining friction of Diesel engines by approximately 17 %. The use of a common rail system will increase this share. Piston Group Because of the biggest share of the remaining friction, FEV conducts a lot of investigations concerning the tribological system piston / piston rings / cylinder liner. Special measuring tools like PIFFO (Piston Friction Force measurement system) and LINDA (Liner Deformation Analysis) were developed to optimize this tribological system and therefore the friction behavior.
1: Cooling Jacket 2: Cylinder Liner 3: Cylinder Seal 4: Momentary Friction 5: Force Sensor

Figure 11: Measuring device PIFFO LINDA is a measuring device, which allows measuring the cylinder contour under fired conditions in multi cylinder engines. To determine especially the distortion during engine operation a measuring system is used which measures the distance of the cylinder liner from the center of the piston by means of eight special sensors (eddy current sensor). The signals of the sensors are transferred by a light metal linkage, which is fixed at the piston and at the outside of the engine. Figure 12 depicts the measuring device of LINDA /2/.

Sensor

Light metal linkage

Object of this investigation was a SI engine. The basic version showed high liner deformation and therefore used high pre-tensioned piston rings. After modifications in the cylinder block the cylinder deformation decreases and because of this the initial stress and the height of the piston rings could be reduced. The consequence of this reduction was a friction reduction of about 35 % of the piston friction or 10 % of the engine friction. Due to this reduction the fuel consumption is reduced by approximately 2 %. Crank Train without Piston Group The second important component group, the crank train without piston group, offers also a high potential for friction reduction. Figure 14 depicts the drive torque per main bearing against the bearing diameter at 2000 rpm created from more than 50 SI production engines tested at FEV. The drive torque of the defined basic SI engine is near the regression line.
SI production engines Engine speed 2000 rpm

eddy current sensor

Figure 12: Measuring device LINDA The combination of both measuring systems allows the optimization of the liner deformation, to reduce the initial piston ring stress and to reduce the friction level of the piston group. Additionally blow-by, oil consumption and durability can be optimized. In order to reach this optimization the liner deformation is evaluated on a production engine. Locations with high deformations can identified and optimized. The piston ring set can be optimized by, for example, reducing the initial piston ring stress or the ring hight. With the help of PIFFO the influences of this modifications can be measured. Figure 13 depicts a result from a liner deformation and piston/piston ring optimization investigation that has been executed at FEV.
Piston ring set : Version B: Basic Version C: optimized tension and ring hight dyn. friction force [ N ] 100 0 -100 -200 0 180 360 540 720 crankshaft angle [ deg. ] Version C

Drive torque per main bearing [Nm]

regression line 0.25 1 2 3 50 55 60

30 40

65

Main bearing diameter [ mm ]

Basic bearing design 1 - optimized bearing behavior: - 20 % 2 - optimized bearing design: 3 - change to roller bearings: - 20 % - 40 %

Figure 14: Drive torque per main bearing against the bearing diameter at 2000 rpm The optimization of the bearing behavior generates a potential for friction reduction of 20 % (point 1). Additionally an optimized bearing design (reduced bearing diameter by a sufficient stiffness of the crank shaft) generates 20 %, also (point 2). Dependent on the basic design of the crankshaft and the camshaft the bearings can be optimized in the future by using a potential for friction reduction up to 30 - 50 %. An unconventional design is given by using roller bearings. Measurements show that in comparison to the basic engine design a potential for friction reduction by 80 % is given (point 3). This corresponds to 10 % of the complete engine friction. Oil Pump The accessory oil pump has also main importance for the friction of an engine. The layout of this component and the adaptation to the requirements of the engine require the use of further CAE tools. For the design, analysis and

Version B

Boundary conditions: SI engine, fired, full load Engine speed: 2000 rpm Oil-/Coolingtemperature: 90 C

Figure 13: Results of measurements combination of PIFFO and LINDA

optimization of the various types of oil pumps FEV has developed a strong computer code called OPUS (Oil Pump Simulation), able to simulate the hydraulic and mechanical behavior under consideration of the geometry of the rotors and the housing, the clearances and the operating conditions. For the analysis of the complete oil distribution system FEV uses the computer code SIMONE (Simulation Oil Network). The computer code is calibrated by many measurements and shows a high accuracy. This allows the exact prediction of the required oil pump capacity, the determination of the weak points and the potential for optimization measures and the influence of optimization measures on the complete system /4/. Typical optimization measures are: reduction of the hydraulic power demand of the complete oil circuit reduction of the pressure drops within the system and of the different components; oil filter, oil cooler and relief valve improved hydraulic and mechanical efficiency of the oil pump

Figure 16: FMEP of the complete engine versus engine speed and oil temperature /7/ The analysis of the engine friction losses breakdown for the different components show a high influence of the fluid temperatures on the crankshaft and the piston group. These components have a share of approximately 70-75 % of the complete engine friction. The increase of the fluid temperatures from the conventional 90 C to 110 C leads to an engine speed dependent reduction of the engine friction losses by approximately 4 - 10 %. The friction losses of the piston group can be reduced further by an increase of the liner material temperatures. This increase can be achieved by reduced heat transfer coefficients from the liner to the coolant which is possible by reducing the flow rates and thus the cooling power, which requires a control of the coolant flow rate depending on the required cooling power. By an increase of the liner temperatures a further reduction of the piston group friction losses up to 10 % is expected for the part load condition. With increasing engine load the cooling power has to be increased to keep the material temperatures at an acceptable level. This reduces the potential of friction reduction by increased material / liner temperatures. Another restriction of the increase of the liner temperature arises from the wear of the piston and the piston rings with the reduced oil viscosity due to increased oil film temperatures. It is expected that the areas of possible mixed friction near TDC and BDC increase if the capability of the oil film is reduced. The influence on the friction losses may be low according to the low piston velocity. The forces acting on the piston can still reach be high, which have been observed by investigations with the measuring tool PIFFO at FEV.

Figure 15: Oil Pump Friction By using both tools OPUS and SIMONE an improvement in the oil pump FMEP can be achieved as shown in Figure 15. The reduction of the oil pump drive power also leads to a reduction in the fuel consumption by 2 - 3 %. This example shows the possibility of an oil pump optimization of a SI engine. Same opportunities exist with oil pumps in Diesel engines. Influence of coolant temperature on the engine friction The engine friction losses are highly influenced by the engine speed and the fluid temperatures. Based on investigations carried out on a large number of engines, the friction mean effective pressure (FMEP) has been extrapolated for the complete operating range and is depicted versus speed and oil temperature in Figure 16. 7

RESULTS AND DISCUSSION

Finally the possibilities of friction reduction and the influence on the fuel consumption shall be summarized. To this the potential of friction of the defined SI engine is depicted in Figure 17. Additionally the results of the SI engine are transparent to the defined Diesel engine. Baseline for these estimations are the above described SI and Diesel engines. For both engine types a more conservative and more optimistic scenario was considered.

20 Reduction of Fuel Consumption [%] 16 12 8 4 0 conservative

friction reduction red. osc. mass

necessary whereby the experiences of the last years, with new measuring techniques, have increased and special simulation tools have been developed in order to support the construction /6/. Additionally the weight reduction of static and oscillating masses have a significant improvement potential. To this, extensive experiences and high-performance simulation tools are available to support the construction, too. The engine mechanic could be responsible for a fuel consumption reduction of additional 15 % till the end of this decade. In summary these are 25 % in 20 years. Against this, existing production devices and the platform idea often influences the development. This presentation should support the decision of concerning production, to consider between costs and technique. Besides this, the role and potential of the engine mechanics to attain aims of fuel consumption should be demonstrated.

optimistic SI

conservative

optimistic

Diesel

Figure 17: Potential of fuel consumption reduction through friction reduction and reduction of the oscillating mass for the next 10 years Concerning the reduction of the oscillating mass a reduction of approximately 25 % for the next 10 years should be possible. This reduction can be obtained througha reduction of the piston and connecting rods (app. 15 %) and by the valve train (app. 10 %). By using improved materials for the piston (graphite), connecting rods and valve stem (sheet metal) an additional reduction of the oscillating mass of approximately 15 % could be achieved. This reduction causes lower fuel consumptions of 1.6 (conservative) respectively 2.6 l/100 km (optimistic) for SI engines. For Diesel engines the potential for a fuel consumptions reduction by reducing the oscillating mass is similar. The optimistic scenario shows a lower potential for the Diesel engine because of assumed increasing peak pressures. The potential for a reduction of the engine friction (without the influence of the oscillating mass) is approximately more than 33 % for the next 10 years. This potential can be achieved by an optimization of the crank train (piston group and bearings) and the accessories and by an increase of the fluid temperatures. By this a reduction of the fuel consumption of 7 % for SI engine is possible. By using unconventional technologies like rolling bearings for the crankshaft and camshaft an additional potential for friction reduction of about 28 % or 4 % fuel consumption are possible. The influence of friction reduction on the fuel consumption of Diesel engine is higher due to absolutely higher friction level and the smaller change of thermal efficiency at lower loads. A friction reduction of 33 % in the next 10 years would reduce the fuel consumption of Diesel engines by approximately 9.5 %. An optimal fuel reduction because of friction reduction of approximately 14 % could be achieved by using unconventional technologies.

REFERENCES
[1] Koch, F., Geiger, U., Hermsen, F.-G. 1996 PIFFO - Piston Friction Force Measurements during Engine Operation. SAE-Paper 960306. [2] Koch, F., Decker, P., Glpen, R., Quadflieg, F.-J., Loeprecht, M. 1998. Cylinder Liner Deformation Analysis - Measurements and Calculations SAE-Congress, Detroit 23-26.02.1998 [3] Schwaderlapp, M., Koch, F. Bollig, C., Hermsen, F.G., Arndt, M. 2000. Lightweight Design and Friction Reduction - Design Potentials to Meet Consumption Targets Wien-Congress, 2000 [4] Maaen, F., Koch, F. 1997 Schmiersystementwicklung mit dem Rechenprogramm SIMONE Tribologie-Fachtagung, Gttingen 30.09./01.10.1997 [5] Speckens, F.-W., Hermsen, F.-G., Buck, J. 1998 Konstruktive Wege zum reibungsarmen Ventiltrieb Motortechnische Zeitschrift MTZ, Mrz 1998 [6] Schwaderlapp, M., Bick, W 1998 CAE Empowers Interdisciplinary Engine Design Global Powertrain Congress, Detroit 06.-08.10.1998 [7] Koch, F., Haubner, F. 2000 Cooling System Development and Optimization for DI Engines SAE-Congress, Detroit 2000

CONCLUSIONS
The mechanical engine development concerning weight reduction and friction achieved a distinctive fuel consumption reduction in the last decade. The systematic view of the potentials shows that in the next 10 years an additional fuel consumption reduction of approximately 10 to 15 % could be achieved. The biggest potential is given due to friction reduction. To this a lot of development is 8