www.ricardo.com© Ricardo plc 2010Ricardo / Client Confidential 1

Ricardo SI Research

EBDI Engine TechnologyMay 2010

www.ricardo.com© Ricardo plc 2010Ricardo / Client Confidential 2

Fuel economy improvement solutions for multiple applications:

Passenger cars

Truck and medium duty vehicles

Off road applications: Agricultural and Construction

3.2L Spark Ignited engine running on E85 ethanol with

performance of 6-7L Diesel engine

Fully flexible powertrain optimized for operation on standard

pump gasoline to E85

0

100

200

300

400

500

600

700

800

900

1000

0 1000 2000 3000 4000 5000 6000

Engine Speed (rpm)

Torque (Nm)

EBDI E85 - Target

6,000lb Gas Engine

8,500lb Diesel Engine

6,000lb Diesel Engine

700 Nm available across 3,600 rpm range

Downsizing = “Doing More With Less”Ethanol Boosted Direct Injection (EBDI)

EBDI=

FYUSFN

F

Down

sizing

Unprecedented SparkUnprecedented SparkUnprecedented SparkUnprecedented Spark----Ignited PerformanceIgnited PerformanceIgnited PerformanceIgnited Performance

A scaleable SI engine technology package

Vastly Improved SI Fuel EconomyVastly Improved SI Fuel EconomyVastly Improved SI Fuel EconomyVastly Improved SI Fuel Economy

0

2

4

6

8

10

12

14

16

18

20

Fuel Economy (mpg)

FTP75 HWFET US06

Test Cycle

Baseline Gasoline

Baseline Diesel

EBDI - Gasoline

EBDI - E85

3© Ricardo plc 2010Ricardo / Client Confidential

EBDI Drivers

Renewable Fuel Volume Requirements for RFS2 under EISA

0

5

10

15

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25

30

35

402008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

Year

Fuel Volume (Billion Gallons) Cellulosic Biofuel

Non-CellulosicAdvanced

Biomass-BasedDiesel

ConventionalRenewable Fuels(Grandfathered)

� Reduced Fuel Consumption

– 2016 35.5 mpg CAFE

– Eu 2012 120 g/km CO2 target

– Energy Security

• EPA RFS2

� Low Criteria Emissions

– CARB LEV 3 / Euro 6

4© Ricardo plc 2010Ricardo / Client Confidential

EBDI Concept and Test Hardware

� 3.2L V6

– Modified for 180 bar Pmax

� DOHC VVT

� Parallel sequential turbo system

– Wastegate controlled

– VNT turbos for optimized system

� Long route EGR = MAP Sensor

= TIAP SensorT

M

1

2

M

= EGR Cooler

= Charge Air Cooler (CAC)

= Electronic Throttle Control

= MAF Sensors

= Exhaust Flow Proportioning

= Inlet Flow Shut-off

= EGR Valve Feedback

= Pre-Catalyst Oxygen Sensor

= FGT Position Feedback

T

= MAP Sensor

= TIAP SensorTT

MM

1

2

M

= EGR Cooler

= Charge Air Cooler (CAC)

= Electronic Throttle Control

= MAF Sensors

= Exhaust Flow Proportioning

= Inlet Flow Shut-off

= EGR Valve Feedback

= Pre-Catalyst Oxygen Sensor

= FGT Position Feedback

TT

5© Ricardo plc 2010Ricardo / Client Confidential

EBDI Targets and Specifications

Twin pump DI, 20 MPa

capableFuel System

<1.5s to 90% SS torque at

1,500 rpm,

<1.0s to 90% SS torque at

2,000 rpm

Transient Torque

Response time

50 degCACam Phaser

Authority

180 barMaximum Cylinder

Pressure

10.0:1Compression Ratio

35 bar on E85, 30 bar on

Indolene (98 RON)

Target Max

BMEP

3000 rpmMax Torque RPM

900 Nm on E85, 775 Nm on

98 RON gasolineTarget Max Torque

450 hp on E85, 400 hp on

98 RON gasoline

Max Power @

5,000rpm

3190ccSwept Volume

Prototype V6 with IEMBase Engine

Twin pump DI, 20 MPa

capableFuel System

<1.5s to 90% SS torque at

1,500 rpm,

<1.0s to 90% SS torque at

2,000 rpm

Transient Torque

Response time

50 degCACam Phaser

Authority

180 barMaximum Cylinder

Pressure

10.0:1Compression Ratio

35 bar on E85, 30 bar on

Indolene (98 RON)

Target Max

BMEP

3000 rpmMax Torque RPM

900 Nm on E85, 775 Nm on

98 RON gasolineTarget Max Torque

450 hp on E85, 400 hp on

98 RON gasoline

Max Power @

5,000rpm

3190ccSwept Volume

Prototype V6 with IEMBase Engine

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30

35

40

0 1000 2000 3000 4000 5000 6000 7000

Engine Speed (rpm)

BMEP (bar)

EBDI E85 - Target

EBDI Gasoline - Target

Existing Gas Engine

Existing Diesel Engine

6© Ricardo plc 2010Ricardo / Client Confidential

EBDI Hardware

Section view of

EBDI dyno

hardware

Integrated ladder frame

and main bearing cap

analysis model

EBDI hardware on test

Connecting rod FEA model

max bending conditionPiston FEA model

max temperature condition

7© Ricardo plc 2010Ricardo / Client Confidential

EBDI Efficiency MapsBMEP - Observed [kPa]

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500

1000

1500

2000

2500

3000

Engine Speed [rev/min]

1000 1500 2000 2500 3000 3500 4000 4500 5000

240245

250

260

260

300

350400 450

25

283

63 230

E0 w/EGR BSFC Map(g/kWhr)

450

400

350

300

260

250

245

240

230

220

BMEP - Observed [kPa]

0

500

1000

1500

2000

2500

3000

Engine Speed [rev/min]

1000 1500 2000 2500 3000 3500 4000 4500 5000

450400350

300

260

260

250

250

245

245

24026

249

283

63 239

E0 w/o EGR BSFC Map(g/kWhr)

450

400

350

300

260

250

245

240

230

220

BMEP - Observed [kPa]

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500

1000

1500

2000

2500

3000

Engine Speed [rev/min]

1000 1500 2000 2500 3000 3500 4000 4500 5000

450

400

350 370345

340

340

340

335

335

335

363

340

66

333

E85 w/EGR BSFC Map(g/kWhr)

450

400

370

350

345

340

335

330

BMEP - Observed [kPa]

0

500

1000

1500

2000

2500

3000

Engine Speed [rev/min]

1000 1500 2000 2500 3000 3500 4000 4500 5000

450400

370

350

345

345

340

335

363

340

66

333

E85 w/o EGR BSFC Map(g/kWhr)

450

400

370

350

345

340

335

330

8© Ricardo plc 2010Ricardo / Client Confidential

EBDI Example Operating Point

BSFC2000 RPM, 400 Nm, E0 Fuel

244.1

236.5

230

232

234

236

238

240

242

244

246

248

250

BSFC (g/kWhr)

0% EGR 15.5% EGR

CA502000 RPM, 400 Nm, E0 Fuel

17.1

13.6

10

11

12

13

14

15

16

17

18

19

20

EACA50 (degATDCF)

0% EGR 15.5% EGR

Peak Pressure2000 RPM, 400 Nm, E0 Fuel

70

76

50

55

60

65

70

75

80

85

90

95

100

Engine Average Peak Pressure (bar)

0% EGR 15.5% EGR

Ignition Timing2000 RPM, 400 Nm, E0 Fuel

7

16

0

5

10

15

20

25

30

35

Ignition Timing (degBTDCF)

0% EGR 15.5% EGR

2,000 rpm 16 bar BMEP on E0

Data acquired at equivalent knock intensity and air / fuel ratio

9© Ricardo plc 2010Ricardo / Client Confidential

� Data shows that “high low speed torque” is not unique to diesel engines

– SI engines achieve higher low speed torque with less cylinder pressure

1,600 rpm BMEP Performance Comparison

10

15

20

25

30

35

V8 Diesel V6 E85 V6 Gasoline

Fuel Type

BMEP (bar)

40

60

80

100

120

140

160

Peak Pressure (bar)

EBDI Low Speed Torque Comparison

10© Ricardo plc 2010Ricardo / Client Confidential

EBDI Vehicle Simulation Results

EBDI 3.2L

-60

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140

240

340

440

540

640

740

840

940

550 1550 2550 3550 4550

Engine Speed

Engine Torque

US06

FTP75

HWFET

Diesel

-60

40

140

240

340

440

540

640

740

840

940

550 1550 2550 3550 4550

Engine Speed

Engine Torque

US06

FTP75

HWFET

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6

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12

14

16

18

20

Fuel Economy (mpg)

FTP75 HWFET US06

Test Cycle

Baseline Gasoline

Baseline Diesel

EBDI - Gasoline

EBDI - E85

Brake Torque - Corrected (SAE J1349) [Nm]

-100

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700

Engine Speed [rev/min]

500 1000 1500 2000 2500 3000 3500

263

E0 w/EGR BSFC Map vs. US06, HFWEET, and FTP72 Cycles

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240

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Engine Torque (US06)

-100

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600

700

Engine Torque (HFWEET)

-100

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500

600

700

Engine Torque (FTP 72)

-100

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600

700

NA GAS

-60

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140

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340

440

540

640

740

840

940

550 1550 2550 3550 4550

Vehicle Speed

Engine Torque

US06

FTP75

HWFET

Engine Speed

Simulation of target 8,000lb

pickup truck

Standard transmission

ratios assumed

FTP75 FE gain ~27%

HWFET FE gain ~ 16%

Combined FE improvement ~ 22%

11© Ricardo plc 2010Ricardo / Client Confidential

EBDI Next Steps

� Based on initial test results an updated design was specified to improve

performance and efficiency and implement into a vehicle

= IAT Sensor

= MAP Sensor

= TIAP Sensor 1

= TIAP Sensor 2

= Baro Sensor

1

2

B

M

A

1

2

AM

B

2

= Dual ETC (2nd is mirror)

= MAF Sensors

= Exhaust Flow Proportioning Valve Feedback

= Inlet Flow Shut-off Valve Feedback

= EGR Valve Feedback

= Pre-Catalyst Oxygen Sensor

= Post Catalyst Oxygen Sensor

= VNT Position Feedback1

1

= IAT Sensor

= MAP Sensor

= TIAP Sensor 1

= TIAP Sensor 2

= Baro Sensor

1

2

B

M

A = IAT Sensor

= MAP Sensor

= TIAP Sensor 1

= TIAP Sensor 2

= Baro Sensor

11

22

BB

MM

AA

1

2

AM

BB

22

= Dual ETC (2nd is mirror)

= MAF Sensors

= Exhaust Flow Proportioning Valve Feedback

= Inlet Flow Shut-off Valve Feedback

= EGR Valve Feedback

= Pre-Catalyst Oxygen Sensor

= Post Catalyst Oxygen Sensor

= VNT Position Feedback1

11