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Dr Andreas Schamel
Director
Powertrain Research amp
Advanced
Ford Motor Company
LCV September 910th 2015
Millbrook UK
What will drive the Low Carbon Vehicle ndash the
Combustion Engine
HYDROCARBON CYCLE TIME SCALE DETERIORATION
2 15092015
CO2 Depletion (natural processes) Crude Oil Formation characteristic
time scale X000000 years
CO2 Emission (Hydrocarbon Combustion)
Oil Consumption characteristic
time scale 250 years
Current CO2 Cycle with
massive imbalance of time scales
CO2 FORECAST FOR VOLUME OEM
95 gkm CO2
today
Which CO2 Level will
be the limit for IC
engine technology
95 gkm CO2
today
CO2 FORECAST FOR VOLUME OEM
Which technologies
can take us into a
sustainable future
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
Vehicle 13 kWh for NEDC
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Efficiency
= 100
Carnot
Efficiency
Ideal Real
Efficiency
From Basic Thermodynamics
to the
Ideal Real Engine Sweet spot
BSFC is assumed for the entire
engine map 80
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
HYDROCARBON CYCLE TIME SCALE DETERIORATION
2 15092015
CO2 Depletion (natural processes) Crude Oil Formation characteristic
time scale X000000 years
CO2 Emission (Hydrocarbon Combustion)
Oil Consumption characteristic
time scale 250 years
Current CO2 Cycle with
massive imbalance of time scales
CO2 FORECAST FOR VOLUME OEM
95 gkm CO2
today
Which CO2 Level will
be the limit for IC
engine technology
95 gkm CO2
today
CO2 FORECAST FOR VOLUME OEM
Which technologies
can take us into a
sustainable future
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
Vehicle 13 kWh for NEDC
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Efficiency
= 100
Carnot
Efficiency
Ideal Real
Efficiency
From Basic Thermodynamics
to the
Ideal Real Engine Sweet spot
BSFC is assumed for the entire
engine map 80
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
CO2 FORECAST FOR VOLUME OEM
95 gkm CO2
today
Which CO2 Level will
be the limit for IC
engine technology
95 gkm CO2
today
CO2 FORECAST FOR VOLUME OEM
Which technologies
can take us into a
sustainable future
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
Vehicle 13 kWh for NEDC
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Efficiency
= 100
Carnot
Efficiency
Ideal Real
Efficiency
From Basic Thermodynamics
to the
Ideal Real Engine Sweet spot
BSFC is assumed for the entire
engine map 80
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
95 gkm CO2
today
CO2 FORECAST FOR VOLUME OEM
Which technologies
can take us into a
sustainable future
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
Vehicle 13 kWh for NEDC
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Efficiency
= 100
Carnot
Efficiency
Ideal Real
Efficiency
From Basic Thermodynamics
to the
Ideal Real Engine Sweet spot
BSFC is assumed for the entire
engine map 80
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
Vehicle 13 kWh for NEDC
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Efficiency
= 100
Carnot
Efficiency
Ideal Real
Efficiency
From Basic Thermodynamics
to the
Ideal Real Engine Sweet spot
BSFC is assumed for the entire
engine map 80
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Remaining Gap
between
Ideal Real Engine
and
Real Engine map efficiency
80
Vehicle 13 kWh for NEDC
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY ndash IC ENGINE EFFICIENCY
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Which are the main contributors
to this remaining gap
80
Vehicle 13 kWh for NEDC
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
REMAINING EFFICIENCY LOSSES
8 15092015
1000 2000 3000 4000 5000 6000 Engine Speed [rpm]
BM
EP
[b
ar]
Lower Part Load Throttling Losses
Mediumhigher Part Load
Compression Ratio
Rate of Heat Release
Emissions Engine Friction
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY ndash EFFICIENCY OPPORTUNITIES
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
Ideal Real
Efficiency
Efficiency as
Homologated
Contributors to the remaining efficiency gap
80 N
ED
C
NE
DC
NE
DC
WL
TC
WL
TC
WL
TC
WLTC
NEDC
CO
2 [
gk
m]
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
CYCLE RELEVANCE OF EFFICIENCY LOSSES
10
WLTC NEDC
KnockPI related combustion retard and high load enrichment have no effect
in NEDC but become cycle relevant in WLTC (even more with reduced
powerweight ratio)
Friction accounts for almost 50 of remaining potentials friction + throttling
for around 70
Dethrottling and CR optimization have slightly reduced potential in WLTC
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY
Which technologies can adress this
remaining gap
bull High compression MillerAtkinson
bull Variable compression
bull High charge motion
bull Low pressure cooled EGR
bull Water injection
bull CNG
bull High RON lubricant
bull Integrated Exhaust manifold
bull Cooled turbine housing
bull VDE CVVL
bull VDE Variable oil pump belt in oil no
vacuum pump surface coatings
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY
How much of the remaining losses can we expect to recover by technology
deployment
Letlsquos make a working assumption
60
80
80
20
60
80
80
20
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
VDE CYLINDER DEACTIVATION AS HIGH POTENTIAL TECHNOLOGY
13 15092015
The efficiency gap analysis shows trottling + engine friction accounting for about 70 of the
remaining potential
bull VDE cylinder deactivation adresses both potentials simultaneously
bull Maximum benefit would be achieved with mechanical
Switchable Roller-Finger-Follower
Normal
mode
Deactivation
mode
deactivation
bull Due to the limited speedload range VDE can be
applied even on 3-cylinder engines
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
FROM THE IDEAL TO REALITY
14
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Further technology deployment to
achieve 50 of the gap vs the ideal
real engine
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
Realistic weight reduction can account
for about 10 CO2 reduction
93-95 gkm can be reached without
further vehicle actions like weight
reduction aero rolling resistance
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
A WAY FORWARD FOR THE IC ENGINE
15
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Introduce Hybrid
Technology (48-400V)
bull Recuperation
bull FE optimized
operational strategy
bull Electric driving
bull Free shift schedule
(NEDC)
Mild Hybrid 48V
Full Hybrid 400V
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
A WAY FORWARD INTO A SUSTAINABLE FUTURE
16
1st Alternative Extend FHEV to PHEV
Net CO2 emission depends on
amount of electric energy charged
and power generation mix
120
100
60
40
20
0
CO
2 N
ED
C [
gk
m]
80
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
A WAY FORWARD FOR THE IC ENGINE
17
120
100
60
40
20
0
Gasoline
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
2nd Alternative Introduce alternative fuels
Lower CH ratio of fuels enables significant step
down in CO2 ndash most significant for the SI engine
using CNG
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
A WAY FORWARD FOR THE IC ENGINE
18
Alternative fuels from renewable process
Real Contribution to athmospheric CO2 becomes a
function of renewable fuel share
Tra
nsit
ion
to
Su
sta
inab
le
Fu
el
120
100
60
40
20
0
Gasoline
Diesel
CO
2 N
ED
C [
gk
m]
80
CNG
E100
DME
Eff
ec
t F
ue
l C
H
+ E
ng
ine
Op
t
CR
CO
2 E
ffe
ct
Fu
el
CH
Rati
o
Ma
x D
ev
+
we
igh
t +
MH
EV
Ma
x D
ev
+
we
igh
t +
FH
EV
Eff
icie
nc
y
= 1
00
Carn
ot
Eff
icie
nc
y
Ide
al R
ea
l
Eff
icie
nc
y
Ma
x
Deve
lop
-
me
nt
Lim
it
Eff
icie
nc
y a
s
ho
mo
log
ate
d
Ma
x D
ev
Lim
it
+ w
eig
ht
red
uc
tio
n
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
CNG ECOBOOST TECHNOLOGY ELEMENTS
19
CNG DI
Injector
Gasoline PFI Injector
VVL-System
CNG Pressure Tank
200 bar EcoBoost engine with high CR
bull Engine fully optimized to exploit CNG fuel capabilities (high CR)
bull Gasoline operation as limp home function only
bull CNG DI to avoid power penalty and to recover injection pressure
bull Main target Improved performance and NVH vs gas EcoBoost
Unprecedented low cost of ownership
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID
HYDROCARBON CYCLE TIME SCALE ALIGNMENT
20 15092015
CO2 Depletion (hydrocarbon synthesis) Methane DME
Characteristic time scale 1 year
CO2 Emission (Hydrocarbon Combustion) Methane DME Consumption
Characteristic time scale 1 year
Sustainable CO2 Cycle is balanced with equal time scales
21
CN
G-
Sustainable with CNG
MILD HYBRID