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

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

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

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

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

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

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 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

21

CN

G-

Sustainable with CNG

MILD HYBRID