Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles (2015) / Chapter Skim
Currently Skimming:
2 Technologies for Reducing Fuel Consumption in Spark-Ignition Engines
2 Technologies for Reducing Fuel Consumption in Spark-Ignition Engines
Pages 23-96
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 23... ...
2 cycle, rule analysis; 2 The FTP represents the city driving portion of the test cycles used to estimate fuel economy and compliance with the CAFE/ Although the final rule illustrates possible compliance paths, each 1 GHG standards. Chapter 10 discusses these test cycles and issues company is expected to plot its own future course to ompliance.
|
From page 24... ...
• Brake work is nearly 40 percent lower than indicated The energy balance in Figure 2.1 illustrates current typical work on the FTP cycle due to pumping losses, rubbing efficiencies and opportunities for reducing fuel consumption friction losses and accessory drive requirements. in SI gasoline engines.
|
From page 25... ...
. The final CAFE rule does not specifically CR = compression ratio propose technologies that would further reduce com- γ = cp/cv = ratio of specific heats (= specific heat at constant pressure/specific heat at constant volume)
|
From page 26... ...
. Pumping Work Reductions in pumping work can be achieved with sys Rubbing Friction Reduction tems such as variable valve timing and variable valve lift, turbo harged and downsized engines, and cylinder deactiva c Engine friction losses comprise approximately 8 percent tion.
|
From page 27... ...
, "Energy Conserving-EC" rating for motor oils that which is in the range expected with the first level of demonstrated improved fuel economy. Since that time, low friction lubricants.
|
From page 28... ...
However, other vehicles may be needs specific to turbocharged, downsized engines. The rat- limited in changing to lower viscosity oils due to operating ing will ensure increased fuel economy throughout the oil loads and temperature concerns.
|
From page 29... ...
coated piston rings for reduced friction. A tions in engine friction, which may be required when a second variable displacement oil pump is used to supply the adlevel of low-friction lubricants is applied.
|
From page 30... ...
The committee with separate cooling circuits for the cylinder head and concurred with NHTSA's estimates of the overall fuel con cylinder block, together with reduced coolant volumes, sumption reductions and direct manufacturing costs (DMC) allows the block to warm up faster for reduced friction for low-friction lubricants and engine friction reductions.
|
From page 31... ...
for Friction Reduction Technologies in a Midsize Car with a Naturally Aspirated I4 Engine NRC Estimated NHTSA Estimated NRC Estimated NHTSA Estimated Most Likely Fuel Fuel Consumption Most Likely 2025 MY 2025 MY Friction Reduction Consumption Reduction Reduction DMC Costs DMC Costs Technology (%)
|
From page 32... ...
and 2025 MY Direct Manufacturing Costs (2010 dollars) for VVT Technologies in a Midsize Car with an I4 Engine NRC Estimated Most Likely NHTSA Estimated NRC Estimated Most Likely NHTSA Estimated Variable Valve Fuel Consumption Fuel Consumption 2025 MY DMC Costs 2025 MY DMC Costs Timing Technology Reduction (%)
|
From page 33... ...
for VVL Technologies in a Midsize Car with an I4 Engine (except as noted) NRC Estimated Most Likely NHTSA Estimated NRC Estimated Most Likely NHTSA Estimated Variable Valve Fuel Consumption Fuel Consumption 2025 MY DMC Costs 2025 MY DMC Costs Lift Technology Reduction (%)
|
From page 34... ...
and 2025 MY Direct Manufacturing Costs (2010 dollars) for Cylinder Deactivation Technologies in V6 and V8 Engines NRC Estimated Most Likely NHTSA Estimated NRC Estimated NHTSA Estimated Cylinder Deactivation Fuel Consumption Fuel Consumption Most Likely 2025 MY DMC 2025 MY DMC Costs Technology Reduction (%)
|
From page 35... ...
Recent higher boost pressure and/or compression ratio, which may sales data indicate that the 3.5L V6 EcoBoost engine had TABLE 2.11 Estimated Fuel Consumption Reductions (percent) and 2025 MY Direct Manufacturing Costs (2010 dollars)
|
From page 36... ...
A 2.0L turbocharged Ford recently announced another significant step in turengine was recently applied to a number of vehicles as op- bocharged, downsized engines. Following the announcement tions or replacements for V6 engines.
|
From page 37... ...
The Turbochargers starting point for the analytical study of the 27 bar BMEP engine was test data from an experimental 3.2L V6 ethanol Year Percent boosted direct injection (EBDI) engine.
|
From page 38... ...
adjusted fuel consumption data compared with the LPM pre- The fuel consumption reduction result from the full sysdictions for turbocharged, downsized engines. Also shown tem simulation for the turbocharged, 50 percent downsized, in Table 2A.5 for reference are the EPA label fuel economy 24 bar BMEP engine with cooled EGR was within 2 percent
|
From page 39... ...
If U.S. regular 18 bar BMEP engine, which included many fuel consump- gasoline instead of European "regular" gasoline were used tion reduction features before adding EGR, so the effective- in the 24 bar BMEP turbocharged, downsized engine, then ness of cooled EGR in further reducing pumping losses is approximately a 1 ratio reduction in compression ratio may significantly diminished.
|
From page 40... ...
, exhaust gas the committee's mandate to consider fuel economy technolo- recirculation, lean combustion, variable valve trains, and fricgies out to 2030, it is important to consider 27 bar BMEP tion reduction. The fuel consumption reductions estimated engines.
|
From page 41... ...
The compression ratio can be a source of customer complaint. This issue is being was reduced from 11.5:1 for the naturally aspirated engine to addressed with increasingly smaller turbochargers with re9:1 for the Ultraboost engine requiring 95 RON gasoline.
|
From page 42... ...
This engine also benefited from A twin scroll turbocharger has been introduced on a high compression ratio (13:1) , direct injection, and low some turbocharged, downsized engines to provide higher friction (Kobayashi 2012)
|
From page 43... ...
LSPI can be suppressed in turbocharged engines by using One manufacturer plans to specify premium fuel for its cooled EGR and advanced ignition timing. SwRI launched turbocharged, downsized engines, since it found that the a Preignition Prevention Program (P3)
|
From page 44... ...
A summary of the estimated fuel consumption reductions and associated direct manufacturing costs for turbochargCooled Exhaust Gas Recirculation ing and downsizing (TRBDS) is shown in Table 2.18.
|
From page 45... ...
. NHTSA DOE Research Projects on Turbocharged and has defined the improved accessories as follows: Downsized Engines • IACC1: electric water pump, electric cooling fan, high DOE currently has programs with Ford, General Motors, efficiency alternator and and Chrysler to demonstrate a 25 percent improvement in • IACC2: mild alternator regenerative braking (specififuel economy while achieving Tier 2 Bin 2 emissions re cally excluded are an electric oil pump and electrically quirements with downsized, boosted engines and a variety of driven air conditioner compressor)
|
From page 46... ...
estimated fuel consumption reductions, the following ap proaches were used to examine the Agencies' estimates and to develop the committee's estimates of most likely effecOil Pump tiveness values: fundamental technical analysis, literature Fixed-displacement oil pumps are used on most vehicles reviews, full system simulations, EPA certification data, today. Typically, these pumps are oversized in order to oper- expert input from vehicle manufacturers and others, and the ate under harsh engine operating conditions.
|
From page 47... ...
g FCd (%) IACC 1 Water Pump Mechanical 7.0 1.4 Electrical - 2.2 0.55 0.48 0.48 0.92 70% Alt/Motor Eff Cooling Electrical 400 Fanc Mechanical - 1.04 0.21 0.21 65% Alt Eff, 25% Duty Cycle Mechanical 0.9 371 0.18 0.18 0.16 0.16 0.05 - 70% Alt/ Motor Eff, 25% Duty Cycle Alternatord Mechanical 10.0 2.0 Electrical 1.3 Output - 65% Alt Eff Mechanical - 1.9 0.14 70% Alt Eff Sub-Total 3.6 1.1 IACC2 Regen 80% of 2.5 0.5 2.0 Braking Remaining Electric Power from Regeneration Total 3.1 a Heywood (1988)
|
From page 48... ...
They were peer review of the pilot EPA/FEV cost study. conducted by FEV for the following three turbocharging and • Indirect costs applied to the direct manufacturing costs downsizing cases: from these studies warrant revision upward due to concerns with engineering research and development 1.
|
From page 49... ...
Since the cost estimates were generated for review of retail prices adjusted to reflect direct manu- the 2012 MY, learning factors, as specified by NHTSA, were facturing cost. applied to the direct manufacturing costs to provide 2017 MY estimates in 2010 dollars, as shown in the table and the Examples of both of these processes are provided in this 2025 MY costs shown in later tables (EPA/NHTSA 2012b)
|
From page 50... ...
42.56 15% increase Reference: EPA/NHTSA direct manufacturing costs 2017 MY (2010$) 37.00 a FEV teardown cost study for turbocharged downsized engines.
|
From page 51... ...
Source of Costs Turbocharging and Downsizing (TRBDS1) 18 bar BMEP 33% Downsizing Overall DMC 335.00 FEV teardown cost studya Selected Subsystems and Components Induction Air Charging System Turbocharger Assembly 152.00 38.00 190.00 Committee's expertise/judgement Charge air cooler 19.00 11.00 30.00 Committee's expertise/judgement Total: 2012 MY cost in 2010$ 335.00 49.00 384.00 DMC Learning Type 11, 2012 to 2017 Learning Factor = 0.86 Total: 2017 MY direct manufacturing cost (2010$)
|
From page 52... ...
in direct manufacturing costs. However, with more rapid There are several reasons the committee determined that introduction of technologies, the 5-year period can often be these indirect costs were appropriately associated with techreduced significantly, which would increase the indirect cost nologies providing fuel consumption reductions.
|
From page 53... ...
And the com- total costs to direct manufacturing costs of approximately mittee understands that, with the increasing stringency of 1.50, which is consistent with feedback that the committee the CAFE/GHG standards and with further development of obtained from several vehicle manufacturers, with the NRC new technologies to a production-feasible level, there may Phase I study, and with NHTSA studies supporting rulemakbe more instances of multiple technologies being introduced ing prior to the 2012 rulemaking (EPA 2014e)
|
From page 54... ...
, provides the second largest reduction in fuel consumption. The next largSummary of Costs of Spark-Ignition Engine Technologies est reduction in fuel consumption is provided by discrete The direct manufacturing costs of technologies for reduc- variable valve lift (DVVL)
|
From page 55... ...
Additional tent of a typical 2008 MY vehicle consisted of intake cam technologies that might be applied by the 2016 MY, based phasing and dual cam phasing together with other non-SI on selecting the technologies with the lowest cost per percent fuel consumption reduction, included low friction The null vehicle concept was developed by EPA and NHTSA 9 lubricants – level 1 and engine friction reduction – level 1 as a reference point against which effectiveness and cost can be together with other non-SI engine technologies. The SI enconsistently measured (Olechiw 2014)
|
From page 56... ...
mately a 17 to 18 percent reduction in fuel consumption at Fuel Economy and Performance Trade-offs an estimated direct manufacturing cost in the range of $526 From 1980 to 2009, there were significant gains in autoto $705. The high most likely estimated cost is the result of motive technology, but those gains have applied to improved increased costs for several of the technologies and the lower performance and safety rather than fuel economy, as shown effectiveness of some of the technologies together with the in Figure 2.9.
|
From page 57... ...
Turbocharging & Downsizing - 1 7.7% 0.923 $331 $312 $282 $42.99 TRBDS1 33% DS 18 bar BMEP Turbocharging & Downsizing - 2 3.2% 0.968 -$96 -$92 -$86 -$30.00 TRBDS2 50% DS 24 bar BMEP Cooled EGR - 1 3.0% 0.970 $212 $199 $180 $70.67 CEGR1 50% DS 24 bar BMEP Cooled EGR - 2 1.4% 0.986 $364 $343 $310 $260.00 CEGR2 56% DS 27 bar BMEP SI Engine Only (incl LUB & EFR) 27.2% 0.728 $1,383 $1,307 $1,189 $50.89 Null Vehicle - 2016 MY 8.2% 0.918 $129 $125 $118 $15.83 SI Engine 2017 - 2025 MY 17.1% 0.829 $678 $640 $705 $39.64 SI Engine After 2025 4.4% 0.956 $576 $542 $366 $132.17 a Null vehicle: I4, DOHC, naturally aspirated, 4 valves/cylinder PFI fixed valve timing and 4 speed AT.
|
From page 58... ...
versus percent fuel consumption reduction for an example I4 SI engine pathway. TABLE 2.31 Estimated Percent Fuel Consumption Reductions and Direct Manufacturing Costs for I4 SI Engine Technologies for Midsize Car in the Selected Time Frames Time Frame Fuel Consumption Reduction (%)
|
From page 59... ...
Combining on-road and that evaluated in the mandated test cycles. this result with the previous relationship indicates that a 10 Deviation of real-world fuel economy from EPA window percent decrease in 0 to 60 mph time will result in a 2.6 sticker value, as well as from the CAFE compliance values, percent increase in fuel consumption.
|
From page 60... ...
is lower when included in the Agencies' quantitative analysis, such as operating on E85 than when operating on gasoline, typically ethanol flex-fuel vehicles, vehicles fueled with compressed about 68% of the gasoline mpg. The E85 fuel economy is natural gas, lean burn engines, and homogeneous charge, adjusted by dividing by the Petroleum Equivalency Factor compression ignition (HCCI)
|
From page 61... ...
expected if higher volumes were to develop. The CNG conversion, which includes fuel tanks, fuel lines, The final CAFE rule provides an incentive for producing and unique fuel injectors, will cost $6,000 to $9,500 depend TABLE 2.32 Comparison of 2012 MY Gasoline and Natural Gas Honda Civic Gasoline Natural Gas Displacement 1.8L 1.8L Compression Ratio 10.6:1 12.7:1 Power 140 hp 110 hp EPA Fuel Economy - MPG (City/Hwy/Combined)
|
From page 62... ...
The equivalent to a 42 percent reduction in fuel consumption. committee estimated an $800 direct manufacturing cost for EPA provides multipliers for both dedicated and dual fuel a lean burn system for an I4 engine by accounting for a lean CNG vehicles for MYs 2017-2021 that are equivalent to the NOx trap, direct injection, and an ignition system upgrade multipliers for PHEVs.
|
From page 63... ...
(gal/100 mi) 2.8L Naturally Aspirated Engine 22.00 35.60 26.57 3.764 1.4L with Eaton EAVS Supercharger 30.44 52.04 37.43 2.672 Fuel Consumption Reduction = 29% Comparison of Fuel Consumption Reductions Using NHTSA Estimates for Each Function/Technology Eaton EAVS-SC Turbocharged Downsized Engine with Functions (% FC reduction)
|
From page 64... ...
. • Higher compression ratio than conventional SI engines; To achieve unthrottled operation with high residuals, • Lean or dilute operation with air and/or residuals HCCI engines generally rely on low valve lifts at low loads.
|
From page 65... ...
Due to the limited load events over the engine drive cycle operating conditions. The range for successful HCCI operation, recently shown to be project goal is to improve fuel economy by 25 percent by below 3 bar BMEP, mode switching from HCCI combus- implementing part-load HCCI operation in a turbocharged, tion to conventional SI combustion and back is required downsized engine meeting the California tailpipe emission for covering the full speed and load range of an engine standards for super ultra-low emission vehicles (SULEVs)
|
From page 66... ...
In September 2014, DOE awarded a $10 million cost-sharing project to Delphi to accelerate the The University of Wisconsin and General Motors have development of the GDCI low-temperature combustion techinvestigated the use of 87 AKI regular-grade gasoline in a nology. The committee estimated that the GDCI engine could high-speed, direct-injection, light-duty compression ignition have an incremental direct manufacturing cost approximately engine to extend the low-temperature combustion (LTC)
|
From page 67... ...
Possibly greater FUEL CONSUMPTION REDUCTION TECHNOLOGIES – reductions in fuel consumption might be realized for NOT CONSIDERED IN FINAL CAFE RULE ANALYSIS turbocharged engines capable of operating at higher In contrast to the previous section, which discusses boost pressures without knock so that further downsiztechnologies reviewed but not included in the Agencies' ing could be realized. Increasing gasoline octane from quantitative analysis, this section discusses fuel economy 91 RON of regular grade gasoline to 95 RON has been technologies not considered at all in the Agencies' analysis, estimated to facilitate operation at a 12:1 compression including high compression ratio engines, ethanol-boosted ratio.
|
From page 68... ...
10.7 +/- 0.9 estimated an incremental direct manufacturing cost for an increase in compression ratio would be approximately $50 These results indicate that specifying premium gasoline for strengthened pistons and reduced tolerances to maintain facilitated an average 0.4 compression ratio increase, but the higher nominal compression ratio. the reasons why the full potential of a 1.0 to 2.0 compression ratio increase was not realized with the 4 AKI increase Fuel Octane Issues with premium gasoline in these comparisons are not known (Chow 2013)
|
From page 69... ...
. With a higher minimum octane level, fuel consumption could be reduced by up to 5 percent, and the incremental High Compression Ratio, Exhaust Scavenging and direct manufacturing cost would be approximately $75 for Direct Injection an I4 engine resulting from strengthened pistons and reduced tolerances to maintain the nominal compression ratio.
|
From page 70... ...
Recently, Toyota announced which appears to account for a significant portion of the that the issue with low torque has been overcome, and this reduction in fuel consumption shown in Table 2.35. The development is expected to facilitate the application of TABLE 2.35 Comparisons of EPA Fuel Economy for Mazda Vehicles with Skyactiv Technology 2014 2014 MY EPA Adjusted to Comparable MY EPA Uncorrected Power/Wt c Engine/ Combined Combined FE Curb Weight Power/ (EPA Combined FC in Vehicle Transmission FE (mpg)
|
From page 71... ...
in the a direct-injection, naturally aspirated gasoline engine oper- intake increased the effective octane from 90 to 93 RON, and ated at a stoichiometric air/fuel ratio. These results were adding 20 percent EGR further increased the effective octane used to estimate 25 to 30 percent better fuel economy than a to 103 RON.
|
From page 72... ...
percent fuel consumption reduction for the D-EGR system is Since some changes in effective compression ratio can be higher than that of a turbocharged, downsized engine-level achieved with VVT, the improvements that might be obtained 2 with cooled EGR-level 1, but D-EGR has shown greater with VCR may be diminished. Nevertheless, several VCR fuel consumption reduction effectiveness values in limited concepts have recently been investigated.
|
From page 73... ...
Two recent examples of such concepts are discussed in this FIGURE 2.14 Variable compression ratio concepts.
|
From page 74... ...
Moving the carrier axially to the left of technical reasons. Many challenges and technical hurdles decreases the displacement of the engine and, at the same exist that must be resolved before the fuel economy poten- time, decreases the angle of oscillation of the nutator so that tial of an experimental variable displacement engine can be compression ratio can be maintained or appropriately modidemonstrated.
|
From page 75... ...
The cent improvement in fuel economy, which is considerably primary challenge in using a TEG is its low thermal effi more than NHTSA's 3.6-4.9 percent estimate for VVL and ciency, which is typically less than 4 percent (Saidur et al.
|
From page 76... ...
Though these are discussed here with the a follow-on to the TEG program for passenger vehicles SI technologies, they are also important when considering with the objective of achieving a 5 percent improvement in compression ignition diesel engine technologies, electrifuel economy over the US06 drive cycle and determining fied powertrains, and improved transmission, which are the economic feasibility of manufacturing TEG systems in discussed in Chapters 3-5. As discussed at the conclusion of quantities of 100,000 per year.
|
From page 77... ...
from passenger cars and trucks (EPA 2014b) and are impor Architectures, components, and sensors are being opti- tant to consider since they may make a possible fuel economy mized to handle the increase in control system complexity.
|
From page 78... ...
EPA is also implementing more all vehicles and model years beginning with 20 percent stringent evaporative emission standards, which represent of the fleet in 2017 and rising to 100 percent of the about a 50 percent reduction from current standards. fleet in 2021.
|
From page 79... ...
modification to the value of the test fuel energy content. Calibration changes consisting of spark retard and increased This modification is applied in order to determine what the idle speed for 30 seconds for faster catalyst warm-up could fuel economy would be if the 1975 baseline test fuel was result in approximately a 0.24 percent increase in fuel used (Memorandum to Tier 3 Docket 2013)
|
From page 80... ...
. TABLE 2.38 California LEV III Emission Standards LEV III Emission Standards, Durability 150,000 miles, FTP-75 Vehicle Types Emission Category NMOG+NOx (g/mi)
|
From page 81... ...
Calibrations generally important components of LCFS compliance, especially as use fixed values for control parameters, such as spark timing, the program reaches maturity. based on engine mapping test results that provide optimum fuel economy.
|
From page 82... ...
The committee's low estimates estimates. For an example midsize car, the spark ignition agreed with NHTSA's estimates as did many of the high engine technologies that might be applied in the 2017 to estimates, while the high estimates were approximately 2025 time frame were estimated to provide approximately 15 percent higher than NHTSA's estimated direct manufaca 17 to 18 percent reduction in fuel consumption and these turing costs for cam phasing, variable valve lift, and 18 bar technologies had a cumulative direct manufacturing cost of BMEP turbocharged, downsized engine.
|
From page 83... ...
Ethanol-boosted, direct injection engines that the final CAFE rule, as well as cost studies for spark ignition are turbocharged and downsized have shown the potential for engine technologies anticipated but not currently in produc- 20 percent fuel savings relative to baseline engines with a tion, to support the midterm review of the CAFE standards. direct manufacturing cost of approximately $750 to $1,000, Enhanced validation through market testing, in which quotes although the requirement for two fuels significantly diminare obtained from suppliers, should be included in these ishes the attractiveness of this concept.
|
From page 84... ...
However, regular grade and might impact new vehicle launches containing fuel gasoline with a higher minimum octane level would need to consumption reduction technologies. Vehicle manufacturers be widely available before manu acturers could broadly of f and suppliers are competing with other sectors, especially fer engines with significantly increased compression ratios.
|
From page 85... ...
Presentation to the sequent Model Greenhouse Gas Exhaust Emission Standards and Test National Research Council Committee on Assessment of Technologies Procedures for Passenger Cars, Light-Duty Trucks, and Medium-Duty for Improving Light-Duty Vehicle Fuel Economy, Phase 2. Washington, Vehicles.
|
From page 86... ...
Green Car Congress, June 15. http://www. Fuel Economy Standards.
|
From page 87... ...
2013. Daimler's Technology Pathway to Meet New Fuel Economy/ Green Car Congress.
|
From page 88... ...
2002. Compression Ratio Influence on Maximum Load Impact of the Energy Independence and Security Act Fuel Economy of a Natural Gas Fueled HCCI Engine.
|
From page 89... ...
2014. SAE Powertrain Panel: Higher-Octane Gas Could Improve Fuel Economy.
|
From page 90... ...
VVA N/A N/A 3.2 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 1.5 1.5 1.5 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar TRBDS1 7.7 - 8.3 7.3 - 7.8 6.8 - 7.3 Previous Tech BMEP 33%DS Turbocharging and Downsizing Level 2 - 24 bar TRBDS2 3.2 - 3.5 3.3 - 3.7 3.1 - 3.4 Previous Tech BMEP 50%DS Cooled EGR Level 1 - 24 bar BMEP, 50% DS CEGR1 3.0 - 3.5 3.1 - 3.5 3.1 - 3.6 Previous Tech Cooled EGR Level 2 - 27 bar BMEP, 56% DS CEGR2 1.4 1.4 1.2 Previous Tech Other Technologies By 2025: Compression Ratio Increase (with regular fuel) CRI-REG 3.0 3.0 3.0 Baseline Compression Ratio Increase (with higher octane CRI-HO 5.0 5.0 5.0 Baseline regular fuel)
|
From page 91... ...
VVT- Dual Cam Phasing DCP 31 - 35 72 - 82 37 - 43 Previous Tech Discrete Variable Valve Lift DVVL 116 - 133 168 - 193 37 - 43 Previous Tech Continuously Variable Valve Lift CVVL 58 - 67 151 - 174 N/A Previous Tech Cylinder Deactivation DEACD N/A 139 N/A Previous Tech Variable Valve Actuation (CCP + DVVL) VVA N/A N/A 157 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 192 290 277 - 320 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar TRBDS1 288 - 331 -129 to -86 942 - 1,028 Previous Tech BMEP 33%DS V6 to I4 and V8 to V6 -455*
|
From page 92... ...
DOHC VVT- Dual Cam Phasing DCP 29 - 33 67 - 76 35 - 41 Previous Tech Discrete Variable Valve Lift DVVL 109 - 125 158 - 182 N/A Previous Tech Continuously Variable Valve Lift CVVL 55 - 63 142 - 163 N/A Previous Tech Cylinder Deactivation DEACD N/A 131 147 Previous Tech Variable Valve Actuation (CCP + DVVL) VVA N/A N/A 261 - 301 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 181 273 328 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar TRBDS1 271 - 312 -122 to -81 877 - 958 Previous Tech BMEP 33%DS V6 to I4 and V8 to V6 -432*
|
From page 93... ...
VVT- Dual Cam Phasing DCP 27 - 31 61 - 69 31 - 36 Previous Tech Discrete Variable Valve Lift DVVL 99 - 114 143 - 164 N/A Previous Tech Continuously Variable Valve Lift CVVL 49 - 56 128 - 147 N/A Previous Tech Cylinder Deactivation DEACD N/A 118 133 Previous Tech Variable Valve Actuation (CCP + DVVL) VVA N/A N/A 235 - 271 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 164 246 296 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar TRBDS1 245 - 282 -110 to -73 788 - 862 Previous Tech BMEP 33%DS V6 to I4 and V8 to V6 -396*
|
From page 94... ...
changes not defined. Variable Valve Timing – ICP 2.1% - 2.7% Feasible based on lower pumping Intake Cam Phasing Agree with NHTSA losses and higher thermodynamic efficiency.
|
From page 95... ...
Engine Friction Reduction – EFR1 48 48 Greater risk for cost to increase for Level 1 48 partially defined friction reductions actions. Low Friction Lubricants and LUB2- 51 51 Costs of 0W-12 oil without final Engine Friction Reduction Level 2 EFR2 51 specifications and associated engine changes are unknown Variable Valve Timing – ICP 31 42 Cost increase with inclusion of all 31 Intake Cam Phasing components for VVT system.
|
From page 96... ...
96 COST, EFFECTIVENESS, AND DEPLOYMENT OF FUEL ECONOMY TECHNOLOGIES FOR LIGHT-DUTY VEHICLES TABLE 2A.5 EPA Fuel Economy Data Examples of Downsizing and Turbocharging R02853 CAFEII TABLE 2.A5.eps
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.