Fev at the third edition of Take A Breath, workshop organized by Loccioni Group, to discuss the potential of innovation in the automotive industry. On 28th and 29th June 2012, 50 companies of 12 countries - including automobile manufacturers (OEMs), automotive component manufacturers (Tier 1) and the international scientific community - met in Italy in Marche region, to discuss the future of the motor.The international speakers parterre - from Volksvagen to Daimler, from General Motors to Ferrari, with Denso, Magneti Marelli, Continental, Delphi, Bosch, IAV, Cummins, Fev, Ricardo with the Polytechnic of Turin and Chalmers University - has drawn the technical, economic and scientific scenario of the sector as well as the current international strategies.

1. THE DIESEL ENGINES EVOLUTION
AT 2020
PRESENTATION
prepared for:
3rd Workshop on the development of internal
combustion engines and powertrain
systems in the next decade
Loccioni Headquarter - Angeli di Rosora, Ancona, Italy
Thomas Körfer
VP Business Unit Passenger Car Diesel Engines

2. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
• still niche propulsion unit (market share < 10%)
• well established in all vehicle segments
• Increasing, but still difficult market acceptance
• Enabler of Low CO2 Strategy
• Extremely challenging emission standards
• Up to 80% market share in ind. countries/segments
Global Market Share
(< 6 to)
100%
80%
60%
40% 21%
22%
20% Gasoline
Diesel
• Market-related specific boundary conditions 0%
• Possible contributor of Low CO2 Strategies
• Challenging market conditions (fuel, service,..) 2011 2020+
+10…11 Mio. Vehicles
© by FEV – all rights reserved. Confidential – no passing on to third parties

3. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
1. CO2
2. Emissions
1. Lowest Emissions 3. Performance
2. CO2 4. TCO
3. TCO
4. Performance
1. TCO
2. Emissions
3. CO2
4. Performance
Regional Priorities demand local solutions
Challenge is to define the best compromise between commonality of parts/technologies and
local necessities
© by FEV – all rights reserved. Confidential – no passing on to third parties 3

4. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Technology driver / Extended emission requirements
PM [g/km] CURRENT SITUATION
0.03
DIESEL DIESEL ~8%
EU4 (2005)
~50% 0.02
LEV I (2003)
EU5 EU6 0.01
(2009) (2014) T2B5 (2007) enacted legislations
EU7 LEV III (2022) FEV scenario
0.00
NOx NOx
0.4 0.3 0.2 0.1 0.0 0.0 0.1 0.2 0.3 0.4
[g/km] 0.00
[g/km]
BS5 (2015)
DIESEL DIESEL ~18%
EU6 EU5
0.01 (2020) (2015)
~45%
0.02
BS4 (2010) EU4 (2010)
Strong growth in Asia –
total Asian Diesel market
0.03
will exceed Europe Diesel
PM [g/km] market bef. 2020
Continuous stringent emission reduction in the US and in the EU. BRIC countries follow these
legislative steps with slight temporal delay
Future limits can be realized with today‘s known technology
A further tightening of the emission norms below the EU6 level demands the wide-spread
implementation of lean DeNOx aftertreatment systems
04.07.2012
© by FEV – all rights reserved. Confidential – no passing on to third parties 4

5. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
Source: 1. The International Council on Clean Transportation, Passenger Vehicle Greenhouse Gas and Fuel Economy Standards: A Global Update
2. Andrew Fulbrooke: “Global Powertrain Evolution: A Focus on PEV and PHEV Developments”, Fluid Technology Conference, 17.06.2010 (Lindau)
© by FEV – all rights reserved. Confidential – no passing on to third parties 5

6. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Further political/social regulations on future mobility
Overview of EU-related Financial CO2 Reduction Measures Restriction of Usage for private cars
Registration Tax Annual Tax Registration and
Annual Tax
© by FEV – all rights reserved. Confidential – no passing on to third parties 6

7. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
Status Pass Car Diesel and Future Demands
Engine Aftertreatment
Diversification between High-End and Mainstream
• Component Features (Engine, FIE, TC)
• Combustion, FIE, TC
% of Total Costs
Strong Enabler for Compliance
w/ CO2 Standards Strong Driver for Acceptance
• Base Engine (Friction, Losses) • Low End Torque
• Combustion • TC
• Aftertreatment • Combustion
• Controls • Controls
Emission Stage
Continuous Challenge
• Hardware (FIE, TC, EGR) TCO depends on customer/market specific
• Combustion realities (mileage, fuel price, tax, etc.)
• Aftertreatment (FSCR) • Modularity
• Controls • System Integration
• Standarization & Scaling Effects
Continuous Compromise between
Emissions, CO2 and NVH
• Base Engine Architecture
• FIE Capabilities
• Controls
© by FEV – all rights reserved. Confidential – no passing on to third parties 7

8. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
Mobility Lifestyles 2020+ - Triade markets BRIC Countries ( + other New Markets)
• Reflection of socio-ecological consequences of mobility • Base mobility
Greenovator • Request for innovative and sustainable solutions • Demand for simple and
• Increasing demand for individual mobility in a fragmeted Basic • convenient products
Family Cruiser network of family and friends • Preference for locally,
• national products
• Pro-active in the third phase of live
Silver Driver • Experienced, high quality expectation • Cost-attractive,
mid-quality products
High Frequency • Everyday life with high, spontanuous mobility demand • Possibility for
• Mobility often / mostly in big urban areas / mega-cities
Smart Basic individualization
Commuter
• Partly open for
Global Jet • Global mobility fundamental demand for profession foreign products
Setter • High request for premium performance / service
Sensation • Mobility as symbol for freedom, fun and life-style as well Premium • Status, prestige and
Seeker as for status and prestige comfort
• Differenziation as symbol
Low-End • Limited mobility budget, request for low-cost options Segment for success
Mobility • Willingness to accept restrictions
© by FEV – all rights reserved. Confidential – no passing on to third parties 8

9. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
© by FEV – all rights reserved. Confidential – no passing on to third parties 9

10. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Global Status Light-Duty Diesel Engine 2011/12
On-board Electric Power Generation Grid based Electric Power Supply
Grade of Electrification
ICE
(Gasoline / Diesel)
Conventional Micro - Mild - Full Plug-In Hybrid Vehicle - BEV w/ RE Pure Battery
Vehicle Hybrid Vehicle Electric Vehicle
Drivers and Motivations
* Strongly depending on energy mix
CO2 Reduction*
Local (Urban) Air Quality
Energy Diversification / Autonomy
Customer Wish / Lifestyle Change ???
© by FEV – all rights reserved. Confidential – no passing on to third parties 10

11. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
© by FEV – all rights reserved. Confidential – no passing on to third parties 11

12. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Technology driver - Extended emission requirements
Passenger Car
30
NEDC FTP-75
25 NEDC test cycle not
representative for real world
20
BMEP [bar]
driving, since engine map
15 covered only in small area.
10
5
0
Well know alternative test
30
cycles cover engine map
BAB-Cycle Artemis Urban more widely.
25
20
BMEP [bar]
15 New / additional test cycle
10 under development, which
will require an extension of
5
the emission calibration
0 compared to today's NEDC
500 1000 1500 2000 2500 3000 3500 4000 4500 500 1000 1500 2000 2500 3000 3500 4000 4500
Engine Speed [1/min] Engine Speed [1/min]
© by FEV – all rights reserved. Confidential – no passing on to third parties 12

13. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Diesel Technology Pathways
Future Core Diesel technologies grouped into six major clusters
Combustion Air Path
Future Diesel
Technologies FIE Engine Controls
EATS Electrification/
Hybridization
directly fuel related indirectly fuel related
© by FEV – all rights reserved. Confidential – no passing on to third parties 13

14. THE DIESEL ENGINES EVOLUTION AT 2020
Tool-chain based Process for Future Diesel Technology Evaluation
ILLUSTRATIVE
Cylinder Head Boosting
Concept System
Valve Train
Variabilities EGR
Concept
Combustion
System
Cooling
Concept
CLCC & Model-
based Control
*: with peak firing pressure of 220 bar
BMEP = 35 bar
100 kW/ltr.
© by FEV – all rights reserved. Confidential – no passing on to third parties 14

15. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Evolution of Diesel Engine Performance
2-stage serial turbocharged HECS engine
120
Brake Power [KW/L]
100
100 80
Specific
Series Production Engines 60
105 kW/l
Concepts/Prototypes 40
80 20
Power Density [kW/l]
0
350
300
Torque [Nm/L]
60 250
Specific
200
37,7 bar
150
40 100
50
260
Peak Pressure [bar]
240
20
220
200
180
160
0 140
1930 1940 1950 1960 1970 1980 1990 2000 2010 2020 120
100
Model Year 1000 2000 3000 4000 5000
Realisation of 100 kW/l-concepts expected in this decade Engine speed
Mainstream applications with lower power density (40-65 kW/ltr.)
© by FEV – all rights reserved. Confidential – no passing on to third parties 15

16. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Fundamentals of EGR- and boosting system development
MAJOR ITEMS
Definition of O2 and rel. A/F Ratio Target Area
Valvetrain and Port Layout
Turbocharging and Intercooling
EGR and Cooling
Increased boost pressure is necessary in combination with increased EGR to avoid reduced process
efficiency
© by FEV – all rights reserved. Confidential – no passing on to third parties 16

17. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Improvement of global combustion system performance by VVT
GT-Power Simulation HECS Gen II
A
B
Twin VCT
Minimized Soot at highest EGR-rates
EVO-Vari
Twin VCT+VOD(ex)1
1 Variable opening duration 0.20 10
0.16 8
[g/kWh]
[g/kWh]
ISPM
ISHC
0.12 6
0.08 4
0.04 2
0.00 0
50 250
40 240
[g/kWh]
[g/kWh]
ISCO
ISFC
n = 1200 min-1; IMEP = 2.6 bar; Constant combustion phasing, X50=8°CA ATDC 30 230
20 220
Intake event length 155°
CA, Exhaust event length 1 91°
CA
Intake event length 118°
CA, Exhaust event length 1 21°
CA 10 210
Intake event length 118°
CA, Exhaust event length 1 21°
CA, 24°CA Cam Phasing 0 200
Intake event length 118°
CA, Exhaust event length 1 21°
CA, 48°CA Cam Phasing
Exh. Temperature
-0.0 240
-0.1 230
Increased Exhaust Gas Temperature
IMEPLP
[bar]
-0.2 220
[°C]
-0.3 210
-0.4 200
-0.5 190
0.0 0.5 1.0 1.5 2.0 0.0 0.5 1.0 1.5 2.0
Indi. NOx-Emissionen [g/kWh] Indi. NOx-Emissionen [g/kWh]
Smart Valvetrain Functionalities improve engine-out emission performance as well
as thermal management of exhaust aftertreatment
© by FEV – all rights reserved. Confidential – no passing on to third parties 17

18. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Diesel hybrid calibration study - Hybrid component models
Power for NEDC
Detailed Simulation of Hybrid Powertrain
– Consideration of operational strategies
– Consideration of HV and LV consumer
E-Motor torque for NEDC
– Detailed battery model
– Efficiency map based model of electric drive
Energy consumption
Speed-torque distribution of E-Motor
Weight
Frontal area Inertia
Drag coefficient Gear ratios
Rolling resistance Nominal power
… …
© by FEV – all rights reserved. Confidential – no passing on to third parties

19. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Downspeeding
Fuel Consumption reduction potential (operation point shift with e.g. CVT gear box)
4-6%
4-7%
MD engine
Remarkable fuel consumption reduction possible by downspeeding
Additional potential for improvement by optimizing max. torque area (TC
layout, injection nozzle layout)all rights reserved. Confidential – no passing on to third parties
© by FEV – 19

20. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Future FIE System Demands
WORK IN PROGRESS
FEV HiFORS - High Pressure Fast Opening Rate
Shaping Diesel Injector
High Injection Pressure
– Designed for Minimum 2500 bar Rail Pressure
– Fuel Consumption And Emissions Benefit
Continuous Rate Shaping
– Modelling of Combustion / Heat Release
– Acoustics Benefit
Fast Spring-Loaded Needle
– Improved NOx/Particle Trade-Off
– Digital Rate-Shaping Capability
80
70 tBoot =
Injection Rate / cm /s
300 µs
60
3
600 µs
50 900 µs
1200 µs
40 1500 µs
1800 µs
30
20
10
0
80
70 tRamp =
Injection Rate / cm /s
3
0 µs
60
500 µs
50 1000 µs Improved Emissions with comparable efficiency
1500 µs
40 2000 µs at significantly reduced combustion noise
2200 µs
30
20
10
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Time / ms
Körfer, presentation title, date © by FEV – all rights reserved. Confidential – no passing on to third parties 20

21. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
SCR vs LNT Technology / EU-6 Vehicles with DeNOx Aftertreatment
for EU6 LNT and SCR application in production. Generally LNT preferred for lighter vehicles
Future challenge for on-road as well as off-road applications: Quite low SCR temperatures in
legislative as well as customer specific cycles
Thermal management (heating mode) required in order to fulfill emission demands, but not
acceptable due to CO2 saving strategies
Integrated optimisation of engine and aftertreatment required in order to achieve emission
demands e.g. with lowest fuel consumption
© by FEV – all rights reserved. Confidential – no passing on to third parties 21

22. THE DIESEL ENGINES EVOLUTION AT 2020
Adv. EAT Systems - SCR-Coated DPF (FSCR)
PROJECT EXECUTION
DOC DPF SCR
Closed coupled DPF, underbody SCR-catalyst
Unfavorable packaging and light-off behavior of SCR-catalyst optional
DOC SDPF SCR
DOC SDPF
SCR-coated DPF (SDPF)
Packaging benefits
Better light-off behavior of SCR-catalyst
Major Challenges ∆ of 250…400 s
Storage of NH3 depending on soot load
no CRT-effect Start of Dosing / Conversion Typical Start of Dosing / Conversion
for Conventional Layout (DOC – DPF – SCR)
High temperature stress of SCR coating during DPF regeneration
Longer distance DOC – DPF higher temperature downstream DOC for DPF regeneration
© by FEV – all rights reserved. Confidential – no passing on to third parties

23. THE DIESEL ENGINES EVOLUTION AT 2020
Adv. EAT Systems – Future Requirements and Approaches
CASE EXAMPLE
2010
EU-6
Low CO2 EU-5
US T2B5
2017+
EU-6+
EU-7
US T2B2
NEDC and WLTP with low and medium exhaust temperatures LNT is
suitable technology
RDE with higher exhaust temperatures limited NOx reduction by LNT, high
NOx reduction by SCR combination LNT + SDPF is favorable
© by FEV – all rights reserved. Confidential – no passing on to third parties 23

24. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Advanced Engines Controls – CLCC Gen.2/3
WORK IN PROGRESS
© by FEV – all rights reserved. Confidential – no passing on to third parties 24

25. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Advanced Engines Controls – Future DPF Thermo-Management
WORK IN PROGRESS
Centroid of heat release:
α Q 50 =
∫ Q(φ)φdφ
∫ Q(φ)dφ
© by FEV – all rights reserved. Confidential – no passing on to third parties 25

26. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Assessment of Future Diesel Technologies
Technology Pathway
Parameter: Challenge: Tendency: Countermeasures: Risks:
Design / Architecture Increase of specific Higher Peak Firing Lowered Compression Emissions / Stability
power vs. friction/loss Pressures Modular Design Complexity / Costs
reduction VCR New development
Combustion Low Emissions at Higher Inj. Pressures … Costs / Complexity
highest efficiency and Mixture
improved noise Homogenisation Emissions / Noise
Air path Enhanced map-wide Multiple Charging Electrical Assistance Costs / Complexity
boost (E-Turbo or E-Traction)
Multiple EGR
VT Functionalities
Fuel Injection Improved Functionalities Incr. Inj. Pressures …. Costs / Complexity
vs. Cost and Reliability Rate Shaping
Multiple Injection
Aftertreatment Conversion vs. Integrated systems ….. Costs / Complexity
Temperature and Time (FSCR)
Reformer Technolgy
Engine Controls / Exploding Demand vs. Model-based Logics ….. Costs / Complexity
OBD System Complexity Virtual Sensors
Year 2012 2015 2017 Year 2020 2022 2025
26
© by FEV – all rights reserved. Confidential – no passing on to third parties

27. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Cost Favourable Low CO2 Diesel Engine Line-Up
ILLUSTRATIVE
Central Cylinder Swept Volume of about 400 ccm
refined and optimized combustion system Electrical Aid
4-Valve Layout Adv. bowl geometry
High Flow Ports Compr. Ratio ~16:1
FLEXIBILITY Seat Swirl Chamfer Cent., Vertical Injector
Production
Top End
Engine Family of (2-) / 3- / 4- and 6-Cylinder Versions
(eventually with 2 different strokes)
MODULARITY EAS
Bottom End
0,8L I-2 2.3L I-6 DPF*
NSC
1.6L In-Line 4
MODULARITY Sub-Systems
FIE TC EGR
SCR
* mandatory for core EU
04.07.2012
© by FEV – all rights reserved. Confidential – no passing on to third parties 27

28. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Closed-coupled Integrated Solutions
PUBLISHED EXAMPLE
DOC ( or LNT ???)
DPF ( or FSCR ???)
New 2,0L VW (MDB)
© by FEV – all rights reserved. Confidential – no passing on to third parties 28

29. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
CO2 Compliance Roadmap to 2020+
E-Cars
PI-HEV Conv. Cars
150
CO2 Emissions [g/km]
incl. Hybrid
~4
140
~47
~146
130
120 ~35%
110
Target
100 95 g/km
EU Fleet Average
2009 2020
160 ENGINE
CO2 Emissions [g/km]
140 VEHICLE
120 ELECTRIC
100
Target
Very high CO2 Reduction potential by Plug-in Hybrid solutions 80 95 g/km
60 Proposal
But: Pronounced CO2 numbers for Plug-in-Hybrids are 70 g/km
consequence of test procedure and not realistic for 40
Vehicle Weight ~1400 kg
„Real World“-operation 20
Biermann, VCC-FEV_Annual_meeting_agenda_2012-06-21, 21 June 2012 © by FEV – all rights reserved. Confidential – no passing on to third parties 29

30. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Frontloading: PROcal Suite for integrated system optimization
© by FEV – all rights reserved. Confidential – no passing on to third parties

31. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
THE DIESEL ENGINES EVOLUTION AT 2020
Summary and Conclusions
Updated Diesel Engines are capable to meet the
European CO2-Limits for the majority of
applications for 2020 w/out hybridisation
A further tightening of the legal CO2 and emission
standards can be met by increased electrification of
the powertrain (P-HEV)
Global roll-out of modern diesel engines offer
substantial CO2 saving potential, but demands a
flexible, modular engine concept
The maintenance of an attractive “Total-Cost-of-
Ownership” as well as fulfillment of new customer
requests represent the main challenges for small
diesel engines
Successful, cost-effective product development
requests more experience-proven simulation with
advanced computational procedures and routines
© by FEV – all rights reserved. Confidential – no passing on to third parties 31

32. THE DIESEL ENGINES EVOLUTION
AT 2020
PRESENTATION
prepared for:
3rd Workshop on the development of internal
combustion engines and powertrain
systems in the next decade
Loccioni Headquarter - Angeli di Rosora, Ancona, Italy
Thomas Körfer
VP Business Unit Passenger Car Diesel Engines

33. 3rd Workshop on the development of internal combustion engines and powertrain systems in the next decade
• <80 KW/l* • ≤100 KW/l* • ≤120 KW/l*
• <220 Nm/l • ≤300 Nm/l • ≤350 Nm/l
• EU-5/(-6) • EU-6+/(-7) • EU-7
• US T2B5 • US T2B2 • US T2B2
• 87 g/km CO2 • 75 g/km CO2 • <70 g/km CO2
• FIE 2000 bar • FIE 2500 bar • FIE 3000 bar
• 1-/2-Stage TC • 1-/2-/3-Stage TC • 1-/2-/3-Stage TC
• DPF • LNT+FSCR • LNT+FSCR
• LNT/SCR
Year 2012
2012 2015 2017 2020 2022 Year 2025
Author, presentation title, date © by FEV – all rights reserved. Confidential – no passing on to third parties 33