Gasoline Powertrain Technologies:

Developing Solutions for the Global Market

J ohn Kirwan
Chief Scientist,
Gasoline Engine Management Systems
Outline
Global Powertrain Market Drivers


Delphi Gasoline Engine Management Systems Engineering
Footprint with Examples of Regionally-Focused Activities


CO
2
Reduction Technologies for Worldwide Application


Summary and Conclusions
2
Outline
Global Powertrain Market Drivers


Delphi Gasoline Engine Management Systems Engineering
Footprint with Examples of Regionally-Focused Activities


CO
2
Reduction Technologies for Worldwide Application


Summary and Conclusions
3
4
Committed to the Kind of Innovation that Will Keep Our
Planet Green and Its Occupants Safer and More Connected
MEGATRENDS
MEGATRENDS
People Megatrends
Natural Growth
People Live Longer
Generations X & Y
Increased Concern about Safety, Security and
Privacy
Health Care
8/5 >12/6 >24/7
World Megatrends
World Turmoil
Globalization
Higher Cost of Natural Resources
Increasing Environmental Awareness/
Regulations
Technological Megatrends
Information Explosion
Wireless World

Safe
Traffic congestion in major
metro areas around the world
becomes worse; more
accidents; longer commute;
higher stress level
Green
Fast growing economies:
more fuel for mobile platforms
Demand for electrical energy
and related conventional
resources far exceeds current
capabilities
Connected
Global demand for
broadband access will
continue to grow
5
Committed to the Kind of Innovation that Will Keep Our
Planet Green and Its Occupants Safer and More Connected
MEGATRENDS
MEGATRENDS
People Megatrends
Natural Growth
People Live Longer
Generations X & Y
Increased Concern about Safety, Security and
Privacy
Health Care
8/5 >12/6 >24/7
World Megatrends
World Turmoil
Globalization
Higher Cost of Natural Resources
Increasing Environmental Awareness/
Regulations
Technological Megatrends
Information Explosion
Wireless World

Safe
Traffic congestion in major
metro areas around the world
becomes worse; more
accidents; longer commute;
higher stress level
Green
Fast growing economies:
more fuel for mobile platforms
Demand for electrical energy
and related conventional
resources far exceeds current
capabilities
Connected
Global demand for
broadband access will
continue to grow
Desire for energy
security and a clean
environment
Powertrain Global Market Drivers:
Low tailpipe emissions and CO
2
reduction
with fun-to-drive performance

6
Global emissions legislation is evolving toward fuel neutral standards, with emerging
countries adopting European legislation.
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60 60
124
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250
180
80
124
43
0
50
100
150
200
250
300
Euro 4 Euro 5 / 5+ Euro 6 Tier2 Bin8 Tier2 Bin5
N
O
x

E
m
i
s
s
i
o
n
s

S
t
a
n
d
a
r
d
,

m
g
/
k
m
SI Engine
Diesel Engine
NEDC Cycle FTP Cycle
NOx relief is disappearing
for EU diesel engines
Powertrain Market Drivers: CO
2
Reduction with Low Tailpipe Emissions
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Europe
USA
(federal)
China
(nationwide)
Euro 4 Euro 6
Tier II bin 8 Tier II bin 5
Euro 2 Euro 3 Euro 4
(w/o OBD)
(w OBD)
Euro 5 Eu5+
Powertrain Market Drivers: CO
2
Reduction with Low Tailpipe Emissions
Global CO
2
/ Fuel Economy Legislation Creates a Significant Challenge
7
50
100
150
200
250
300
2005 2010 2015 2020 2025
C
O
2
,

g
/
k
m
EU Comission
Phase-in
65%
100% EU / ACEA
Agreeement
95 g/km
EU Target
LD Truck
United States
CAFE
Pass. Car
DOT / EPA
US National Standard:
2012 - 2016
Car + Truck
35.5 MPG DOT / EPA / CA LEV3:
US National Standard
2017 - 2025
54.5 MPG
Car + Truck
China Fleet Avg.
Europe
Fleet Avg.
Powertrain Market Drivers: CO
2
Reduction with Low Tailpipe Emissions
Global CO
2
/ Fuel Economy Legislation Creates a Significant Challenge
8
50
100
150
200
250
300
2005 2010 2015 2020 2025
C
O
2
,

g
/
k
m
EU Comission
Phase-in
65%
100% EU / ACEA
Agreeement
95 g/km
EU Target
LD Truck
United States
CAFE
Pass. Car
DOT / EPA
US National Standard:
2012 - 2016
Car + Truck
35.5 MPG DOT / EPA / CA LEV3:
US National Standard
2017 - 2025
54.5 MPG
Car + Truck
China Fleet Avg.
Europe
Fleet Avg.
Substantial innovation will be required to reduce CO
2
while delivering
features and performance expected by todays demanding customers
Outline
Global Powertrain Market Drivers


Delphi Gasoline Engine Management Systems Engineering
Footprint with Examples of Regionally-Focused Activities


CO
2
Reduction Technologies for Worldwide Application


Summary and Conclusions
9

Delphi Gasoline Engine Management Systems
Global Engineering Employees by Region
Includes DEG. As of J ul 2012.
10
11
Juarez, Mexico
Piracicaba, Brazil
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA
Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
Singapore, Singapore
Krakow, Poland

Delphi Gasoline Engine Management Systems
Global Technical Centers
Beijing, China
12
Juarez, Mexico
Piracicaba, Brazil
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA
Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
3 Veh. / 6 Eng.
4 Veh. / 2 Eng.
Singapore, Singapore
Krakow, Poland
1 Veh.
7 Veh. / 8 Eng.
3 Veh. / 2 Eng.

Delphi Gasoline Engine Management Systems
Global Technical Centers
Beijing, China
European-Focused Activity: Gasoline Direct Injection (GDi) Engine
Particulate Number Emissions Reduction
13
GDi Engine Particulate Number Emissions Reduction
6E11 #/km
4.5 mg/km
Vehicle test data by Delphi
(Compliant)
(Non-Compliant)
References:
SAE 2012-01-1212;
IMechE Fuel Systems Conference, Mar 2012
14
(Compliant)
GDi Engine Particulate Number Emissions Reduction
6E11 #/km
4.5 mg/km
(Non-Compliant)
Vehicle test data by Delphi
References:
SAE 2012-01-1212;
IMechE Fuel Systems Conference, Mar 2012
15
Juarez, Mexico
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA
Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
3 Veh. / 6 Eng.
6 Veh. / 7 Eng.
4 Veh. / 2 Eng.
Singapore, Singapore
Krakow, Poland
1 Veh.
7 Veh. / 8 Eng.
3 Veh. / 2 Eng.

Delphi Gasoline Engine Management Systems
Global Technical Centers
Beijing, China
South American Focused Activity: Heated Tip Fuel Injector for
Ethanol-Fueled (E100) Engine Cold Starting
Piracicaba, Brazil
Heated Tip Fuel Injector for Ethanol-Fueled
(E100) Engine Cold Starting
16
E100 Cold Start Comparison:
1.6L production engine with heated fuel rail vs.
1.8L development engine with heated tip injectors
0
3
6
9
12
15
T
i
m
e
,

s
e
c
Ambient Temperature, C
-5 0 5 10
Heated Rail Preheat Time
Heated Rail CrankTime
Heated Tip Injector Preheat Time
Heated Tip Injector Crank Time
50% start time
improvement
Fuel injector with electrically heated tip
improves wintertime starting with
E100-fueled vehicles in Brazil
Increases fuel vaporization for low
volatility E100 fuel
Gasoline injector based design
leverages vast experience and proven
product robustness
Eliminates secondary gasoline cold
start systems
Offers reduced complexity, faster
starting and lower energy consumption
compared to competing heated fuel rail
systems

References:
SAE 2012-01-0418; SAE 2010-01-1265;
SAE 2010-01-1264; SAE 2009-01-0615
Outline
Global Powertrain Market Drivers


Delphi Gasoline Engine Management Systems Engineering
Footprint with Examples of Regionally-Focused Activities


CO
2
Reduction Technologies for Worldwide Application


Summary and Conclusions
17
Turbocharged
Gasoline Direct Injection

18
19
Gasoline Direct Injection is a Key Enabler
to Improve Low-end Torque in Boosted
Engines
Improved volumetric efficiency and reduced
knock propensity
Direct injection with cam phasing
allows scavenging with fresh air to
reduce residual gas fraction
In-cylinder fuel vaporization reduces
charge temperature
Improved combustion phasing
Charge motion increases burn rate
Benefits
Fuel economy improvement: 8 15%
Increased power and responsiveness
Stoichiometric engine operation allows
emissions control via traditional 3-way
exhaust catalyst
CO
2
Reduction Technologies for Gasoline Engines
Turbocharged Gasoline Direct Injection Engines
CO
2
Reduction Technologies for Gasoline Engines
Turbocharged Gasoline Direct Injection Engines
Homogeneous GDi fuel system features
Inwardly-opening, multi-hole GDi Injectors, fuel
rail and engine-driven high pressure fuel pump
Mixture preparation focused on complete
vaporization and mixing of the fuel and air
Improved fuel control and split-injection during
cold start for rapid catalyst light-off
Key requirements
Operation at fuel pressures up to 200 bar
Spray generation for good vaporization and
mixing without wetting in-cylinder surfaces
High linear flow range, no pintle bounce and
low noise
20



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0 200 400 600 800 1000 1200 1400
C
O
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R
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d
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c
t
i
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[
%
]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6
(with DeNOx)
3cyl. Turbo GDi
EU6
3cyl. Turbo Diesel EU6
(with SCR)
4cyl. MPFI
EU4, 1160kg
3cyl. Turbo Diesel EU6
No Lean Aftertreatment
25 Euro / %
50 Euro / %
No electrification considered
CO
2
Reduction Technologies for Gasoline Engines
Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine
Value Analysis
21
Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
0
5
10
15
20
25
30
35
40
0 200 400 600 800 1000 1200 1400
C
O
2
R
e
d
u
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t
i
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[
%
]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6
(with DeNOx)
3cyl. Turbo GDi
EU6
3cyl. Turbo Diesel EU6
(with SCR)
4cyl. MPFI
EU4, 1160kg
3cyl. Turbo Diesel EU6
No Lean Aftertreatment
25 Euro / %
50 Euro / %
Turbo GDi and Turbo Diesel engine
comparison shows similar
On Cost / % CO2 reduction
No electrification considered
CO
2
Reduction Technologies for Gasoline Engines
Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine
Value Analysis
22
Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
0
5
10
15
20
25
30
35
40
0 200 400 600 800 1000 1200 1400
C
O
2
R
e
d
u
c
t
i
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[
%
]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6
(with DeNOx)
3cyl. Turbo GDi
EU6
3cyl. Turbo Diesel EU6
(with SCR)
4cyl. MPFI
EU4, 1160kg
3cyl. Turbo Diesel EU6
No Lean Aftertreatment
25 Euro / %
50 Euro / %
Turbo GDi and Turbo Diesel engine
comparison shows similar
On Cost / % CO2 reduction
No electrification considered
CO
2
Reduction Technologies for Gasoline Engines
Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine
Value Analysis
23
Lean NOx aftertreatment (if necessary)
is a significant cost driver
Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
Variable Valve Lift
24
CO
2
Reduction Technologies for Gasoline Engines
2-Step Variable Valve Lift and Timing
25
2-Step mechanization with cam phasing
varies intake valve lift, duration and
timing as a function of engine load
3-lobe cam provides two intake valve lift
profiles
Cam follower switches between high and
low lift profiles
Oil control valve hydraulically actuates
switching
Enables separate optimization of low
load and high load intake events
Optimized low load profile with early
intake valve closing (EIVC) substantially
reduces pumping work losses for
improved fuel economy (3%-6%)
Optimized high load phasing improves
low-speed torque (2%-3%) and peak
power (2%-4%)



Exhaust
Intake
High
Lift
Low
Lift
Oil Control Valve
2-Step Roller Finger Follower Arm
References:
SAE 2011-01-0900; SAE 2011-01-1221;
SAE 2007-01-1285; SAE 2006-01-0400;
SAE 2003-01-0029
CO
2
Reduction Technologies for Gasoline Engines
2-Step Variable Valve Lift and Timing
26
2-Step mechanization with cam phasing
varies intake valve lift, duration and timing
as a function of engine load
3-lobe cam provides two intake valve lift
profiles
Cam follower switches between high and
low lift profiles
Oil pressure regulating valve controls
switching


2-Step Roller Finger Follower
Arm
Pressure
Regulating
Valve
3-Lobe Cam
Exhaust
Intake
High
Lift
Low
Lift
Animation of 2-step Operation
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30
35
40
0 200 400 600 800 1000 1200 1400
C
O
2
R
e
d
u
c
t
i
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n

[
%
]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6
(with DeNOx)
3cyl. Turbo GDi
EU6
3cyl. Turbo GDi
2 step VVL EU6
3cyl. Turbo Diesel EU6
(with SCR)
4cyl. MPFI
EU4, 1160kg
3cyl. Turbo Diesel EU6
No Lean Aftertreatment
25 Euro / %
50 Euro / %
No electrification considered
Reference: SAE 2010-01-0590
3-cyl Boosted Engine
Value Analysis
CO
2
Reduction Technologies for Gasoline Engines
2-Step Variable Valve Lift and Timing
Estimated 3% incremental
benefit with 2-Step VVL
27
Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
Advanced Low Temperature
Gasoline Combustion

28
Objective
Develop, implement and demonstrate fuel consumption reduction technologies in a
gasoline-fueled vehicle
Key emphasis on reduction-to-practice
Targeted fuel economy improvement of >25% versus PFI baseline.
Phase 1 focus: EMS, GDi, and advanced valvetrain products in combination with
technologies to reduce friction and parasitic losses.
Phase 2 focus: develop and demonstrate improved thermal efficiency from
advanced low temperature combustion with gasoline direct injection compression
ignition (GDCI).
1Q 2014
CO
2
Reduction Technologies for Gasoline Engines
Ultra Fuel Efficient Vehicle (UFEV) Project
29
Combustion strategy
High compression ratio (~15:1)
and lean (with boost) for high
thermal efficiency
Central-mount, GDi-like injection
pressure, multi-late injection
strategy for partially pre-mixed
combustion
Gasoline has excellent fuel
properties versus Diesel fuel for
this combustion mode
Higher volatility enables
rapid vaporization
Higher octane number
increases ignition delay to
increase mixing time
Low temperature combustion
(lean with EGR) enables low
engine out NOx and soot



30
CO
2
Reduction Technologies for Gasoline Engines
Advanced Combustion: Gasoline Direct injection Compression Ignition (GDCI)








Medium CR SI Engines
High CR CI Engines
Fuel-Air
Mixture
Ignition
Point


Fuel-Air
Mixture

GDi-Homo
C
o
m
p
r
e
s
s
i
o
n
I
n
j
e
c
t
i
o
n
/
I
g
n
i
t
i
o
n

Ai r
Residuals
EGR
Stratified
Lean SI
Fuel-Air
Mixture
Ignition
Point


Fuel-Air
Mixture

GDi-Homo
C
o
m
p
r
e
s
s
i
o
n
I
n
j
e
c
t
i
o
n
/
I
g
n
i
t
i
o
n

Ai r
Residuals
EGR
Stratified
Lean SI


Ai r
Fuel-Air
Mixture
Ignition
Point
Lean
Fuel-Air
Mixture
Late Fuel Injection
-Controlled Stratification
Ai r
Residuals
EGR
GDCI DIESEL
Ai r
Residuals
EGR


Ai r
Fuel-Air
Mixture
Ignition
Point
Lean
Fuel-Air
Mixture
Late Fuel Injection
-Controlled Stratification
Ai r
Residuals
EGR
GDCI DIESEL
Ai r
Residuals
EGR




Representative Single Cylinder Engine Results
GDCI versus Diesel on the same engine
A-B tests equally constrained for smoke and noise
Efficiency evaluation
ISFC (vol.) worse than Diesel due to higher Diesel fuel density
ISFC (mass), thermal efficiency and CO
2
significantly improved over Diesel


ISFC: Indicated specific fuel consumption
ITE: Indicated thermal efficiency
ISCO2: Indicated specific CO2 emissions
31
Gasoline Diesel
Density (g/cc) 0.741 0.857
LHV (MJ/kg) 43.1 42.8
CO2 (g/MJ-HR) 73.6 74.44
1500 rpm
6bar IMEP
CO
2
Reduction Technologies for Gasoline Engines
Advanced Combustion: Gasoline Direct-injection Compression Ignition (GDCI)
References:
SAE 2012-01-0384;
SAE 2011-01-1386;
20
th
Aachen Colloquium on Auto-
mobile and Engine Technology,
October, 2011
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200
426
633
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100
200
300
400
500
600
700
ISFC (vol)
g/Kw-hr
ISFC (mass)
g/kW-hr
ITE x 10
%
ISCO2
g/kW-hr
GDCI, Triple
Injection
Diesel
GDCI
9.5% better
GDCI
8% better
GDCI 10% better
GDCI
4.5% worse
32
Summary and Conclusions
Global emissions and CO
2
mandates are driving substantial
powertrain innovations to meet legislative requirements in fun-to-
drive vehicles
A worldwide engineering footprint is essential to develop region-
specific solutions and meet the overall expectations of our global
OEM customers
Turbocharged GDi engines and 2-step variable valvetrain
systems offer high value CO
2
reduction strategies for worldwide
application in gasoline-fueled vehicles
Low temperature GDCI combustion appears promising as a
longer term CO
2
reduction strategy for Diesel-like fuel efficiency
in gasoline-fueled engines




Thank You for Your Attention



Innovation for the Real World