Ricardo plc

DI Boost High performance

gasoline direct injection
Performance without compromise

A collaborative development programme in partnership

with the Robert BOSCH Corporation

Delivering Value Through Innovation & Technology

 “Ricardo is a leading provider of technology, product
innovation, engineering solutions and strategic consulting
to the world’s automotive industries.”

 Delivering Value Through Innovation & Technology

 Results & project achievements

Contents

4 - The Ricardo group

5 - A climate for change
Direct gasoline injection & turbocharging
The DI Boost project
6 - Platform & powertrain selection
7 - Base engine design and mods
8 - Centre spread
10 - Turbocharger & air handling systems
11 - FIE & Engine Management System
12 - Development approach
Simulation activities
Calibration development
14 - Results & project achievements

Delivering Value Through Innovation & Technology 

 Ricardo
A history of innovation & world class technology
The Ricardo group
Ricardo is a leading provider of
technology, product innovation,
engineering solutions and
strategic consulting to the world’s
automotive industries.
Ricardo is a leading provider of technology,
product innovation, engineering solutions
and strategic consulting to the world’s
automotive industries. With a network
of advanced and well-equipped technical
centres and offices in the UK, North America,
China, Japan, Germany and the Czech
Republic, we serve a wide and balanced core
customer base represented by the leading
global automakers, vehicle compo-
nent and system manufacturers, and
automotive regulatory agencies.
We are also active in other
key market sectors such
as motorcycle, heavy
duty truck, off-high-
way, military vehicle,
marine and locomo-
tive propulsion
system manufac-
turers, as well
as serving many
leading teams in
all formulae of
motorsport.
Ricardo - a history of investment in world-class automotive technology concepts. Recent demonstrators include:
i-MoGen LBDi
i-MoGen diesel mild-hybrid concept Lean Boost Direct Injection demonstrator
demonstrator, delivering leading edge showcasing the performance & emissions
emissions & fuel efficiency performance, benefits of a down-sized, lean operating
using Ricardo advanced supervisory con- Gasoline powertrain.
trol strategies.
 Delivering Value Through Innovation & Technology
The need to minimise the environmental impact
of future vehicles is a major driver for our own
technology research programme, one of the prin-
cipal means by which Ricardo maintains its tech-
nological edge. Recent benefits of this approach
are apparent, for example, in the leading position
Ricardo now occupies in the development of
hybrid vehicle systems and of clean diesel and
gasoline engine technologies offering improved
fuel economy, reduced CO2 and low regulated
exhaust emissions.
“ The need to minimise the
environmental impact of future
vehicles is a major driver for
our own technology research
programme ”
With our commitment to excellence and industry
leadership in technology and knowledge, our
greatest asset is our people, approximately 70%
of whom are highly qualified multi-discipline pro-
fessional engineers, consultants and technicians.
Together, our vision is to make Ricardo the
natural partner of choice for all our customers in
all sectors.
HyTrans
HyTrans micro-hybrid diesel delivery
van concept, delivering up to 21% fuel
efficiency savings on a ‘real world’ urban
delivery cycle.
A climate for change
The development of engines with high specific output and low
specific fuel consumption is now, more than ever, becoming a
principal focus for powertrain product development. A combination
of two primary factors is driving this demand: global increases in
fuel cost, due to energy security concerns and stricter government
regulations to address the ever present issue of climate change .
As worldwide fuel prices continue to increase, consumers are
shifting their purchasing interests toward more fuel-efficient
vehicles. In the US market the new federal corporate average fuel
economy (CAFÉ) regulations that are in place for the timeframe
from 2008 to 2011 are further fuelling the demand for more fuel
efficient powertrain solutions.

Direct gasoline injection & turbocharging
One concept to provide both high specific output and low specific
fuel consumption is the combination of turbocharging and gasoline
direct fuel injection. This is an attractive concept for the North
American market where sport utility vehicles, light trucks and sports
cars of all sizes are in demand from consumers.
In contrast to this are consumers’ vehicle performance and capability
demands. Sport utility vehicles, cross-over vehicles, light duty trucks
and both mid and full size passenger cars continue to be a significant
portion of vehicles sold in North America. Consumers expect
these vehicles to have good driveability characteristics regardless of
their size and mass. These vehicles require relatively large engines
with moderate to high output to achieve the desired driveability
characteristics.
One method of improving fuel economy is to shift the operation
of the engine to areas of higher thermal efficiency and to reduce
pumping losses. This can be accomplished by decreasing the
engine’s displacement, either by using cylinder deactivation or
downsizing. However, downsizing alone leads to lower output
and a driving experience that no longer meets the consumers’
expectations. The combination of downsizing and forced induction
regains the lost performance but with some limitations associated
with each method. Turbo charging counteracts the power lost
from downsizing without the parasitic losses associated with
supercharging.
strategies that assist in reducing engine out emissions and decreasing
catalyst light-off times. The addition of turbo charging can be used
to create engines with high specific output. Turbocharging allows
the down-sizing of these engines while still meeting the power
objectives. The downsized engine will operate in its most efficient
range for a greater proportion of its running time thereby decreasing
consumption.
The DI Boost project
The objective of the DI Boost project was to demonstrate the
benefits of a downsized, turbocharged direct injection concept on a
full scale application. The benefits of direct injection in combination
with turbo charging have been demonstrated several times on
smaller displacement 4-cylinder engines, as a viable alternative to
medium displacement 6-cylinder engines.
The DI Boost project was undertaken to demonstrate the same
downsizing benefits apply to a medium displacement 6-cylinder
engine as a viable alternative to a large displacement V8 engine.
The key deliverables from the project were to demonstrate:
•N
 egligible change in performance compared with the larger
displacement, Naturally Aspirated V8 baseline power train
• Improved fuel economy compared with the baseline (target
15% improvement)

The combination of gasoline direct injection and turbo charging is an • SULEV emissions potential
ideal combination for both reducing fuel consumption and emissions.
The direct injection allows for high compression ratios, which
improve engine efficiencies while also allowing fuelling

Efficient-C X-Axle Torque VectoringTM 2/4 sight

Full-hybrid diesel demonstrator vehicle
emitting 99 g/km CO2 (equivalent to 3.75
liters per 100km or over 75 mpg) based
on a fully featured Citroen Berlingo
Multispace family car.
Advanced X-Axle Torque VectoringTM
demonstrator that allows redistribution
of drive torque to dramatically influence
the handling response and safety of the
vehicle.
2/4 stroke switching concept based on
an innovative combustion system design,
combined with advanced valve train and
control technologies. Targeting up to 30%
fuel economy improvement.

Delivering Value Through Innovation & Technology 

 Platform & powertrain selection
DI Boost technology overview

The US Market – Demand for fuel efficient powertrain solutions

Historically low gasoline prices and a lack of
comprehensive and coordinated market based
incentives has not, until recently, stimulated the
US end-consumer to consider more fuel-efficient
vehicles. However a number of factors are driving
a wave of change in the US market: record high’s
recorded for domestic fuel pricing; changes to
current and proposed legislation restricting CO2
emissions; increasing CAFE requirements; all
of these factors are driving demand for engine
technologies that provide no degradation in
performance but deliver improvements in fuel
efficiency.
In combination with the required improvements
in fuel economy are reductions in tailpipe and
evaporative emissions. Legislation in place in
the state of California requires large volume
manufacturers to meet a 10% zero emission
vehicle (ZEV) requirement. Of this 10%, Partial
zero emission vehicles (PZEV) can be used to
fulfil up to 6% of the requirement. PZEV vehicles
are required to meet SULEV tailpipe emissions
and have zero evaporative emissions.

The GM global V6 engine platform

The GM global V6 gasoline engine was selected as the base
engine platform for the DI Boost project. Ricardo acted
as the principal design and development partner for the
GM global V6 gasoline engine family programme, initially
released in 2004, following the previous highly successful
collaboration on the development of the 4-cylinder Ecotec
(L850) engine. Details of Ricardo’s role in this programme
are outlined in detail in Ricardo Quarterly, Q4 2005 (please
contact us for a full copy of the article).

DI Boost technology concept overview - Key components

BOSCH Second Generation 2-stage Exhaust aftertreatment

Gasoline Direct Injection

Base Engine - ‘Downsized’ V6 Gasoline Turbocharger & Air Handling System

BOSCH DI Motronic MED9 control with enhanced feature content

 Delivering Value Through Innovation & Technology

Base engine design & modifications

Cylinder head mods

The cylinder head was re-designed to provide
improved flow efficiency and motion, optimal high
pressure injector placement and the provision for
a cylinder head mounted high pressure fuel pump.
The fuel injector is located under the intake port
and inclined as much as possible relative to the
flame deck. The intake port flange position was
raised to be level with the head frame rail. This
layout helped the overall packaging of the injector
as well as allowing more freedom in terms of the
port shape. The intake port was re-designed to
provide the optimum trade-off between flow
efficiency and mixture motion. Improvements
were realized using a combination of in-cylinder
Figure 1: Intake port arrangement
CFD modelling and test cell development
(discussed in more detail later).
The combustion chamber shape is shown in figure
2. The injector pocket, located on the intake side
is blended to the chamber. The chamber volume
is minimized to allow the desired compression
ratio to be achieved.
Figure 2: Combustion chamber shape

Piston & connecting rod

The piston and connecting rod were designed to cope with the
increased cylinder pressures and meet the durability requirements
of the project.
The powder metal connecting rod, an ‘H-beam’ design with a
fractured split cap, is capable of sustaining maximum cylinder
pressures of 100 bar. The design has a non-tapered small end to
reduce bearing loads.
Figure 3:
The piston is a forged hypereutectic alloy design. The piston crown Piston crown design
incorporates a small bowl, which is shaped and positioned in such
a way that it greatly enhances the combustion process during the stroke towards the spark plug. In the case of catalyst heating, it is
catalyst heating phase of engine operation. Direct injection fuel desirable to have a rich zone around the spark plug at approximately
systems can run in various modes that can allow multiple injections 20 degrees after top dead centre. This then allows the engine to
during each engine cycle. One mode is called ‘HSP mode’ where an be run with very late combustion while still achieving acceptable
initial injection is made during the intake stroke and then a second combustion quality. High exhaust gas temperatures can therefore be
injection is made close to top dead centre. The piston bowl feature realized with stable combustion. The piston crown design is shown
is designed to transport the fuel injected late in the compression above in figure 3.

Valve train / VVT system

The basic configuration of the valvetrain remained
essentially unchanged from the production
engine. The layout is a Dual Over-Head Camshaft
(DOHC) type 2-roller finger follower layout with
Static Hydraulic Lash Adjusters (SHLA). The main
design change from the engine launched in May
2003 is the provision of an additional lobe on
the exhaust camshaft to drive the cylinder head
mounted fuel pump. The fuel pump arrangement
on the rear of the trailing bank cylinder head is
shown in figure 4.
The lift profile and number of lobes for the fuel
pump is dictated by the overall fuel demand of
the engine. In the case of the DI Boost project,
the number of lobes was 4 and the profile was
revised to match the increased power output.
This can be seen in figure 5.
Each camshaft is equipped with an oil pressure
controlled vane type cam phaser, capable of
50 crank degrees of authority. As part of this
study, the camshaft profiles were changed from
the production units in the original naturally
aspirated engine. The camshaft profiles were
changed to enhance the transient response of
the Turbocharging system. Valve sizes remained
unchanged from the current production engine;
however the exhaust valve material was upgraded Figure 4: Fuel pump arrangement
to cope with higher operating temperatures
associated with a turbocharged engine. The
exhaust valve spring rate was increased to
counteract the effect of higher backpressure
associated with a turbocharged engine.
Figure 5: Fuel pump lobe profile

Delivering Value Through Innovation & Technology 

DI Boost
Advanced Gasoline Direct Injection Demonstrator

Second Generation BOSCH Gasoline Direct Injection

10% improvement
in combined cycle
fuel economy
Outstanding
performance
characteristics
SULEV emissions potential

 Delivering Value Through Innovation & Technology

 Advanced air
handling & control

Delivering Value Through Innovation & Technology 

 Turbocharger & air handling systems
Intake System
The intake manifold design was changed from the
naturally aspirated engine. The manifold volume
was reduced by approximately 25% to ensure
good transient response. An electronic throttle
was sized for the turbocharged application.
The crankcase ventilation system was modified
for operation under boosted conditions and to
cope with the increased levels of blow-by. Both
high and low load circuits were implemented.
When under low loads, crankcase air is
reintroduced upstream of the compressors.
Turbocharger system
Two Borg Warner single scroll K04
turbochargers, with water-cooled bearing
housings were chosen for the application. In this
scenario a twin scroll design offered no advantage
over a single scroll design, as the even firing order
already provided the optimum pressure pulse
separation.
The compressors and turbines were sized using
Exhaust aftertreatment
For final development testing, targeting SULEV emissions compliance, a bespoke
exhaust after treatment package was specified, consisting of two three-way catalysts
per engine bank. The total catalyst system volume was 4.5L.
The first ‘post-turbine’ upstream catalyst utilized a perforated metal matrix substrate,
with a cell density of 900 CPSI (cells per square inch) at 100 g/ft3 loading, pre-aged to
70hrs (GMAC 875) - equivalent to 120k miles of service.
The second downstream three-way catalyst utilized a ceramic substrate with a CPSI
density of 600 at 51 g/ft3 loading, again pre-aged to 70hrs (GMAC 875)
A schematic of the exhaust system layout is outlined in Fig. 6.
10 Delivering Value Through Innovation & Technology
The induction system for the DI Boost vehicle
consisted of a single airbox and air meter, twin
induction paths merging into a single throttle
body. The existing air box was retained; however
a Bosch digital mass airflow (MAF) sensor was
installed. Pressure pulsations between banks
can cause compressor surge under certain
conditions. Twin intercoolers were used to keep
the induction paths separated. By keeping the
induction paths separated until near the throttle
body, compressor surge was prevented.
Exhaust system
The exhaust manifold design was challenged by
extremely tight packaging constraints resulting in
a design that was not optimum for performance
and assembly. Considerations as to the impact
of bank-to-bank differences were important and
every effort was made to minimize bank-to-
bank backpressure differences.
The prototype exhaust system and rapid-
prototyped D5S cast steel manifold was
developed in-house by Ricardo, using the
expertise of the Ricardo Prototechnik product
group.
the Ricardo WAVE simulation software. The
turbochargers selected represent the state of
the art for low-cost, high volume production
technology and offered a good match for
the application’s performance requirement.
Conventional materials were selected for turbine
wheel and housing offering a maximum turbine
inlet temperatures 9800 C.
Figure 6: Exhaust
aftertreatment
system schematic
T/C
UEGO
1.14 l 1.14 l
900cpsi 900cpsi
EGO
1.11 l 1.11 l
600cpsi 600cpsi
FIE & Engine Management System

BOSCH second-generation High-pressure

supply line
High-pressure
sensor
gasoline FIE
The fuel system employs Bosch’s second High-pressure
generation DI components, which includes fuel rails

6-hole high-pressure fuel injectors with a static

fuel flow rate of 22.5 cc/s @ 10 MPa. The High-pressure Low-pressure High-pressure
pump solenoid valve supply line fuel injector
high-pressure fuel pump delivers a nominal fuel
flow of 1.2 cc/cam revolution and was sized to
cope with the increased flow demand from the for best spray atomization and smallest droplet Figure 7: Bosch second
generation gasoline DI
turbocharged engine. The stainless steel fuel size. It also helps achieve maximum dynamic flow system layout
rails with high-pressure fuel lines are part of the range. Figure 7 above shows the layout of the
fuel rail assembly as is the pressure sensor. A fuel system including the high pressure pump, fuel
maximum operating pressure of 15 MPa is applied rails, fuel injectors and fuel pressure sensor.

Engine Management System

The engine management system (EMS) used for the project was the Bosch DI Motronic MED9 engine control unit. It contains a 32 bit
microprocessor that communicates via LAN. The vehicle communications are via GM class 2 communications, so an interface box was
used to translate messages for the instrument cluster, climate control and other vehicle systems. The ECU incorporates 32 kilobytes of
internal RAM, 32 kilobytes of external RAM, and 2 megabytes of external flash memory. The processor speed is 56 MHz.
The EMS is a torque-based system that controls the positions of the intake and exhaust cams, throttle, and waste gate positions based on
inputs from the various sensors and the pedal demand of the driver. Air fuel ratio is closed-loop controlled utilizing signals from a mass-air-
flow meter and a wideband lambda sensor positioned in front of the close-mounted catalyst. The EMS controls injection duration, injection
timing, fuel pump delivery, fuel-rail pressure and ignition timing. Two knock sensors, positioned one on each bank of cylinders, are used to
control knock. Figure 8 below shows a schematic of the EMS.

Engine Management System Schematic

Engine speed is generated
Carbon Canister High pressure Turbo vacuum Camshaft Solenoid by a 58X digital crankshaft
purge valve pump reservoir phaser* valve Air mass position sensor. Camshaft
meter
Dump positions are sensed with
valve
4X digital sensors on the
Non return Ignition coil/ front of each camshaft.
spark plug
valves Phase Waste gate Ignition is provided by one
sensor actuator
Boost pressure
Solenoid high-energy 54kJ coil-on-
valve
temp. sensor
Intercooler
plug unit per cylinder. The
Fuel rail unit contains integrated
Ambient
Turbo pulse-width-modulated
charger
pressure
SCV 1
Pressure coil-driver electronics, in
Throttle sensor
Electronics device Knock
Exhaust Waste gate addition to the coil.
temp. Oxygen sensor
(ETC) sensor sensor The EMS system also
controls other functions
Speed
Accelerator sensor such as canister purge
pedal module
CA Oxygen sensor control, lambda control,
Pre catalyst
Diagnosis Fuel pump feed-back boost pressure
lamp module
Diagnosis control, diagnostics, fuel
interface
Main catalyst
enrichment for component
Immobilizer
Bosch components protection, and cruise
Swirl control valve (on/off or continuous)
control.
1

*Camshaft phaser: intake and exhaust phasing

Figure 8: Bosch EMS system layout ETC=Electronic Throttle

Delivering Value Through Innovation & Technology 11

Development approach
Simulation activities
The initial development stages of the project
focused on simulating the engine concept using
Ricardo’s 1-D ‘WAVE’ simulation software. The
primary tasks in this phase of the project were
to develop:
- Intake and exhaust system specification
- Turbocharger selection
- Camshaft profile selection
- Intake and exhaust manifold design
Initial performance estimates for intake
restriction were set at a depression of 7kPa @
rated power, this restriction being measured at
the entrance to the compressor.
The exhaust system back-pressure of the V8
vehicle was measured at 35 kPa. Backpressures
up to 70kPa were studied during the simulation
phase of the project in-line with the expected
restriction imposed by the target SULEV
aftertreatment solution.
Turbocharger selection was made using the
results of the WAVE simulation. The WAVE
simulation provides a mass flow rate to reach
desired power at each rpm set point. The mass
flow combined with the estimate of pressure
ratio was used to select a suitable compressor
match.
Calibration development
The base engine parameterization was
developed using Design of Experiment (DoE)
methods. DoE methods are an effective and
established solution for isolating the influence of
each variable under consideration. Traditional
mapping methods are not feasible given the
large number of variables in a gasoline direct
injection with dual independent cam phasing.
Of the available advanced modelling methods
available the Stochastic Process Models (SPM)
methodology was chosen as the most suitable
for this application. Stochastic process models
are a development of the statistical method
known as Kriging; an SPM response interpolates
between data points after adjustments for any
noise on the data.
12 Delivering Value Through Innovation & Technology
Transient response is critical with any turbo
application, particularly with DI Boost
where any perceivable turbo lag would be
unacceptable.
WAVE has the ability to run under transient
conditions as well its more conventional steady
state conditions. With rotating inertia values for
the turbocharger provided by the supplier, time
to reach 95% of maximum torque or maximum
boost was predicted following a snap throttle
manoeuvre. Modelling was performed to
further improve the transient response through
optimization of cam profiles and timing.
Camshaft profiles were selected to provide
optimum transient response. In this particular
application it was decided to leave the naturally
aspirated intake cam profile unchanged while
the exhaust cam duration was reduced by 10
degrees crank angle (CA) from the naturally
aspirated variant.
Intake and exhaust manifold designs were
studied in a similar manner to cam profiles. The
geometry of the exhaust and intake manifold
was optimized to give the best balance between
transient response and wide-open throttle
pumping losses.
The DoE used was at eight discrete speeds
in the stoichiometric region of operation.
At each speed the design was an optimal
Latin Hypercube design with 60 test points.
This approach results in testing a total of
approximately 480 individual test points. The
variables included in the DoE were:
Mass air flow, Intake cam timing (IVT) , Exhaust
cam timing (EVT), Fuel Pressure and Injection
Timing.
Spark timing was not included as a variable
because a response of optimum spark timing
would be created.
Calibration development (continued)
For each experiment, response models were Transient response was developed on the
created for: dynamometer using “snap throttle” transient tests.
BSFC, CoV of IMEP, HC, NOx, Smoke and Changes to the calibration were evaluated in the
Optimum spark most critical speed range of engine operation
The models were used to determine the @1000 to 2000 rpm. The throttle was “snapped”
optimum settings of IVT, EVT, injection timing open from 20% to 100%. Figure 11 shows
and rail pressure for stoichiometric ECU airflow the final compressor map operating line after
based break point. development to optimize transient response.
With the use of proprietary EMS strategies and
For each ECU map site at each speed, the induction system design, the engine can operate
optimisation objective was minimize fuel very close to the surge line at low-end speeds
consumption with the following constraints: without encountering surge.

CoV of IMEP (< 3%), Smoke (< 0.1 FSN)

Figure 9 shows an example response at 2000
rpm.

S P M ANALYS IS - Holden_DoE _2000_rpm_DB L-1_v2_s pm - B S F C [g/kWh] 15

EXP Correlation Function - log trans formation 10

Prediction R 2 = 0.996
alpha = [1.477 0.067 0.018 0.027 0.001 ]
5
Cros s -V alidation R 2 = 0.983
nu = [2.000 2.000 2.000 1.737 1.000 ]
Residuals

Centre Point S pread = 2.9% 0

lambda = 0.010
-5

Normal Probability Plot

-10
49
0.99 46
0.98 48 -15
0 10 20 30 40 50 60
9 45
0.95 Cas e Number
8
0.90
Cros s -validation
Prediction
0.75
15
Probability

Figure 11: Operating line with optimized transient Response

0.50 10

0.25 5
Residuals

0.10 0
0.05

0.02
20
18
-5
Smoke levels at WOT were initially higher on
the DI Boost project than would be recorded
0.01 12
11 -10
-2 -1.5 -1 -0.5 0 0.5 1 1.5 2

from a naturally aspirated gasoline direct injection

S tandardis ed Res iduals
-15
(blue number = des ign cas e number, red number = data row number) 240 260 280 300 320 340
BS FC [g/kWh]

Figure 9: System Response at 2000 RPM

engine. Through a combination of spray pattern
development, mixture motion optimization, and
calibration the smoke number was reduced.
Figure 10 shows a comparison of the DI Boost
Figure 12 shows the improvements made in the
engine and the LS6 engine at the same torque at
smoke levels at 2000 rpm. For a range of injection
2000 rpm. It can be clearly seen the advantage of
timing between 295 and 305, the filter smoke
DI Boost in terms of fuel consumption at typical
number (FSN) can be kept to 1.0.
road load conditions.
550 4.0
3.5
Smoke Meter (FSN)

500
DI BOOST V8 3.0
450
2.5
BSFC [g/kWh]

400 2.0
350
1.5
1.0 Improved through
300 combustion and
0.5
calibration development
250 0.0
260 270 280 290 300 310 320 330
200
0.0 50.0 100.0 150.0 200.0 250.0 300.0 Injection Timing [degBTDC]
Torque (Nm)
Figure 12: Example of Smoke at 2000 rpm / WOT
Figure 10: Fuel Consumption Curve at 2000 rpm.

After establishing the base engine maps, the

At Wide Open Throttle (WOT) more
remaining calibration tasks were completed.
conventional mapping methods were employed
These included charge determination, manifold
to establish variable settings. Cam timings were
pressure model, torque model, component
optimized to provide maximum torque with
protection fueling, boost pressure control,
minimum boost while maintaining high spark
minimum spark, etc.
efficiency. Injection timing was selected for
minimum smoke.

Delivering Value Through Innovation & Technology 13

 Results & project achievements

Performance results
600 525 Results from the Engine performance of 5.68 seconds. The quarter mile performance
550 450
development show the DI Boost engine was also quite similar, but the power deficit of
surpassed the target on torque and was just the DI Boost was evident in the top speed at the
500 375
short of the target on power. Enhanced low- end of the quarter mile. The production CTS-V
C. Brake Torque (Nm)

C. Brake Power (kW)

450 300 end torque is one of the synergies that the ran a best quarter mile of 13.97 seconds at 107.6
combination of direct injection and turbo mph. The DI Boost vehicle ran a best quarter
400 225
charging provides. When combined with dual mile of 14.20 seconds at 102.6 mph. The results
350
PFI V8 Torque (Nm) 150 independent cam phasing an exceptional torque of the testing are shown in figure 14 / Table 1.
300
DI Boost Torque (Nm)
75
curve shape can be realized.
PFI V8 Power (kW)
110
250
DI Boost Power (kW)
0
Throughout the development of DI Boost a 100
500 1500 2500 3500 4500 5500 6500 challenge to the project was developing a fuel 90
80
Speed (mph)
Engine Speed (rpm)
system capable of delivering sufficient fuel at 70
60
Figure 13: Final DI Boost torque curve rated power conditions. The engine, whilst 50 Cadillac CTS-V 1/4 mile: 13.97s @
achieving the low to mid speed torque targets, 40 107.6 mph
30
was not able to achieve the peak power target. 20 CTS-V6 twin turbo 1/4 mile:
14.201s @ 102.6 mph
10
Packaging limitations also resulted in a higher 0
than desired intake restriction, being close to 9 0 2.5 5 7.5 10 12.5 15
Time (s)
KPa at rated power.
Figure 14: Quarter mile performance run
Cadillac
During test bed development, brake mean
Summary DI Boost CTS-V effective pressure (BMEP) levels well in excess The torque characteristics of the two engines
of 2000 kPa were recorded; however the peak are quite different. In an effort to illustrate the
Acceleration
0-60 mph
5.68 sec 5.65 sec
value was limited to 1990 kPa in order to achieve torque differential, top gear acceleration from
acceptable durability of both the prototype 50-70 mph was tested. The V8 powered
Acceleration
14.20 sec 13.97 sec vehicle took 10.0 seconds to accelerate from
1/4 mile engine and vehicle driveline components. There
Top Gear was also a conscious decision to maintain a high 50 to 70 mph in 6th gear. It only took the DI
8.7 sec 10.0 sec Boost powered vehicle 8.7 seconds to
50-70 mph geometric compression ratio (10.5:1) to preserve
Table 1: DI Boost acceleration performance part load fuel economy. perform the same manoeuvre. The results are
shown in figure 15.
Figure 13 shows the final developed torque curve
compared to the benchmark LS6 engine that was 50 - 70 mph Acceleration: Top Gear
70
original equipment in the CTS-V.
DI Boost
The final vehicle performance figures 65
Speed (mph)

CTS-V
demonstrate the excellent results achieved by
60
the DI Boost demonstrator vehicle. The baseline
V8 production vehicle was tested to establish the 55
objectives both in terms of acceleration and fuel
50
economy performance.
0 2 4 6 8 10
The acceleration testing was performed at the Time (s)
Figure 15: 50-70 mph Acceleration
Bosch test facility in New Carlisle, Indiana. The
surface of the test track is aged bituminous Transmission gear ratio optimization for the
asphalt not typically used for acceleration testing. DI Boost vehicle was not possible before the
This may explain why the baseline numbers for acceleration and fuel economy testing was
the V8 are slightly higher than other published conducted. The DI Boost engine has a lower
sources have reported. maximum engine speed than the V8 engine.
The acceleration testing from a standstill showed During the 0-60 acceleration testing, the lower
nearly equivalent results for both powertrains. engine speed necessitated an additional gear shift
The production vehicle with the V8 ran a best to reach 60 mph.
0-60 mph time of 5.65 seconds. The DI Boost
vehicle ran nearly equal with a best 0-60 time

14 Delivering Value Through Innovation & Technology

Fuel economy results
The emissions and fuel economy testing was
performed at the Bosch Farmington Hills
test facility. As with acceleration testing, the
production CTS-V vehicle used for the project
was tested to establish fuel economy and
emissions baselines. The tests used to establish
fuel economy were the US FTP75 and the US
highway fuel economy test (HWFET).
The FTP75 is commonly called the city cycle calibration. With these revised settings the DI
and the HWFET is commonly called the highway Boost vehicle achieved a fuel economy of 18.3
cycle. These two tests are combined, with a mpg for the city cycle and 31.0 mpg for the
weighting of 55% for the city and 45% for the highway cycle. The combined fuel economy
highway, to create a fuel economy number used improvement achieved was close to 10%.
to determine a manufacturer’s CAFÉ.
35 35.0%
The fuel economy testing shows a clear advantage
MPFI V8
for the DI Boost vehicle. A three test average 30 31.5 31.0 30.0%
DI Boost 30.8
on the production CTS-V vehicle yielded a fuel
economy of 16.0 mpg for the city cycle and 30.8 DI Boost Optimized
25 25.0%

mpg for the highway cycle, using the transmission 23.2

22.0
ratios from the baseline V8 application. 20
20.4
20.0%

17.7 18.3
15 16.0 15.0%
The initial three test average on the DI Boost
14.4%
vehicle yielded a more than 10% improvement 10 10.0%
of 17.7 mpg for the city cycle and a 1.3% 10.6% 9.9%
8.0%
improvement on the highway cycle of 31.5 mpg. 5
2.3%
5.0%
0.6%
Further development testing was undertaken 0 0.0%
using revised transmission ratios and an optimised City Highway Combined

Figure 16: Fuel economy test results

Exhaust emissions results

The emissions performance achieved by the DI Boost vehicle
demonstrator show the potential for SULEV emissions
compliance for the concept, given the correct specification and
control strategies employed for the exhaust aftertreatment
system.
With the exception of HC emissions, all of the regulated
emissions targets for SULEV compliance were achieved by the DI
Boost demonstrator vehicle, which is a significant achievement
given the performance specification and fuel economy achieved.
A key challenge for achievement of SULEV compliance in
highly-boosted applications is often related to the requirement
for secondary air systems, which add both feature cost and
complexity to such systems.
Two key strategies were employed to enhance catalyst light-of
performance and to minimise engine-out HC emissions. These
were multiple/homogenous split injection (HSP) and ‘high
pressure start’ respectively.
Test results indicated that the HSP strategy resulted in a
significant reduction raw HC emissions, allowing the engine to
run very retarded spark timings under stable operation, resulting
in comparable heat generation when compared with a secondary
air system (and hence excellent catalyst light-off performance).
High-pressure start mode allowed for an efficient means of
minimizing engine-out HC emissions upon initial start-up.
A further stage of development activity is planned to develop the
concept toward full SULEV emission compliance.
TDC BDC TDC BDC

suction compression combustion

HPSS: 1st
production today Injec.
BOSCH

CO NOx NMHC HPSS: 1st 2nd

grams/mile grams/mile grams/mile concept-double Injec. Injec.

SULEV 1.000 0.020 0.010 HPSS: 1st 1st 2nd 3

mixture
concept-triple Injec. Injec. Injec. rd side mounted
Test Results 0.864 0.018 0.022
06/15/07 option for ultra cold start

Table 2: SULEV targets vs. achieved results Figure 17: HPSS strategy

Delivering Value Through Innovation & Technology 15

 A collaborative
development programme
in partnership with the
Robert BOSCH Corporation

www.ricardo.com

The information provided in this brochure contains merely general descriptions

or characteristics of performance which in case of actual use do not always apply
as described or which may change as a result of further development of the
products. An obligation to provide the respective characteristics shall only exist if
expressly agreed in the terms of contract. Availability and technical specifications
are subject to change without notice.

Contacts

Ricardo UK Ltd Ricardo UK Ltd Ricardo Inc. Ricardo GmbH

Shoreham Technical Centre Midlands Technical Centre Detroit Technical Centre (DTC) Germany

Steve Sapsford Tim Lake Mark Christie Uwe Moser

Global Product Director, Technical Specialist Chief Program Engineer Leiter der Produktgruppe
Gasoline Ottomotoren
Southam Road Detroit Technical Centre (DTC)
Shoreham-by-Sea Radford Semele 40000 Ricardo Drive Schwäbisch Gmünd
West Sussex Leamington Spa Van Buren Township Technical Centre
BN43 5FG Warwickshire CV31 1FQ MI 48111 Güglingstraße 66-70
73529 Schwäbisch Gmünd
T: +44 (0)1273 794301 T: +44 (0)1273 794178 T: +1 734 394-3874
F: +44 (0)1273 794111 F: +44 (0)1273 794584 F: +1 734 397 6677 T: +49 (0)7171 9821-315
E: Steve.Sapsford@ricardo.com E: tim.lake@ricardo.com E: Mark.Christie@ricardo.com E: uwe.moser@ricardo.com