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Stefano CaprioGMPT-E Global Chief Engineer 1.3 & 1.0 SDE

Advanced EngineTechnologies

for meeting FuelEconomy and

PollutionChallenges

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The ChallengeThe Challenge

To satisfy mobility needs of ourgeneration

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The ChallengeThe Challenge

ENERGY SOURCES WATER AIR ENVIRONMENT

Preserving the resources to satisfythe needs of future generations

Emissions

Fuel Economy

Performances

SustainableMobility

How to Deploy the dilemma whenspeaking about engines for Vehicles

CHINA6.9L/100km in 2015 (37 mpg)5.0L/100km by 2020 (56 mpg)Local taxation

U.S. FEDERAL35.5 mpg in 201654.5 mpg by 2025Gasoline $3-4/gallon

CANADAGreen Levy6.6L/100km (35.5 mpg) in 2016

JAPAN29% CO2

2010 2015

EUROPEAN UNION130gCO2/km in 2015 (43 mpg)95gCO2/km in 2020 (58 mpg)Local CO2 taxation

KOREA140g/km (39.5 mpg)

MEXICO10.8 km/l by 2015

INDIA150 gCO2/km by 2015 (43 mpg)

CALIFORNIA80% CO2 reduction by 2050ZEV, PZEV rules

AUSTRALIA190 gCO2/km in 2015 (43 mpg)155 gCO2/km by 2024

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Outlook for global fuel economyand greenhouse gas requirementsOutlook for global fuel economyand greenhouse gas requirements

CHINA6.9L/100km in 2015 (37 mpg)5.0L/100km by 2020 (56 mpg)Local taxation

U.S. FEDERAL35.5 mpg in 201654.5 mpg by 2025Gasoline $3-4/gallon

CANADAGreen Levy6.6L/100km (35.5 mpg) in 2016

JAPAN29% CO2

2010 2015

EUROPEAN UNION130gCO2/km in 2015 (43 mpg)95gCO2/km in 2020 (58 mpg)Local CO2 taxation

KOREA140g/km (39.5 mpg)

MEXICO10.8 km/l by 2015

INDIA150 gCO2/km by 2015 (43 mpg)

CALIFORNIA80% CO2 reduction by 2050ZEV, PZEV rules

AUSTRALIA190 gCO2/km in 2015 (43 mpg)155 gCO2/km by 2024

g/km CO2 YEAR

Europe 95 2020

China 98 2020

U.S.A. 101 2025

g/km CO2 YEAR

Europe 95 2020

China 98 2020

U.S.A. 101 2025

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Outlook for global fuel economyand greenhouse gas requirementsOutlook for global fuel economyand greenhouse gas requirements

Conversion from the local regulation to CO2 is meant to account for unit conversion, fuel type differences, and differences in the drive cycles

ImproveVehicle

Fuel Economyand

Emissions

DisplacePetroleum

EnergyDiversity

HydrogenFuel Cell-Electric

Vehicles

Battery-ElectricVehicles (including

E-REV)Hybrid-ElectricVehicles (including

Plug-in HEV)IC Engine

and TransmissionImprovements

Petroleum (Conventional and Alternative Sources)Alternative Fuels (Ethanol, Biodiesel, CNG, LPG)

Electricity (Conv. and Alternative Sources)Hydrogen

Time

ADVANCED PROPULSION TECHNOLOGYSTRATEGYADVANCED PROPULSION TECHNOLOGYSTRATEGY

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Chevrolet Cruze Fuel Energy Breakdown(major fuel energy losses typical for combined EPA city and highway driving)Chevrolet Cruze Fuel Energy Breakdown(major fuel energy losses typical for combined EPA city and highway driving)

Tire Rolling Resistance 12%

Engine Mechanical &Pumping Friction 37%

Electrical Loads 3% Aerodynamic Drag 17%

Transmission and Final Drive 18%

Vehicle Mass (kinetic energy dissipatedduring braking) 11%

Driveline and Chassis 2%

Mechanical Energy = Energy into Piston = 38% of Fuel Energy

Exhaust and Coolant Heat Losses = 62% of Fuel EnergyFuel Energy

Mechanical Energy Losses

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Engine Efficiency Optimization – Key AreasEngine Efficiency Optimization – Key Areas

Thermal management

Parasitic loss reduction

Friction reduction

Combustion system evolution

Aftertreatment optimization

Electrification

System Optimization

SI ENGINES - Current state of the art

Cam Phasing, Variable ValveLift, Active Fuel ManagementCam Phasing, Variable ValveLift, Active Fuel Management

Spark IgnitionDirect InjectionSpark IgnitionDirect Injection

Downsized SIDITurbo BoostingDownsized SIDITurbo Boosting Advanced CombustionAdvanced Combustion

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Diesel Particulate FilterDiesel Particulate Filter

PorousCell WallPorous

Cell Wall

NOX AftertreatmentNOX Aftertreatment

OxidationCatalyst

UreaInjection

SCR UreaNOx Catalyst

ParticulateFilter

Cylinder Pressure SensingCylinder Pressure Sensing

FuelInjectors

FuelInjectors

ECU

ECU

EGREGR TurboTurbo CylinderPressureSensor

CylinderPressureSensor

FuelInjectors

ECU

EGR Turbo CylinderPressureSensor

Advanced Boosting withSmall Displacement

Advanced Boosting withSmall Displacement

LP Turbo

HP Turbo

CI ENGINES – Current state of the art

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In a lighter vehicle, asmaller less powerfulpowertrain may be usedThese downsizedpowertrains can stillbenefit from thetechnology improvement

Powertrain solutions only achieve their full potential, if combined with vehicle leveloptimizations such as mass reductions & aerodynamic improvements

System Optimization in the VehicleSystem Optimization in the Vehicle

Maintained PerformanceEnergy Management of the Vehicle System:

Thermal managementActive management of the electrical system

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DOWNSIZED TURBO DIESEL ENGINE IndiaDOWNSIZED TURBO DIESEL ENGINE India

Best fuel consumption in its segment in India

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DOWNSIZED TURBO DIESEL ENGINE - EuropeDOWNSIZED TURBO DIESEL ENGINE - Europe

Thriftiest Opel diesel ever with only 88 g/km CO2The 70 kW/95 hp Corsa 1.3 CDTI ecoFLEX with Start/Stop technology needs just 3.3liters diesel per 100 kmEqual to CO2 value of only 88 g/km

This makes the Corsa 1.3 CDTI ecoFlex the most economical and fuel-efficient dieselmodel Opel has ever built.

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Propulsion System Technology Application MapPropulsion System Technology Application Map

Light Load

Drive Cycle

Dut

yC

ycle

ContinuousStop-and-go

High Load

City HighwayIntra-urban Highway-cycle

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General Motors eASSIST™ TechnologyGeneral Motors eASSIST™ Technology

LaCrosseand Regal

36 Hwy MPG

Malibu ECO37 Hwy MPG

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VOLTEC PROPULSION SYSTEMVOLTEC PROPULSION SYSTEM

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Opel Ampera e Chevrolet Volt EREV(Extended Range Electrical Vehicle)Opel Ampera e Chevrolet Volt EREV(Extended Range Electrical Vehicle)

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ORDINARY DRIVERS6,000

MILES LOGGED>2,500,000

PRODUCTION-INTENTFUEL CELL SYSTEM

WHAT If Battery ImprovementsDon’t Go Far Enough?WHAT If Battery ImprovementsDon’t Go Far Enough?

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The Challenge of a New TechnologyThe Challenge of a New Technology1983: Martin Cooper introducesfirst Motorola MobileDynatac 8000 «The Brick»

2010: Steve Job introducesNew Generation iPhone 4

4000US$ - 1000 g«A portable Desk Phone»

300US$ - 135 g«A Smart Netbookintegrated in a Mobile Case»

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It is also the Challenge of InfrastructureIt is also the Challenge of Infrastructure

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To Make it Sustainable and DiffusedTo Make it Sustainable and Diffused

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ConclusionsConclusions

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SI and CI engine capability continues to convergeSmaller displacements

High pressure, direct fuel injection

Broad application of turbocharging

Advanced combustion processes

Advanced aftertreatment

Reduced friction

Reduced mass

Improved thermal management

Hybrid and Fuel Cell technology continues to mature… but conventional engine technology continues to play a key role