A national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

National Renewable Energy Laboratory 

Innovation for Our Energy Future 

Development of a Cummins 

Westport SI-EGR Natural Gas 

Engine at 0.2 g/bhp-hr 

February 2, 2005 — July 31, 2006 

M. Kamel 

Cummins Westport 

Vancouver, British Columbia, Canada 

Subcontract Report 

NREL/SR-540-40757 

October 2006 

NREL is operated by Midwest Research Institute ● Battelle Contract No. DE-AC36-99-GO10337 
Development of a Cummins 

Westport SI-EGR Natural Gas 

Engine at 0.2 g/bhp-hr 

February 2, 2005 — July 31, 2006 

M. Kamel 

Cummins Westport 

Vancouver, British Columbia, Canada 

NREL Technical Monitor: A. Williams 

Prepared under Subcontract No. ZCI-5-44118-01 

Subcontract Report 

NREL/SR-540-40757 

October 2006 

National Renewable Energy Laboratory

1617 Cole Boulevard, Golden, Colorado 80401-3393 

303-275-3000 • www.nrel.gov 

Operated for the U.S. Department of Energy 

Office of Energy Efficiency and Renewable Energy 

by Midwest Research Institute • Battelle 

Contract No. DE-AC36-99-GO10337
This publication was reproduced from the best available copy 

Submitted by the subcontractor and received no editorial review at NREL

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Table of Contents

Executive Summary ......................................................................................................1 

Introduction ...................................................................................................................1 

Program Objectives ......................................................................................................2 

Development Schedule.................................................................................................2

Task 1: Concept Demonstration...................................................................................3

Task 1.1 Concept Design..............................................................................................3 

Task 1.2: Concept Engine.............................................................................................4 

Task 2: Design and Development ................................................................................5 

Task 2.1: Performance and Emissions Development .................................................5 

Task 2.2: Control System Development ......................................................................9 

Task 2.3: Design Optimization, Structure & Release ................................................11 

Task 3: Design Verification & Validation ...................................................................14 

Task 3.1: Engineering Vehicle Test............................................................................14 

Task 3.2: Alpha Engine Builds ...................................................................................15 

Conclusions.................................................................................................................16 

 iii 
Executive Summary

Due to the limitations of lean burn gas engine technology, a program was initiated to 

develop and demonstrate advanced technologies and methods for controlling exhaust 

emissions in a medium-duty natural gas engine to meet 2010 Federal emission 

standards. The program has accomplished the objectives of Phase I development. A 

concept design was completed and an engine was built based on the design which had 

the required features for cooled Exhaust Gas Recirculation. Test Cell based control 

system was used to operate the engine in a sufficient manner to demonstrate that the 

concept can achieve the desired power output of 320 HP. The concept design and 

major hardware e.g. turbocharger, combustion chamber and mixer was based upon 

considerable analysis and predictive techniques. 

Hardware revisions to a new Cummins Inc. engine control module (ECM) were 

necessary to accommodate the new system requirements for sensors and actuators for 

the engine. These were undertaken and a new concept ECM was developed and used 

for this initial phase of development. The ECM and control system were used to operate 

the development engines after the concept phase was completed. Algorithm and 

software development is a major element of this new technology engine concept. 

Suppliers of 3-way catalysts were engaged and prototype parts were procured. 

Emissions development work demonstrated that the engine technology combined with 

the catalyst technology is able to reach the target emissions. Data was obtained using 

the transient FTP test cycle. 

One engine was built to evaluate the performance of the concept design in the target 

market. The engine was installed in an Engineering vehicle (1993 International Model 

9700 Highway Tractor, 6 x 4 cab over, sleeper-body) and used as part of the 

development process. 

Six field test engines were built and shipped to end user sites for installation in vehicle to 

evaluate performance, reliability and customer acceptance in the field. 

 

Introduction

The U.S. Department of Energy (DOE) supports Natural Gas Vehicle (NGV) research 

through its FreedomCAR and Vehicle Technologies (FCVT) Program to help the United 

States reduce its dependence on imported petroleum. Additionally, NGVs can reduce 

emissions of regulated pollutants compared with diesel vehicles, and the development of 

NGV technology may also facilitate development of hydrogen vehicle technology. 

The National Renewable Energy Laboratory (NREL) is the field manager for the DOE’s 

Next Generation Natural Gas Vehicle (NGNGV) Program. NGNGV activities are 

developing advanced, commercially viable, medium- and heavy-duty natural gas 

engines and vehicles that will meet EPA 2007/2010 heavy-duty emission regulations 

before 2007. In addition to the petroleum displacement these natural gas engines offer, 

all engines produced before 2007 that are certified to 2010 standards will be eligible for 

emission credits. 

Changes to Federal and California emission standards have advanced emission control 

technologies in diesel engines. Today, most OEM engine manufacturers utilize exhaust 

gas recirculation (EGR) to meet the 2004 emission standards. EGR not only helps 

1
conventional fuels like diesel to reduce NOx, but natural gas fueled engines can benefit 

as well. 

The NGNGV program goals for these new vehicles are oxides of nitrogen (NOx) 

emissions at or below 0.2 g/bhp-hr and particulate matter (PM) emissions at or below 

0.01g/bhp-hr as measured in accordance with the Federal Test Procedure. 

Program Objectives

The objective of this Statement of Work is to develop and demonstrate advanced 

technologies and methods for controlling exhaust emissions in a medium-duty natural 

gas engine to meet 2010 Federal and California emission standards by 2007. 

Specific objectives include: 

• Develop a natural gas engine capable of 2010 emission standards (g/bhp*h); 

0.2 NOx, 0.14 nmHC, 0.01 PM and 15.5 CO. 

• Engine ratings of 320 h.p. and 1000 lbs.*ft. 

• Demonstrate and document engine performance. 

Development Schedule

Table 1 below reflects the three major tasks and the corresponding sub-tasks for the 

L Gas Plus ’07 development. This report covers only Phase 1 of the development which 

is for the first 14 months of development and includes Tasks 1 and 2. The project is 

continuing the development of the engine with some other funding sources. 

Task # MILESTONE NAME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

1 Concept Demonstration

1.1 Concept Design

1.2 Concept Engine

2 Design & Development

2.1 Performance & Emissions Development

2.2 Control System Development

2.3 Design optimization Structure & Release

3 Design Verification & Validation

3.1 Engineering Vehicle Tests

3.2 Alpha Engine Builds

3.3 Alpha Engine Installations

3.4 Field Test Operation (Alpha Engines / Vehicles)

3.5 Mechanical Development

4 Product Launch Readiness

4.1 Parts Sourcing 

4.2 Assembly Procedures

4.3 Beta Engine Builds

4.4 Emissions Certification

5.1 Reliability Assessment

"L Gas Plus '07" Development

Phase I

Months

Phase II Phase III

Table 1: L Gas Plus ’07 Development Schedule 

2
Task 1. Concept Demonstration

Task 1.1 Concept Design 

In this task the concept design was completed outlining the layout of the engine and the 

subsystems needed to achieve the goals of the project. Analysis work was utilized to 

help define some of the engine components for initial evaluation. Designs of the majority 

of the engine parts were completed at a concept stage to facilitate identifying the 

configuration of the engine and the initial vision bill of material. 

Figure (1) is a layout of the concept engine design including all the major subsystem and 

the architecture of the engine. The design facilitated mounting the required Exhaust Gas 

Recirculation (EGR) hardware, EGR cooler, EGR control valve which were all new 

components. Plumbing of these components required special arrangements to be made 

as seen in Fig (1). In addition Fuel and Ignition system components from current 

production engines were incorporated into the design. The engine control system for the 

concept phase was not to be engine mounted. Test cell based system was adapted for 

this phase. 

Turbocharger matching work was conducted through the use of cycle simulation 

computer program. A suitable turbocharger configuration was identified which required 

an adaptor be designed to interface between the turbocharger and the exhaust manifold. 

EGR Gas 

Plumbing 

EGR Mixer

3
EGR Cooler 

EGR Cooler 

Plumbing 

EGR Gas 

Plumbing 

Figure (1) Concept Engine Design layout 

Task 1.2 Concept Engine 

In this task, prototype hardware was procured based on the concept design. The 

hardware was used to build a concept demonstration engine. Figure (2) below is a 

picture of the concept engine which was assembled and installed in a test cell and 

operated to obtain initial performance data to demonstrate the capability of the design 

concept to achieve the target rating. 

The selected turbocharger is a wastegated design and the size and capability of the 

configuration was determined through cycle simulation analysis. The cylinder head, 

block and rotating assemblies except for the piston are of the current lean burn gas 

engine designs. The ignition system for the concept phase consisted of the lean burn 

gas engine components. The EGR cooler used was a developmental part from the 

diesel engine program. The fuel system components are current production parts. The 

details of the control system are given in a following section. 

4
Figure (2) Concept Engine 

Task 2. Design and Development

Task 2.1 Performance and Emissions Development 

This task includes all aspects of combustion chamber design, turbo machinery 

development, EGR system development, and performance and emissions development. 

Steady state and transient emissions development activities are also included in this 

task. Performance and emissions recipe development for the concept, field test and 

production engines are completed within this task. Due to the early termination of this 

contract only the phase 1 of the development will be covered. 

Extensive combustion chamber design analysis was conducted as well as review of prior 

research work conducted at Cummins Inc. on similar concept engines. The bowl shape 

was designed to convert the induction swirl into high turbulence intensity and therefore 

fast combustion. 

5
19

19.2

19.4

19.6

19.8

20

20.2

20.4

20.6

20.8

21

24 25 26 27 28 29 30 31 32

Spark Timing (°BTDC)

EGR Rate (%)

Knock Margin

Turbine Inlet Temperature

2300 rpm operating point

Combustion Instability

2100 rpm 

operating 

space

19

19.2

19.4

19.6

19.8

20

20.2

20.4

20.6

20.8

21

24 25 26 27 28 29 30 31 32

Spark Timing (°BTDC)

EGR Rate (%)

Knock Margin

Turbine Inlet Temperature

2300 rpm operating point

Combustion Instability

2100 rpm 

operating 

space

 Figure (3): Operating Margin at Rated Conditions 

This piston design was used for the initial concept development work. Difficulties were 

encountered in achieving the target power output of 320HP at 2300rpm with sufficient 

operating margin to account for system variability. As seen in Figure (3), although the 

output power can be achieved at 2300 rpm, there was no operating margin and therefore 

this is not a suitable design for a production engine. Further work concluded that the 

operating margin can be significantly increased by decreasing the rated engine speed 

from 2300 to 2100 rpm. This change was evaluated by Cummins power train experts 

and deemed acceptable for vehicle operation. The engine operating triangle is defined 

by turbine inlet temperature, combustion stability and knocking limits. As a result the 

target torque curve for the engine was changed and the final curve is shown in Figure 

(4). Also shown in Figure 4 is a second torque curve that was requested for the project 

for a lower rating at 280 HP output. 

 

0

200

400

600

800

1000

1200

700 900 1100 1300 1500 1700 1900 2100 2300

Engine Speed (RPM)

Torque (lb-ft)

320 Rating 280 Rating

Rated

0

200

400

600

800

1000

1200

700 900 1100 1300 1500 1700 1900 2100 2300

Engine Speed (RPM)

Torque (lb-ft)

320 Rating 280 Rating

Rated

 Figure (4): Final Targeted torque Curve 

6
Emissions development consisted of steady state, transient tests as well as catalyst 

development. Catalyst suppliers were consulted to provide concept hardware option for 

3-way designs to achieve the target NOx emissions reduction (95%). Hardware was 

procured for engine test. Engine calibrations were developed to provide engine out NOx 

emissions not exceeding 4 g/bhp.hr. Engine and catalyst combination were tested in the 

transient emissions test cell on the standard FTP test cycle. Results are shown in 

Figures (5,a-d) and demonstrate that the concept engine with the catalyst can achieve 

the target emissions of 0.2 g/bhp.hr NOx as well as all the other elements of CO, NMHC 

and PM. 

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

B sNO x (g/hpTarget Hot FTP (11 cycles averaged) 13 Mode (4 cycles averaged) L320G+ (NOx + NMHC)

13 mode emissions were too low to show up on NOx cart

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

B sNO x (g/hpTarget Hot FTP (11 cycles averaged) 13 Mode (4 cycles averaged) L320G+ (NOx + NMHC)

13 mode emissions were too low to show up on NOx cart

 Figure (5a): NOx Emissions 

7
 

0

1

2

3

4

5

BsCO (g 6 /hp -

Target Hot FTP (11 cycles averaged) 13 mode (3 cycles averaged)

 

 

 Figure (5b): CO Emissions 

0

0.01

0.02

0.03

0.04

0.05

0.06

BsNMHC (g/hp

Target Hot FTP (11 cycles averaged) 13 Mode (4 cycles averaged)

NMHC not measured, assumed

that NMHC=5%*Total HC

 Figure (5c): NMHC Emissions 

8
0

0.002

0.004

0.006

0.008

0.01

0.012

PM (g/hp-h

Target Hot FTP (4 cycles averaged)

 Figure (5d): PM Emissions 

Task 2.2 Control System Development 

This task includes the development of a new engine control module (ECM) and control 

system for the concept engine. The initial work on the concept engine was conducted 

with a test cell based controller rather than an integrated engine controller. The system 

was originally developed by Cummins Inc. research group and it provided the interface 

and systems control capability needed to operate the engine for the early stages of the 

concept demonstration. This test cell based system was replaced by the integrated 

developmental system (ECM) in March ’05 when it became available. The development 

of the control algorithms and software was hence advanced from bench only to bench 

and test cell. Once the capability of the new system was demonstrated, the test cell 

based controller was eliminated and all engine control functions were handled by the 

ECM. 

Figure (6) is a layout of the ECM used for the development of the control system. It is a 

derivative of a new engine controller under development at Cummins Inc. for diesel 

programs (CM2100). Hardware changes were made to accommodate the needs of the 

new technology being developed by this program which included circuitry for sensor and 

actuator hardware including: 

 Oxygen sensor 

 Gas flow sensor 

 Knock sensor 

 Throttle 

 Voltage regulation 

9
 

Figure (6): Layout of the new engine control unit (ECU) 

Control algorithms were developed for the main components of the control system 

strategy as shown in Figure (7). The “Combustion Manager” is the top level of the 

system and it commanded the sub-managers of the system to achieve the desired 

engine output at the operating condition. It controlled the engine operation by 

responding to and controlling the following system parameters to achieve the desired 

performance: 

 Air flow 

 Fuel flow 

 Lambda 

 Spark timing 

 EGR flow 

10
Combustion 

Manager

Fuel Manager 

Component 

( l d)

Charge Manager 

Component 

( G / i fl

Desired

Fuel System 

Drivers

Charge Drivers 

(EGR Valve turbo

Desire

d Desire

d

Desire

d 

k

Fuel 

Comm Spark 

Timin

Desire

d 

Desire

d 

Desire

d EGR 

i

EGR 

Valve 

i i

Turbo 

Position 

Throttle 

Position 

 Figure (7): Overall Control System Layout 

Task 2.3 Design Optimization, Structure & Release 

Following the demonstration of the capability of the concept engine to achieve the target 

performance, optimization of the subsystems and component design was undertaken to 

evaluate operating margin and refine engine performance. As the capabilities of the 

subsystem designs are demonstrated, design stability of these components is desired. 

The process focused on using analysis tools to facilitate selection of most suitable 

component design to provide the needed performance as well as utilizing Cummins 

design expertise in areas such as EGR system and components. As engine subsystems 

and components designs were completed, design reviews were held to gain input on the 

design and refinements were implemented to alleviate the raised issues. Design Failure 

Mode and Effect Analysis were also conducted for the new components or subsystems. 

Structure and release of the new parts at “Development” status was also completed. 

Figure (8) shows an example of analysis work conducted to arrive at a design for the 

Air/Fuel/EGR mixer. Through Flow analysis various design iterations were evaluated to 

arrive at an acceptable mixing performance as seen in the figure. The target EGR 

fraction on 0.2 (20%) highlighted by the arrow denotes a green color where that mixture 

concentration is reached. In the “First Iteration” cross section, the distribution shows 

large areas of “Blue” indicating fresh air and “Red” indicating unmixed EGR gases. 

Several iterations of the design to improve EGR distribution resulted in the final design 

arrangement which resulted in the improved distribution in Fig (8). Large areas of 

11
“Green” are evident and no “Red” zones are present. Although total uniformity was not 

achieved at the mixer outlet considerable improvements were made from the initial 

design. The model also indicated that further charge mixing is achieved downstream of 

the mixer resulting in good cylinder to cylinder uniformity as indicated in figure (9) where 

very small differences are seen in the trapped EGR fraction in all six cylinders. Cylinder 

charge distribution of EGR fractions were predicted using computational fluid dynamics 

computer simulations of the engine configuration. 

Mass 

F ti f

First 

Iteration in 

this

Final 

Iteration 

with refined

Much more 

uniform at 

mixer outlet. 

Additi l

Large regions 

of high and 

 Figure (8): CFD Mixing Results 

12
EGR Fraction Distribution: Cylinderwise

0.18

0.20

0.22

0.24

123456

Cylinder #

EGR Fraction

 Figure (9): Cylinders distribution for the EGR Fraction 

Figure (10) is a three dimensional layout drawing of the optimized design of the engine. 

The design is vastly different from Figure (2) which outlined the concept design of the 

engine. All components are fully integrated in the design as can be clearly seen. 

 Figure (10): Optimized Design 

13
Design reviews were conducted per the schedule outlined in table (2) below. In addition 

a ‘Virtual Build’ which is an in depth design review with all components to build an 

engine in a Virtual (computer based) environment was completed at the manufacturing 

plant (CDC). This ensured that stable design is reached and introduced the design to all 

concerned functional group. Improvements were highlighted in this ‘Virtual Build’ which 

are to be addressed during the next design optimization phase. 

 Table (2) Design Reviews

System Review Date

Electronics System May 21, 05 

Power Cylinder May 31, 05 

Fuel System June 16, 05 

Induction System June 24, 05 

Exhaust System June 27, 05 

CDC Virtual Build Sept 20, 05 

Task 3: Design Verification and Validation 

Due to the termination of this contract, only the initial phase of this task was started and 

therefore only the initial elements of development are reported here. 

Task 3.1: Engineering Vehicle Tests 

A prototype engine was built and tested to verify performance. The engine was later 

installed in an Engineering truck and used for initial shake down of performance and 

calibration issues (Figure 11). The vehicle is a 1993 International Model 9700 Highway 

Tractor, 6 x 4 cab over, sleeper-body. The engine installation also included a 

transmission upgrade to an Allison B500 5-speed with retarder. The engine was initially 

built with concept hardware and later upfitted with Alpha level hardware when it became 

available. The truck is used to verify design changes, both hardware and software, to 

correct problems or to improve system and vehicle performance. The vehicle is very 

useful in evaluating and optimizing calibration and provided a way of rapidly checking 

the impact on vehicle performance. 

 

14
Figure (11): Engineering Truck 

Task 3.2: Alpha Engine Builds 

Parts were procured and received for the build of the field test engines and 

arrangements were made to secure agreements with the selected field test customers. 

Table (3) outlines the field test plans and the delivery dates for the engines. The field 

test applications covered the intended market segments of transit bus and waste truck 

operators. These are the identified applications which traditionally used or are expected 

to use natural gas engines. 

Two engines were also built to be used for the mechanical development of the engine 

subsystems. The installation and commissioning of these vehicles fall outside this 

phase 1 development of the program. 

Table (3) Field Test Engines Details

15
Conclusions 

This phase one development of the program has demonstrated that the target engine 

power output can be achieved with sufficient operating margin. The cooled EGR in 

combination with a 3-way catalyst was shown to also be capable of meeting the 2010 

emissions standards. An integrated design with the required subsystems and components 

was initiated in this phase but not completed. A control system with a new controller was 

initiated but not completed but was able to sufficiently control the engine to facilitate the 

development work. Field test engines were built, tested and shipped but not installed in 

vehicles prior to conclusion of this contract. CWI is continuing the ISL G engine 

development and commercialization program with funding assistance from additional 

sources. ISL G commercialization is scheduled for early 2007. 

16
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1. REPORT DATE (DD-MM-YYYY)

October 2006 

2. REPORT TYPE

Subcontract Report 

3. DATES COVERED (From - To)

02/02/05 - 7/31/06 

5a. CONTRACT NUMBER

DE-AC36-99-GO10337 

5b. GRANT NUMBER

4. TITLE AND SUBTITLE

Development of a Cummins Westport SI-EGR Natural Gas Engine 

at 0.2 g/bhp-hr NOx: February 2, 2005 – July 31, 2006 

5c. PROGRAM ELEMENT NUMBER

5d. PROJECT NUMBER

NREL/SR-540-40757 

5e. TASK NUMBER

WO14.1000 

6. AUTHOR(S)

M. Kamel 

5f. WORK UNIT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

Cummins Westport, Inc. 

101-1750 West 75th Avenue 

Vancouver, BC V6P6G2 

8. PERFORMING ORGANIZATION 

REPORT NUMBER

ZCI-5-44118-01 

10. SPONSOR/MONITOR'S ACRONYM(S)

NREL 

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Renewable Energy Laboratory 

1617 Cole Blvd. 

Golden, CO 80401-3393 11. SPONSORING/MONITORING 

AGENCY REPORT NUMBER

NREL/SR-540-40757 

12. DISTRIBUTION AVAILABILITY STATEMENT

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Springfield, VA 22161 

13. SUPPLEMENTARY NOTES

NREL Technical Monitor: Aaron Williams 

14. ABSTRACT (Maximum 200 Words)

The report discusses a program to develop and demonstrate advanced technologies and methods for controlling 

exhaust emissions in a medium-duty natural gas engine to meet 2010 federal emissions standards. 

15. SUBJECT TERMS

natural gas engines; vehicle emissions; federal emission standards; exhaust emissions; medium-duty vehicles 

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