Development and Demonstration

of a Fuel-Efficient HD Engine

(Dept of Energy Supertruck Program)

Acknowledgements: DOE Contract: DE-EE0003303

Industrial Partners: Bosch, ARGONNE, Federal Mogul, WERC

William de Ojeda

Navistar 

Technical Session: High-Efficiency Engine Technologies Part 1 

DOE DEER CONFERENCE

Monday 3 October 2011

Detroit, Michigan

1
Outline

• Program Overview

– Project Goals: Approach for Fuel Economy

– Engine Baseline and Targets

– Development Facilities

– Supertruck Plan: Technology Introduction

• Efficiency Roadmap

– Milestone 1: Engine Thermal Efficiency

– Milestone 2: Turbocompounding

– Milestone 3: Base Engine Technologies

– Milestone 4: Rankine Cycle Selection

• Advanced Engine Concept

– Impact of Fuel Reactivity

– Challenges and Opportunities

• Summary

• Acknowledgements

2
Project Goals: 

Approach for Fuel Economy

Supertruck Concept 3

Engine

Combustion-Emissions

Base Engine

Heat recovery

20%

improvement in freight 50%

efficiency

Aero

Gap reduction

Aero Drop

Camera Mirrors

Light Weight

SMART tandem axles

Composite cab, trailer

Wide base single tires

Driveline

SMART tandem axles

Composite cab, trailer

Wide base single tires

Hybrid

Dual-Mode Drive

Electrified Accessories

Vehicle

Baseline

2010 ProStar with 

MAXXFORCE 13L

30%
Engine Baseline and Targets

4

Rated Power 475hp

Best BTE 42%

Engine out NOx 0.35g/bhp-hr

MY 2010 

MAXXFORCE 13

Rated Power 475hp

Best BTE 50%

Emissions HD 

EPA 2010

Supertruck Targets

42%

50%

2-Stage turbocharger

2200 bar Common Rail

2-stage EGR cooling

DPF

Bottoming Cycles

Electric Turbo-compound

Rankine Cycle, Thermo-electrics

Variable Valve Actuation

High Efficiency Turbochargers

Pushing the technology frontier

Aftertreatment 

solutions

3000bar capability

Advanced EGR cooling

Combustion 

feedback

Advanced Combustion Concepts

Advanced 

Simulation

Combustion 

feedback

Fuel Reactivity

Base Engine 

Friction reduction, PCP

Electrification of accessories
Development Facilities

5 Federal Mogul Friction Benchmark

BOSCH

BOSCH High-injection pressure capability

CFD-Engine correlations

ANL

Argonne 

National Labs

Cylinder head redesign with

PFI system installation

Fuel Reactivity 

NAVISTAR

Navistar Combustion Development, Emissions 

Performance Benchmark

Heat Recovery Technology
Efficiency at road 

load condition

2010 2011 2012 2013 2014

Supertruck Development Plan

Technology Introduction

6

Advanced Concepts Fuel Reactivity

55% BTE dyno 

demonstration 

Heat Recovery

 Base engine improvements

Combustion / Aftertreatment 

50% BTE and 

Vehicle 

Demonstration

MAXXFORCE 13

2010 2011 2012 2013 2014

Efficiency at road 

load condition

Dyno demonstration

Currently 46.5%
Efficiency Roadmap

7

Target a combined 50%

At road load condition

block

CO,HC

Brake

CAC+ISC

EGR

Exhaust

Pumping

friction

Supertruck Supertruck

Brake

CAC+ISC

EGR

Exhaust

Pumping

friction

block

CO,HC

Supertruck Current Supertruck BTE ~45%

with TuCo ~46.5

Brake

CAC+ISC

EGR

Exhaust

Pumping

friction

Rankine

Pumping

Base Engine

Brake

TuCo

Supertruck Technologies

towards 50% BTE

Supertruck
CR effect

Injection 

pressure

Constant NOx

Constant inj timing

1%

Constant NOx

Constant inj timing

CR effect

Injection 

pressure

1%

Milestone 1: Engine Thermal Efficiency

8

BTE (CR) BTE (Inj Press)

A75 +1.3% +0.5%

Road Map

Currently 

demonstrated 

+3% BTE gain (to 45%)

B50 +1.3% +1.0%

C100 +1.2% +1.2%

CR effect

Injection pressure

Constant NOx

Constant inj timing

1%

 Minimize engine out 

NOx – Soot

 Maximize BTE

 Optimize :

Injection timing

Fuel pressure

Injection events

 Optimize Hardware: 

Compression ratio

Cooling system
Milestone 2: Turbocompounding

9

Demonstrated at road load condition:

+1.4% BTE gain

(46.4% BTE)

Recover exhaust energy

Criteria

- highest efficiency opportunity

- best opportunity for system optimization

- synergistic with Supertruck hybridization

turbo-generator

ECU

Support Systems1

Lube oil1

Power electronics1

Brake resistor

Hybrid Bus 700 VDC BUS1

PTC1

High efficiency 

turbochargers2

Aftertreatment 

location2

System integration2

Controls2
Current test results

 Broader range of improvement 

from mechanical turbocompounding 

~7% BSFC 

improvement

with mechanical TuCo range of E-TuCo

Milestone 2: Turbocompounding (TuCo)

10

Optimizing work

- Load distribution across turbine wheels

 - Couple hardware with flow targets (emissions)

- Leverage simulation tools

NOx range

Hardware

options

lo mid high Target region

1215 rpm

75% load

1850rpm

50% load

Challenges of optimization

1215 rpm

75% load

1850rpm

50% load

Two hardware

configurations 

at same 

emission level

NOx

0.2gNOx

NOx

Varying 

emissions at 

fixed 

hardware

configuration

Hardware shift
Milestone 3: Base Engine

11

 Up to 2% BTE gain possible across base engine improvements

 Target is 1.5% BTE gain.

Piston and liners

Bushings

Lube oil system

Cooling system

Low friction camshaft

Light weight crank
Milestone 4: Rankine Cycle

12

Cycle Criteria:

Achieve target intake manifold temperature;

Package in the vehicle;

Produce fuel economy benefit;

Safety and crashworthiness;

Cost and cost/performance ratio;

Reliability, durability, and product life;

Serviceability and service intervals;

Minimal weight increase.

BSFC Improvement* HTR Cooled Condenser

Road Cycle [1]

Road Cycle [2]

USSET

3.1%

3.9%

4.9%

Alternative Concepts

*Estimates

Evaluation of Fluids

Critical temperature, pressure

Triple point temp, Psat at -40 ̊C, 25 ̊C

Flammability (in air)

Decomposition temp ( ̊C), products

GWP, ODP

Cost/L (Approx)

Specific gravity at 25 ̊C
Advanced BTE Concept

Impact of Fuel Reactivity

13

The High Efficiency Diesel MAXXFORCE13: 

 Engine operates at gross thermal efficiencies of 51-55% 

MAXXFORCE13 Dual Fuel Dual Fuel Cylinder Head Dual Fuel Controller and strategy 

at ARGONNE

MAXXFORCE13 has been reworked to 

operated in Dual Fuel mode

[1] Path to High Efficiency Gasoline Engines, Bengt Johansson, DEER 2010

[2] High Efficiency Fuel Reactivity Controlled Compression Ignition (RCCI) Combustion, Rolf D. Reitz, DEER 2010

Single Cylinder Research engines with advanced or two fuels:

 Engines have shown similar efficiencies (e.g. PPC [1], RCCI [2])

 Fuel reactivity shows significantly improved engine out emissions

 Challenges exist to make this “feasible”
Fuel Reactivity

Challenges and Opportunities

14

Emissions Efficiency Engine Technologies

Diesel Fuel Challenging in-cylinder

Costly aftertreatment

Retains high

efficiency In production

Fuel Reactivity Reduce engine out emissions to 

2010 levels High Efficiency Challenging conditions to attain in 

production 

Enablers with

the MAXXFORCE13 Dual Fuel

and Advanced EGR

VVA

Combustion Feedback

Variable Geometry Turbos

EPA regulations EGR 

driving 

capability cooling
Summary

Project is focused on assessing and developing engine and vehicle technologies to improve 

freight efficiency for class 8 truck and trailer.

The MAXXFORCE 13L engine is well posed to deliver 50% BTE

The work to date includes:

 Milestone 1: Combustion optimization demonstrated efficiency improvement of 3% BTE

 Milestone 2: Demonstrated turbocompounding improvement of 1.4% BTE

 Milestone 3: Base Engine Technologies selection targeting 1.5% BTE gain

 Milestone 4: Rankine Cycle Selection (including hardware, refrigerant)

targeting 1.5% BTE gain

In addition:

 Engine has been prepared to examine the impact of Fuel Reactivity

15
Acknowledgements 

Engine Project Partners

TM

CFD Fuels Enabling 

Technologies

16

WERC ARGONNE BOSCH

NATIONAL

LABS

FEDERAL

MOGUL

Willy de Ojeda

Navistar, Inc.

2601 Navistar Drive

Lisle, IL 60532

willy.deojeda@navistar.com

Thank You