POWER TRAIN WORKING GROUP PROPOSALS Jean Jacques His, Ferrari Head of Powertrain Department 16/11/2010

ESMSC Power Train Group targets Our targets a ) Propose solutions to improve the carbon footprint of race cars (another ESMSC Working Group being in charge of the footprint of the event) b ) Understand how motor sport might enhance the development of technical solutions improving the emissions of passenger cars c ) Focusing on power train, provide the appropriate tools needed by Fédération Internationale de l’Automobile to define the race series which would be part of the Environmentally Sustainable Motorsport strategy

Policies for ESMSC Power Train Main guidelines a ) Winner should cross the finish line first ! b ) Emphasis on energy efficiency, enable all efficiency technologies to be embraced c ) It is not the role of motor sport to determine which energy particles will be used to road transport fuels. We should avoid pitting gasoline vs Diesel vs bio fuels …. Energy to be regulated on a tank to wheel basis d ) Hybrid technologies should be promoted to motor sport e ) Driver aids : each class of racing should decide whether it wishes to encourage efficient driving skills, or permit SW tools for optimum use of available energy f ) Note : total activity of putting on a motor sport series should be carbon neutral, in most cases the carbon footprint of competitors is negligible if compared to the carbon footprint of the event

Fuel saving systems (for road cars) to investigate for racing power trains Gasoline Direct Injection (including 2 / 4 stroke) Diesel (including 2 / 4 stroke) Turbo charging Energy storage & recovery systems, waste heat recovery Fuel cells Transmissions Energy management & monitoring Energy allowance for the event Potential power sent from reservoir to power train (instant fuel flow measurement) Trip computer

CO 2 challenge Road cars vs motor sport Relevance of motor sport for road car development CO 2 challenge for road cars, and fuel consumption of a race car are different problems : Race engines are mainly operated at high load, in their best efficiency area, and potential improvement of fuel consumption for race engines is limited Road car engines are mainly used at low load, in their worst efficiency conditions. Engine efficiency at low load may be improved by solutions which are not fully relevant to race operating conditions Therefore, road cars are going massively towards downsizing and hybrids, and will tremendously cut the CO 2 emissions as long as the current reference cycle will remain The main objective of transplanting downsizing / turbo charging / hybrid systems ….. to race cars is to develop and promote road relevant technologies for reducing fuel consumption of road cars

CO 2 challenge For motor sport Proposals If we agree that some specific solutions (i.e. : downsizing, energy storage & recovery systems..) are the technologies for future IC power trains to be used on road cars, let’s introduce those solutions on race cars Racing will enhance the development of those new components which will be used on road cars. If they help to cover a longer distance, at the same speed or faster with a given amount of fuel … they will have improved the efficiency of the race car as well

CO 2 challenge For motor sport Problems …. How to make those solutions (which should give an advantage on CO 2 emissions for road cars) “attractive” for competition use (rules should enforce the application of those solutions) How to keep the cost of those solutions (R&D + implementation on race cars) at an acceptable level (see table at last page) How to reduce the fuel consumption of the race car

Solutions in developments for CO 2 emissions on road Reduction of pumping losses VVT VVL EGR Downsizing Lean burn Combustion improvement GDI Ion sensing combustion control HCCI Diesel Different number of strokes Variable compression ratio Reduction of friction losses Coatings (DLC, …) Variable flow oil pump

Solutions in developments for CO 2 emissions on road load point moving Gearbox with high number of ratios CVT…. load point moving + energy storage & recovery Energy recovery systems driving aids for the power train Trip computer Economy / sport mapping

CO 2 emissions Reduction of pumping losses Proposal : downsizing would be allowed (boosting systems) main technical challenges with downsizing Power density Boost system efficiency Turbo-lag Turbine inlet temperature Knock control Charge cooling issues A maximum boost level and air flow restrictor should be written in the rules until a fuel flow measurement device is available Important involvement & support of turbocharger suppliers necessary

CO 2 emissions Combustion Improvements gasoline direct injection gasoline direct injection to be encouraged, would combine positively with downsizing ignition / combustion control with ion sensing and / or cylinder pressure measurement should be allowed main challenges with gasoline direct injection (GDI) very strong interaction between engine design (combustion chamber, intake system) & injection system. GDI systems have not the flexibility of PFI road engines have less than ≈ 50 kW / cylinder, engine speed ≈ 6500 rpm wall guided lateral injectors (Audi, Ferrari..) vs. spray guided vertical injectors (BMW)  finding appropriate GDI systems for race engines may be critical / expensive issues important involvement & support of injection system suppliers necessary high R&D costs

CO 2 emissions Combustion Improvements turbo diesel turbo Diesel should be a candidate equivalence rules with gasoline engines remain an issue. Diesel fuel specifications to be road relevant. main challenges with turbo diesel high combustion pressures (compression ratio of race engine should remain realistic..) challenge for road going Diesel is not actually CO 2 …. : control NOx & Particulate.. issues Important involvement & support of injection system suppliers necessary High R&D costs Exhaust after-treatment with particulate filters or catalytic systems mandatory

CO 2 emissions Reduction of friction losses innovation of surface treatments & coatings might come through race engines bearing surfaces reduction is important for CO 2 emissions main technical challenges with friction reduction material treatments oil performance reliability & life time issues friction reduction requires important testing programs, and continuous engine redesign, but has many strong synergies with road engines design important involvement & support of oil supplier necessary it might be necessary to monitor bearing surfaces in some race categories

CO 2 emissions Load moving point Transmission Unlimited number of ratios should increase efficiency Main challenges with transmissions Weight Efficiency Upshift time Issues Risk of “exotic” transmission which would be convenient only for racing

CO 2 emissions Energy storage & recovery / hybrid Energy recovery and storage systems A strong trend in power train development for some time : should be allowed in race cars However KERS has just failed after its first year The target should be : reduction of fuel consumption, but not increase of performance Main challenges with energy recovery and storage systems Weight Efficiency of the components Safety Issues R&D cost

CO 2 emissions Energy management aids for the driver trip computers highly sophisticated trip computers are currently being developed to save fuel and time for road cars technology would be available for trip computers helping the driver to manage fuel on board during the race main challenges with trip computers calibration of fuel injection system possibility to save fuel : different fuel map, earlier upshift…. issues to be decided in Sporting Rules

CO 2 emissions Energy monitoring Energy flow control Energy allowance for the race to remain the main engine performance restriction Power flow to be measured & recorded at least in some cases, limitation being set in the Sporting Regulations If a proper and sustainable fuel flow monitoring would be available, we might cancel the air flow restrictors Main challenges with fuel flow monitoring Pressure spikes in fuel line No buffer to be fitted between fuel flow measurement device and injection pump Vibrations, accuracy and reliability Averaging time is a crucial issue Issues Meet and evaluate potential suppliers of flow meters Fuel consumption reductions to be scheduled by Regulations Refuelling time should strongly impact race result

Possible scenario for fuel saving solution In the various racing categories The choice of technologies depends on the purpose of the championship which is being considered ‘technological development’ championships - Technological development championships (i.e. F1, LMP) should select the road relevant Technologies that Motor Industry deems suitable for development in motorsport - R&D must be cost effective compared to other R&D approaches ‘Product promotional” championships Product promotional championships (i.e. WRC, WTCC, GT) should select technologies that are not only road relevant, but technologies that the Manufacturers actually wish to promote for the products being showcased (i.e. 1,6 l, 4 cyl. Turbo GDI for WRC and WTCC, hybrids for GT…). The level of development allowed, deviating away from production specs, should be carefully decided by the participants Cost will be the driver

Possible scenario for fuel saving solution In the various racing categories