1. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 1 SP BO – 24M PR reviewed MMWork PerformedWP Development of Recalculation Routine HR – Depending on Fuel Composition 2.4 Derivation of Mathematical Expression of Effect Factors, Constant Determination Verification of Convergence B0.2 2.5 Testing Recalculation Procedure by Comparison with Experimental ResultsB0.2 6 Preparation of Input Data; Systematic Simulation; Transformation into Legible FormB0.2 Knock Identification; Description; Simulation 4.5 Experimental Data Analysis, Pre-processing, Determination of Correction Coefficients Functionality and Plausibility Testing B0.2 Experimental Data Acquisition and Pre-processing 6.6 Experiments Preparation & Performing; Elaboration of Experimental ResultsB0.4 1 Data Pre-processing for GdF-SUEZB0.4 1 Compilation of D.B0.6B0.4 24 Total JBRC activities during P2 Paragraph 3.4- chapter 3 of 24M PR Reviewer(s) recommendations at page 4 of Technical Review Report

2. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0 – Response to deliverables / milestones rejected DB0.1: Study on gas compositions in Europe (topic LNG) The description of the supply with LNG covers an appropriate part of the report. The different sources and compositions of LNG are listed in detail. LNG qualities with ethane contents larger than 10% are as yet typical only for Lybian LNG, but low MN may also be caused by propane and butane amounts in LNG. The spectrum of LNG compositions is quite larger and most of them are non-critical for engine operation. Unit / Gas Algeria Arzew LybiaNigeriaNorway Egypt Damietta Egypt Idku Equatorial Guinea CO 2 Mol. % N2N2 0.60.70.10.80.0800 O2O2 Mol. % CH 4 Mol. %8881.691.391.897.797.293.4 C2H6C2H6 Mol. %913.44.65.71.82.36.5 C3H8C3H8 Mol. %23.72.61.30.20.30 n-C 4 H 10 Mol. %0.50.71.40.40.2 0 SumMol. %100.1 100.0 99.9 Mol. Weightkg/kmol18.164819.355018.018717.471316.442116.533916.9387 Upper cvkWh/m ³ 11.59012.24611.58911.16210.70610.77211.001 Lower cvkWh/m ³ 10.47311.08510.47010.0759.6469.7079.921 Densitykg/m ³ 0.77030.82110.76410.74070.69680.70080.7180 Wobbe indexkWh/m ³ 14.619014.960014.677014.357714.196814.244414.3711 MN-72.965.970.978.590.288.884.0

3. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0 – Response to deliverables / milestones rejected DB0.1: Study on gas compositions in Europe (topic LNG) Since the low methane number of heavy LNG qualities is relevant for present and future CNG, one of the limit gases, namely L3 with a Methane Number of 62, is defined to represent this type of LNG. L3 ist a synthetically produced mixture with an ethane content of 14 % and an propane content of 6 %, leading to a Methane Number of 62. Description L1 Low cv: G27 L2 high cv and low MN: approx. North sea gas L3 high cv and very low MN: approx. heavy LNG L4 Influence H2: approx. russian gas + 20% H2 L5 Influence H2 + N2: approx. L- Gas + 20% H2 Composition CH4Vol.-%82908078.569 N2Vol.-%18 8 CO2Vol.-% C2H6Vol.-% 7141.53 C3H8Vol.-% 36 n-C4H10Vol.-% H2Vol.-% 20 Properties cv HskWh/m38.60511.53612.5769.1858.466 cv HikWh/m37.74710.42011.3918.2367.592 WI WskWh/m310.85114.66315.21613.4711.910 Standard densitykg/m30.77070.75850.83710.56980.6192 Methane number-10574.262.376.975.2

4. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0 – Response to deliverables / milestones rejected E.ON Ruhrgas: DB0.3 Study on H2 embrittlement of CNG 1 tanks Hythane fuelling issues Aim of the study (budget 25.000 €) was the description of the existing situation and of the current knowledge about the H2 influence on steel cylinders. It explains especially, that the knowledge about the crack propagation in presence of CNG/H2-mixtures is insuffient and needs further research. This research, however, exceeds the scope of the study. The idea to reduce the the number of cycles is to be understood only as a possible approach to solve the problem, derived from the regulations for H2-steel tanks, and not as a practical near-term solution. An on-board monitoring of filling cycles is of course not implemented in the present CNG fleet and would mean an expensive retrofit measure. From the marketing view, it is necessary that existing CNG vehicles will be allowed to fill up at future hythane fueling stations using the standard filling nozzles. Therefore, the goal of further research should be an increase of the tolerable H2-content up to values larger than two percent, without reduction of load cycles. The safe operation with hythane (H2 > 2%) without reduction of load cycles has still to be verified by research.

5. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 5 SP B0 – Response to deliverables / milestones rejected JBRC – Selection of Testing Engine DB0.5 Annex A Pages 13 and 20 of Technical Review Report Before Project Start 6 Month Meeting

6. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 6 SP B0 – Response to deliverables / milestones rejected JBRC – Selection of Testing Engine DB0.5 Annex A Pages 13 and 20 of Technical Review Report Knock Simulation GRI-Mech 3.0 Reaction Mechanism (53 components/325 reaction) In-cylinder Pressure and End Gas Temperature Generated by Model or Experiment Evaluation Integration Increment Engine Speed No Empirical Calibration Necessary

7. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 7 SP B0 – Response to deliverables / milestones rejected JBRC – Future “Hythane” Certification DB0.6 Annex 25 Pages 13 and 20 of Technical Review Report Regulation No. 83 Annex 10a Further NG reference fuel New kind of fuel ! / ? Regulation No. 101 Annex 6, § 1.4.3 for vehicles with a positive ignition engine fuelled with hythane FC  Exhaust HC  CH 4 FC  Exhaust HC  Hythane Comparison Test Bench Data

8. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0 – Response to deliverables / milestones rejected DB0.6: Special focus on Hydrogen The influence of Hydrogen on the engine functioning has been studied in DB0.6, and are presented in Annex 16 and 17. A paragraph has been added in DB0.6 to highlight the influence of content of hydrogen (up to 40%mol) on different control parameters. The hythane® composition (20% vol. hydrogen in 80% vol. natural gas) has also been studied. According to the results, it seems that using directly hythane® in engines does not seem to require any drastic engine adjustment. Nowadays, there is no reference fuel containing more than 20% vol. of hydrogen. For instance, for the demonstration made in Dunkerque (France) concerning the use of hythane® in buses, a special dispensation was necessary. Moreover studies could be performed at the European level to recognize the gas mixtures, such hythane®, as regular fuels.

9. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0 – Response to deliverables / milestones rejected MEMS: DB0.14 Feasibility report of a low cost gas quality sensor Cost/benefit considerations The change in gas composition can affect the efficiency, performance, emissions and operating behavior of gas engines. The impact of a gas quality sensor depends as well on the engine design and operation, as on the parameters of the gas quality changes. The indirect gas quality discrimination based on the lambda sensor has a restricted performance (low sensitivy and low signal dynamics with respect to cv measurement). Compared to this solution, the improved gas quality information in combination with the availability of the signal in advance of the combustion enlarges the scope of engine control optimization for performance and emissions by adjusting the ignition timing, injection timing and boost pressure. The sensor will provide new options for the engine control in the sense of operational enhancements, additional diagnostics and driver information (cruising range). Engines for heavy duty vehicles, derived from a Diesel engine, are not equipped with knock sensing. Power losses of up to 20% are the result of unavoidably high safety margins to the knock line. For the NGV manufacturer, the cost of the gas quality (in this case MN) sensor is readily leveled with the technical and competitive advantage. Upcoming INGAS engine tests are to provide other findings about the efficiency and performance gains through the use of a gas quality sensor. Monetary benefit may be derived from consumption improvements, but this effect is expected to be low.

10. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain SP B0.5 – Updated activities planning MEMS: Low cost gas quality sensor Extensive Motor test bench tests ongoing at CRF, Torino, until end of April 2011 –First results positive: most important gas mixtures correctly analyzed –inconsistency of reference data detected as used until today Road test on MEMS’s own NGV continued; Tailoring of application specific sensor modul -> cost reduction 10

11. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 11 SP xx – Additional technical information

12. INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 12 SP xx – Response to Reviewers’ comments