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LIFE Project NumberLIFE13 ENV/LU/000460Final ReportCovering the project activities from 01/06/2014 to 3 0/05/2018Reporting Date05/03/2019LIFE DI-CNGDemonstration and validation of Direct Injection of CNG invehicle engines and its environmental benefitsPROJECT DATAProject locationLuxembourgProject start date02/06/2014Project end date31/05/2018Total project duration48 monthsTotal budget 7,969,959Total eligible budget 6,864,959EU contribution 3,432,479(%) of total costs43.07(%) of eligible costs50.00BENEFICIAIRY DATAName beneficiaryDelphi Automotive Systems Luxembourg S.A. (Delphi)Contact personMr Camille FeyderPostal addressAvenue de Luxembourg, L-4940 Bascharage, LuxembourgVisit addressAvenue de Luxembourg, L-4940 Bascharage, LuxembourgTelephone 352 50 18 43 70E-mailcamille.feyder@delphi.comProject pressed-naturalgas-injector

1. List of contents1.1. List of contents1.List of contents . 2List of contents . 2List of acronyms . 3List of tables . 4List of figures . 42.Executive summary . 53.Introduction: Project scope and objectives . 94.Administrative part . 104.1. Description of the management system . 104.2. Evaluation of the management system . 115.Technical part . 125.1. Technical progress. 12Injector development, prototyping and testing . 12Pilot process optimization and testing . 16System level implementation . 20Monitoring of the Environmental impact of the injector: . 271.1.1.2.1.3.1.4.

1.2. List of acronymsBEVBMEPBoMCARBBattery Electric VehicleBrake Mean Effective PressureBill of MaterialCalifornia Air Resource BoardLCILCIALCMUSTCBGCH4CHPCICompressed BiogasMethaneCombined Heat Power PlantCarbon IntensityMPFINEDCNGVNGVACompressed Natural GasCarbon monoxideCarbon DioxideCoefficient of VariationDeutsches Biomasse Forschungszentrum(German Research Centre forBiomass)DenaDeutsche Energie Agentur (GermanEnergy Agency)DI-CNG Direct Injection of CompressedNatural GasEBAEuropean Biogas AssociationFCEVFuel Cell Electric VehicleFQDFuel Quality DirectiveFRCFiat Research CenterGasOnHorizon202O research program fordemonstration of monovalent DICNG vehiclesGDiGasoline Direct InjectionCHGGreen House GasGVGeometric VarianceGWhGiga Watt hoursHDPEHigh Density PolyEthyleneHEVHybrid Electric VehicleIAVInstitute for Automotive EngineeringIEAInternational Energy AgencyNm3NMHCNOxPAPFICNGCOCO2COVDBFZPHEVLife Cycle InventoryLife Cycle Impact AssessmentLife Cycle ManagementLuxembourg Institute ofScience & TechnologyManifold Port Fuel InjectionNew European Driving cycleNatural Gas VehicleNaturalGasVehicleAssociationNorm cubic meterNon Methane hydrocarbonsNitrogen OxidesPolyamidePort fuel injectionPMPlug-inHybridVehicleParticulate MassElectricPNParticulate NumberPSAPtGROERNGSGCPressure Swing AdsorptionPower-to-GasReal Driving EmissionRenewable Natural GasSwedish Gas Centre(Svenskt Gastekniskt rbo Gas InjectionTotal HydrocarbonsTurbo Stratified InjectionTank-to-WheelTerra Watt hoursVariable Turbo GeometryWaste Gate

ILCDIRENAJRCLCALCFSInternational Reference Life CycleData SystemInternational Renewable EnergyAgencyJoint Research CenterLife Cycle AssessmentLow Carbon Fuel StandardWLTPWSLWtTWtWWorld harmonized Light dutyvehicle TestSwiss Federal Institute forForest, Snow& Landscape ResearchWell-to-TankWell-to-Wheel1.3. List of tablesTable 2-1 List of dissemination actions . 7Table 5-1 Summary of DI-CNG demonstration activities on engine and vehicle level . 201.4. List of figuresFigure 4-1 Gant Chart - Life project . 10Figure 4-2 Consultancy and External assistance . 11Figure 5-1 Early research injector for 1st. engine tests . 12Figure 5-2 Delphi Technologies GEN6 Di-CNG injector vs. M14 gasoline injector . 12Figure 5-3 DI-CNG system hardware and control system . 14Figure 5-4 The DI-CNG controller hardware . 14Figure 5-5 Interior (left) and exterior (right) of DI-CNG injector durability test stand . 15Figure 5-6 Design of a production line for low volume ( 150,000 injectors / year) . 19Figure 5-7 Summary of DI-CNG demonstration activities on vehicle level . 21Figure 5-8 Comparison of CNG engine configurations with different turbochargers . 23Figure 5-9 Relative CO2 reduction by DI-CNG vs. GDi engine operation . 23Figure 5-10 Power and efficiency curves for Ford GasOn DI-CNG engine . 24Figure 5-11 Conclusions of GasOn project achievements WP2 . 26Figure 5-12 WtW emission results of carbon footprint calculations . 28

2. Executive summaryThe societal needs for cleaner air in cities and lower global Green House Gas emissions areimpacting all industry sectors. The transport sector and, in particular, the surface mobility haveobjectives to reduce toxic emissions and CO2 in order to reach sustainable mobility for peopleand goods. The automotive industry explores the use of different energy sources combinedwith adapted or optimized powertrains. In this context and with the support of the Life programof the European Commission, Delphi Technologies (former Delphi) as a partner of theautomotive industry supply chain, ran the LIFE13 ENV/LU/00460 project with the title:“Demonstration and validation of Direct Injection of Compressed Natural Gas in vehicleengines and its environmental benefits”The project consisted of a feasibility studio for the industrial manufacturability of a newinjection technology, which allows Direct Injection (DI) of CNG into today’s modern carengines. The technology was developed and proven in a lab scale prior to the start of the project.The project demonstrated the possibility to manufacture injectors for DI-CNG that meet theindustry standards.Management systemDelphi Technologies as one of the leading automotive suppliers for injection systems isexperienced in executing complex initiatives that include different interrelated actions andrequire the collaboration of various internal teams. The LIFE DI-CNG project was executed bydefined, specialized teams for product and process engineering, project management, financialreporting, demonstrating/monitoring activities and dissemination actions.Project execution was carried out through regular management meetings of those teams andthe seamless application of the internal procedures applied to the LIFE project. Neemo and theEuropean Commission remained supportive during the project and gave feedback in order toensure that the LIFE Program Common Provisions were followed during the projectimplementation.The Gantt Chart, as presented in the project proposal, was followed and kept updated duringthe project execution. It allowed to follow parallel activities and keep deadlines for milestonesand deliverables as tight as possible. Delphi Technologies, as the only partner of LIFE DICNG, relied on external actors for project management support and life cycle assessment.ImplementationAll tests were performed using DI-CNG injectors from Delphi Technologies. Different designlevels were used throughout the project. However, as the flow curves of the injectors and thecritical performance parameters remained unchanged through all design iterations, all engineresults were considered valid for all design levels. In the following, a brief description of eachaction is presented.Injector development, prototyping and testingPrior to the start of the Life project, early handmade prototype injectors were used to prove theconcept of direct CNG injection into the combustion chamber of an internal combustion engine.During the project, the DI-CNG injector concept was transferred from the early prototype levelto the so-called production intend design. The evolution progressed through several designiterations and was completed with fully validated production intend injectors, built withstandard production processes and machines.Several batches of the different prototype injector design levels were built for performance,durability and validation tests.

Pilot process optimization and testingExisting lab space was refurbished at the Delphi Technologies Technical Centre Luxembourgto host the pilot line for DI-CNG injector manufacturing. The different manufacturingprocesses were developed in light of minimal energy & utilities usage.System level implementation, testing, and demonstration of environmental impactSeveral OEM manufacturers used the DI-CNG injectors on a number of test vehicles andengines. The common conclusions on different engine concepts and different vehicleapplications were: Optimal engine efficiency with CNG is achieved with an engine compression ratio ofaround 13:1. This is significantly higher than for gasoline engines. The thermal efficiency of such modified and optimized engines is considerably betterthan on gasoline engines. This results in lower exhaust gas temperatures affecting theability of standard catalytic converters to reduce emissions.Monitoring of the environmental impact of the injectorThe use of early development prototype injectors in prototype engines allowed to reach theCO2 and particle matter targets as indicated in the grant agreement. It was of major importanceto maintain the performance characteristics as seen on those early prototype injectors throughall product development iterations. The key product characteristics that can influence theengine performance, the toxic emissions, the particles and the CO2 are the flow rate and theleakage of a closed injector. Characteristics like lifetime durability and flow stability and leakrate over lifetime were added as criteria to be met during the industrialization process of theinjector.Monitoring of the industrial injector prototype performanceThe monitoring of the injector performance during all design iterations and the full validationof the production intend design (last design iteration) confirmed that the design iterationsgenerated the expected environmental impact when operated in engines. The initialenvironmental impact objectives for tank to wheel emissions were met.Monitoring of the pilot process for injector manufacturingThis action was assessing the environmental impact and CO2 footprint of the DI-CNG injectormanufacturing process. The manufacturing of DI-CNG injectors was compared step-by-step tothe manufacturing of DI-gasoline injectors. The objective to lower the carbon footprint wasalready taken into account in the design of the injector as well as the design of the pilot line. Itis reflected in the selection of equipment and consumables. In total the energy consumption tomanufacture a DI-CNG injector is around 7% lower than for a GDi injector.Monitoring of the life cycle of the injectorThe Life Cycle Assessment study was performed in close collaboration with the LIST(Luxembourg Institute of Science and Technology). It compared the CO2 footprint for themanufacturing of a mono-valent DI-CNG car versus a GDi version. Converted into mg/km fora vehicle life time mileage of 210.000 km, the calculation revealed that the production of theconcept specific components generates 291 mg CO2eq/km for GDi vehicles versus 389 mgCO2eq/km for DI-CNG vehicles. The difference of 100 mg/km appears negligible compared toTank-to-Wheel and Well-to-Tank emissionsThe study concluded that monovalent DI-CNG vehicles can reduce the CO2-eq emissions byaround 30% compared to the DI- Gasoline technology when using CNG. Using bio-methanethis value can be increased to more than 40%.