Dr. Andrew Brown Jr., PE, FESD, NAE Executive Director & Chief Technologist – Delphi

Chair – NRC Committee to Assess Fuel Economy Technologies for Medium- and Heavy-Duty Vehicles

Fuel Efficiency, Technologies and Emissions

AutomotiveWorld.comCommercial Vehicle Innovation Summit / USA 2011

28 September 2011

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Delphi at a Glance

� Overview

� Global Presence

� Leadership Team

� Customers

� Market Driven Portfolio

� Commitment to Excellence

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Globally Supporting Our Customers

� Leading global supplier of mobile electronics and transportation systems for original equipment and the aftermarket, including powertrain, safety, thermal, controls & security systems, electrical/electronic architecture and in-car entertainment and communication technologies

� Vision - Be Recognized By Our Customers As Their Best Supplier!

� Recognized for operational execution with a global manufacturing footprint - strategically located to support our customers

� Advanced technology and original equipment (OE) quality parts and service

– Automotive, aftermarket and original equipment service

– Computing, communications and energy applications

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Diverse and Global, Responsive to Customer and Market Needs

Employment:Countries:

Customers:

Employment:Countries:

Customers:

101,0003012,400 (including aftermarket)

101,0003012,400 (including aftermarket)

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�

�

�

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Driving Global Innovation-In Close Collaboration with Our Customers

Bascharage, Lux.

Juarez, Mexico Shanghai, China

Detroit, USA

Key Global Technical Centers

São Paulo, Brazil

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�

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Krakow, Poland

Bangalore, India

14 Technical Centers � 10 Countries � 16,000 Scientists & Engineers

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Delphi Leadership

August 1, 2011

Electrical/Electronic Dist. Sys. &

President, Russia

Stefaan

Vandevelde

Sidney Johnson

Vice President, Global Supply Management

Jeffrey J. Owens

Vice President and President, Delphi

Electronics & Safety

David M. Sherbin

Vice President, General Counsel, Secretary & Chief Compliance Officer

Gasoline Engine Management

SystemsKevin Quinlan

Diesel Engine Management

Systems John Fuerst

Steven A. Kiefer

Vice President and President, Delphi

Powertrain Systems

James A. Spencer

Vice President and President, Delphi

Packard Electrical/Electronic

Architecture

President, Delphi Latin

America

James A.

Bertrand

Vice President and President, Delphi Thermal Systems

CompressorsScott Kitkowski

Automotive HEXVincent Fagard

Managing Director Delphi Packard

E/EA & President South America

Gabor Deak

Residential & Commercial HEX

Charles Clevenger

Independent Aftermarket

Mark Shasteen

Infotainment & Driver Interface

Jugal Vijayvargiya

Electronic ControlsBeth Schwarting

HVAC & SystemsKevin Herlan

Director, Sales Powertrain Sys.

President Europe, Middle East & Africa,

Michael Gassen

Connection Sys. & President

Asia PacificMajdi Abulaban

Kevin P. Clark

Chief Financial Officer

Kevin M. Butler

Vice President, Human Resource Management & Global Business Services

Rodney O’Neal

Chief Executive Officer and President

Diesel AftermarketMike Rayne

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Diverse Customer Base Drives Growth

No single customer accounts for more than 21% of global sales

Core Innovations = Future Possibilities

Core Automotive Markets Adjacent Markets

Military/Aerospace

Residential/Commercial Heating and Cooling

Electrical/ElectronicArchitecture

Electronics & Safety

Powertrain Systems

Thermal Systems

Commercial Vehicles

Aftermarket8

MD/HD Vehicles – Fuel Consumption

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� MH/DVs represent 26% of all U.S. liquid transportation fuels

� Consumption increased more than other sectors

MHDV Power and Energy Basics

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PRL = mgCrrV + 0.5CDAρaV3 + mV(dV/dt) + mgsin(θ)V

Modern Truck Fuel Economy RangeTypical 3.5 mpg urban, stop/go

Typical 6.7 mpg interstate (flat road, 65 mph)65,000-80,000# gross weight

Engine LossesUrban = 58-60%Interstate =58-59%

Aerodynamic LossesUrban=4-10%Interstate =15-22%

Rolling ResistanceUrban =8-12%Interstate =13-16%

DrivetrainUrban= 5-6%Interstate = 2-4%

Auxiliary LoadsUrban = 7-8%Interstate= 2.5-5%

Technologies and Costs of Reducing Fuel Consumption

TABLE S-2.

Range of Fuel Consumption Reduction Potential,

2015-2020, for Vehicle Technologies.

____________________________________________

Technology Percent Fuel Consumption Reduction

_____________________________________________

Aerodynamics 3 to 15

Auxiliary Loads 1 to 2.5

Rolling Resistance 4.5 to 9

Mass (Weight) Reduction 2 to 5

Idle Reduction 5 to 9

Intelligent Vehicle 8 to 15

_____________________________________________

TABLE S-1. Range of Fuel Consumption Reductions Potential, 2015-2020 for Powertrain Technologies.

_____________________________________________

Technology Percentage Fuel Consumption Reduction

____________________________________________

Diesel Engines 15 to 21

Gasoline Engines up to 24

Diesel over Gasoline Engines 6 to 24

Improved Transmissions 4 to 8

Hybrid Powertrain 5 to 50_____________________________________________

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Technologies and Costs of Reducing Fuel Consumption

0%

10%

20%

30%

40%

50%

60%

TT Box Bucket Refuse Bus Coach 2b

FC

Benefit

Aero Engine

Weight Tires & Wheels

Transmission Hybrid

Mgmt & Coaching

FIGURE S-1 Comparison of 2015-2020 New Vehicle Potential Fuel Savings Technology for Seven Vehicle Types: Tractor Trailer (TT), Class 3-6 Box

(Box), Class 3-6 Bucket (Bucket), Class 8 Refuse (Refuse), Transit Bus (Bus), Motor Coach (Coach), and Class 2b Pickups and Vans (2b). Also, for

each vehicle class, the fuel consumption benefit of the combined technology packages is calculated as follows: % FCpackage = 1 – (1 - %FCtech 1)(1 -

%FCtech2)(1 - %FCtech N) where %FCtech x is the percent benefit of an individual technology. SOURCE: TIAX (2009) at ES-4

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Technologies and Costs of Reducing Fuel ConsumptionTABLE S-3. Fuel Consumption Reduction Potential for Typical New Vehicles in 2015-2020 and Effectiveness Comparisons for Seven Vehicle Configurations.

Vehicle ClassFuel

Consumption Reduction,

Percent

Midrange Capital Cost,

Dollars

Cost Effectiveness Metric

Dollars per

percent fuel saved

Dollars per gallon saved per

year

Breakeven fuel price, a

dollars per gallon

Tractor-Trailer 51 $84,600 $1,670 $7.70 $1.10

Class 6 Box Truck 47 $43,120 $920 $29.30 $4.20

Class 6 Bucket Truck 50 $49,870 $1,010 $37.80 $5.40

Class 2b Pickup 45 $14,710 $330 $33.70 $4.80

Refuse Truck 38 $50,800 $1,320 $18.90 $2.70

Transit Bus 48 $250,400 $5,230 $48.00 $6.80

Motor Coach 32 $36,350 $1,140 $11.60 $1.70

a Calculated assuming a 7 percent discount rate and a 10-year life, excluding incremental operating and maintenance costs associated with the

technologies. NOTE: Numbers in last three columns are rounded. Also, these point estimates will vary depending on input assumptions. For

each vehicle class, the fuel consumption benefit of the combined technology packages is calculated as follows: %FCR package = 100 [1 – {%FCR

tech1 / 100}) (1 - %FCR tech 2 /100)} … {(1 - % FCR techN / 100})]

SOURCE: Adapted from TIAX (2009).

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Commercial Vehicle

New US Fuel Economy Regulation and Opportunities

OFFICE OF TRANSPORTATION AND AIR QUALITY EPA-420-F-11-031 AUGUST 2011

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Fuel Efficiency and Green House Gas Emission Standards

� Developed jointly by NHTSA and EPA

� Vehicles covered as defined by Energy Independence and Security Act (EISA):

– Work trucks, commercial medium- and heavy-duty on highway vehicles

– HD engines - those that are installed in cv medium- and heavy-duty trucks and buses

– Difference between EPA and NHTSA regulation scope:

» EPA includes recreational on-highway vehicles

» NHTSA does not include recreational on-highway vehicles

� Agencies estimate will provide $50 B in net benefits, save 530 million barrels of oil, and reduce GHG emissions by 270 MMT over model year lifetime (2014-2018)

� Covers 3 categories of MD/HD trucks beginning in MY 2014– Combination Tractors

– Heavy-Duty Pickup Trucks and Vans

– Vocational Vehicles

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Fuel Efficiency and Green House Gas Emission StandardsCombination Tractors

� Combination Tractors – Achieves 9% to 23% reduction in fuel consumption and GHG emissions

– Phases in to the 2017 levels

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Fuel Efficiency and Green House Gas Emission StandardsHeavy-Duty Pickup Trucks and Vans

� Heavy-Duty Pickup Trucks and Vans

– Corporate average standards (similar approach taken for LD vehicles)» Standards for a model year depends on sales mix» Higher capacity vehicles - less stringent target levels» Added adjustment for 4-wheel drive vehicles

– EPA established a set of targeted standard curves based on “work factor” (combines payload, towing capabilities and if there is a 4-wheel drive)

– Standards will be phased in with increasing stringency (in each model year from 2014 - 2018)

– EPA standard adopted for 2018 (includes separate standard for AC system leakage)

» Achieves average reduction in GHG emissions - 17% for diesel; 12% for gas

– NHTSA standard (not including EPA’s AC leakage standard) represents average per vehicle fuel consumption improvement of 15% for diesel; 10% for gas

» NHTSA standard will be voluntary in 2014 and 2015

– EPA and NHTSA provide for alternative phase in approaches with equivalent overall reductions:

» 15-20-40-60-100% for MY 2014-2015-2016-2017-2018» 15-20-67-67-100% for MY 2014-2015-2016-2017-2018

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Fuel Efficiency and Green House Gas Emission StandardsVocational Vehicles

� Vocational Vehicles– Trucks and bus types such as: delivery, refuse, utility, dump, cement, transit bus,

shuttle bus, school bus, emergency vehicles, motor homes, tow trucks

– Agencies are regulating chassis manufactures for this segment

– Segment is divided into 3 subcategories (consistent with engine classification)

» Light Heavy (Class 2b through Class 5)

» Medium Heavy (Class 6 and 7)

» Heavy Heavy (Class 8)

» Emission reductions - 6%-9%

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Program Flexibilities for Manufacturer Compliance

� Engine averaging, banking, and trading (ABT) program and a Vehicle ABT program

– Emissions and/or fuel credits can be averaged, banked or traded within each of the defined averaging sets

– Three weight-based averaging sets for:» combination tractors » vocational vehicles

– Pickup trucks and vans are one averaging set – Engines have 4 averaging sets

� EPA option for engine and HD Pickup and Van manufactures have the added option of using C02 credits to offset CH4 or N20 emissions that exceed emission standards

� Three additional Optional Credits:– Early credit option – improvements in excess of the standards prior to MY – Implementation of advanced technologies (i.e. hybrid powertrains, Rankine cycle waste heat

recover systems, electric or fuel cell vehicles)– Implementation of new and innovative technologies (benefits are not captured with test procedures

to determine compliance with standards)

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Technologies Discussed in the MD/HD Report (Relating to Delphi Portfolio)

Diesel

TurbochargersDual stage Turbo charging with Intercooling

Mechanical Turbocompound

Electric Turbocompound

Variable Valve Actuation

Low temp Exhaust Gas Recirculation (Adv. EGR Cooling)

Electrification of Engine Driven Accessories

Engine Friction Reduction

Alternative Combustion Cycles

SCR

Thermal Insulation (Ports & Manifolds)

Work extraction from combustion processEngine Electronic Controller calibration management

Bottoming cycle

Other emerging technologies

Gasoline Engines

Variable Valve Timing

Variable Val e Lift

Cylinder deactivation

Stoichiometric GDI

Turbocharging and Downsizing

Lean Burn GDI Gasoline HCCL

Accessory electrification

Transmission & Driveline Technologies

Hybrids

Hybrid Electric Vehicle

Hydraulic Hybrid Vehicle

Energy Storage Devices

Batteries for Hybrid Vehicles

Power Management in Hybrid Vehicles

Idle Reduction

Automatic Shut-down Start-up Systems

Battery powered

Fuel Operated Heaters

Auxiliary power units or generator sets

Truck stop electrification

Intelligent Vehicle Technologies

Testing, Validation and Certification

Modeling & Simulation

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Contribution of the Fuel Injection System -Overview

�The injection system can influence Fuel Economy in a number of ways:

– Mechanical efficiency

– Combustion efficiency

– Aftertreatment fuel penalty

�Mechanical Efficiency– High pressure leakage loss.

» Pumping element plunger leakage.

» Injector control valve stem leakage and switching losses.

�Combustion efficiency – Improved oxygen utilisation resulting from increased air entrainment due to

elevated injection pressure, reduced nozzle hole size and multiple injection strategies.

�Fuel consumption of Aftertreatment System– Reduction of engine out particulates through advanced FIE combined with

good thermal management can enable passive DPF regeneration.

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Combustion Efficiency Example

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Constant (US’07) NOx target = 1.38 g/kW.h 1829rpm, 1612Nm, SOI = 2°BTDC,

Significant benefits from elevated rail pressure.

1g/kWh (0.5%) BSFC reduction at 2800 bar rail pressure relative to the 2500 bar baseline condition through a reduced injection period and more focused heat release.

45% smoke reduction also achieved at 2800 bar allows for reduced DPF active regeneration frequency.

Effect of elevated rail pressure at C100

Delphi Hybrid Product Categories

Wiring Assemblies

Connection Systems

Power Switching

High Current - High Power

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Delphi Wireless Charging System

Market TrendSupports growing trend towards Hybrid and Electric VehiclesEnhances ownership experience for EVs and Plug In Hybrid Vehicles

Customer Benefit‘No Touch’ chargingElimination of plugs or cords for convenience & cleanlinessCharge vehicle in approx. 4 hours (Level 2 charging rate)Unique shielding and grounding provides safe operation

Technology AdvantageWireless Power Transfer @ 3.3KWResonant Magnetic Coupling enables efficient energy transfer Seamless Charging System Integration into vehicle E/EAAccommodates existing vehicle ground clearances

Reliable TechnologyNo moving partsWill undergo lab and vehicle durability testing during the development period

Delphi Battery Monitoring Device

System advantages- Improves fuel economy when combined with alternator voltage

output control

- Supports maintaining sufficient charge in start/stop systems

- Improves battery life by controlling average SOC when combined with battery management algorithms that limit deep discharge and over-charging

- Able to detect the onset of battery wear-out when combined with battery management algorithms

Product advantagesEnables key battery monitoring algorithms

- State-of-charge (SOC)

- State-of-health (SOH)

- State-of-function (SOF)

SOCSOH

Device provides battery status to the vehicle network

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Delphi Green Infotainment Series - Thin Din

� Product Advantage– Reduce cost up to $125 per vehicle

– Reduces up to 3.2 kg per vehicle

» 1.5 kg radio savings over traditional, competitive designs

» Plastic case, no CD mechanism in favor of “connected alternatives”

» 1.7 kg additional mass savings in vehicle (eliminate external amp and wire harness)

– Low Power Consumption: 20 watts power savings (typical)

– 80% less space consumption, no Silverbox needed

– Ease of packaging in the vehicle

� Delphi Advantage– Ability to implement internal Class-D amp that, per JD

Power, satisfies demand of 75% of consumers for premium audio at lower cost

� Availability– 2011CY

Connected Entertainment. Lower mass and power consumption

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� Provide up to 48% mass reduction over copper

� More cost effective

� Lighter, easier vehicle assembly

� Improve fuel economy/CO2 reduction

� Reduced exposure to volatile copper market

Why Aluminum Cable?

� 1969-1989: Delphi produced 35 million meters of copper clad aluminum (CCA) battery cable assemblies and 900 million meters of solid core aluminum cable for body wiring

� Current Activities

• Small, Intermediate and Large Gauge Aluminum Cable Development

• 2012 Battery Cable Application

• 2013 Small Gage Application

Delphi’s Experience

Delphi Aluminum Cable

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0

100

200

300

400

500

600

700

800

900

0.5 0.75 1 1.5 2.5 4 6 10 16 25 35 50 70 95

kg

/km

Cu cross section mm²

Cu weight

Al weight

Tested, unsealed Sample

Open Circuit, with most of the aluminum corroded away.

Tested, conformal Coated Crimp

No corrosion or resistance increase observed.

Delphi Solution for Aluminum Wire Material

Sealing for all open wire areas is a must to address electro chemical corrosion

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Delphi’s Solid Oxide Fuel Cell Auxiliary Power Unit Helps OEMs Meet Increasing Fuel Consumption and Emission Regulations

4.5 liter

BedHighly

integrated

manifold and heat

exchanger assembly

Fuel and Air 12 V Power Electronics

SOFC Stack

Endothermic Diesel Reformer with integrated

burner

Desulfurizer Bed

Highly integrated

manifold and heat

exchanger assembly

Fuel and Air

Supply Systems12 V Power Electronics

SOFC Stack

Endothermic Diesel Reformer with integrated

burner

� Market Drivers

– 30-states currently have Anti-Idling Regulations

– 2014 - 18 Heavy Duty Truck Fuel Economy Standards

� Benefits Compared to Diesel Engine APUs

– Fuel Efficiency: 40-50% higher

– Emissions: Meets current emission standards with no after treatment

– Noise: Very low noise (57 dBa)

– Durability: Significant improvement expected

� Why Delphi

– Industry leading SOFC development in:

» Power output

» Thermal cycle durability

» Vibration durability

� Delphi is Focused on the Commercial Viability of its SOFC APU

– Manufacturability and Cost Reduction

– System Level Durability and Validation

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Summary

� EPA and NHTSA have announced the first-ever, beginning in 2014, medium- and heavy-duty truck standards to meet fuel efficiency and greenhouse gas emission standards. While the U.S. is the first to have such a comprehensive program, we should anticipate similar standards being established in Europe, Japan and China.

� Although the new standards focus on certain combination tractors, HD pick-up trucks, vans, diesel trucks and vocational vehicles, the industry should anticipate all commercial vehicles will eventually have standards. Off-highway, construction and agricultural vehicles could ultimately be impacted.

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MDHD Summary

� OEMs, Tier I suppliers, technology developers, universities, government labs and the agencies need to work collaboratively to make these new standards successful for society and the industry in terms of value delivery.

� Delphi has a broad portfolio of “Green” products and technologies to enable CO2 and fuel consumption reduction.

� Delphi will continue to provide near-term and longer-term solutions to help its customers meet the announced standards.

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