Light-duty vehicle greenhouse gas (GHG) and fuel economy (FE) standards for MYs 2012-2025 are requiring vehicle powertrains to become much more efficient. One key technology strategy that vehicle manufacturers are using to help comply with GHG and FE standards is to replace naturally aspirated engines with smaller displacement “downsized” boosted engines. In order to understand and measure the effects of this technology, the Environmental Protection Agency (EPA) benchmarked a 2013 Ford Escape with an EcoBoost® 1.6L engine. This paper describes a “tethered” engine dyno benchmarking method used to develop a fuel efficiency map for the 1.6L EcoBoost® engine. The engine was mounted in a dyno test cell and tethered with a lengthened engine wire harness to a complete 2013 Ford Escape vehicle outside the test cell. This method allowed engine mapping with the stock ECU and calibrations. Data collected included torque, fuel flow, emissions, temperatures, pressures, in-cylinder pressure, and OBD/epid can data. Introduction/Background During the development of the light-duty GHG standards for the years 2017-2025 [1], EPA utilized a 2011 light-duty vehicle simulation study from the global engineering consulting firm, Ricardo, Inc. This study provided a round of full-scale vehicle simulations to predict the effectiveness of future advanced technologies. The 2017-2025 LD GHG rule required that a comprehensive advanced technology review, known as the midterm evaluation, be performed to assess any potential changes to the cost and the effectiveness of advanced technologies available to manufacturers. In preparation for this evaluation, EPA is planning to use a full vehicle simulation model, called the Advanced Light-duty Powertrain and Hybrid Analysis Tool (ALPHA)[2], to supplement and expand upon the previous study used during the Federal rulemaking. ALPHA will be used to confirm and update, where necessary, efficiency data from the previous study, such as the latest efficiencies of advanced downsized turbo and naturally aspirated engines. It may also be used to understand effectiveness contributions from advanced technologies not considered during the original Federal rulemaking, such as continuously variable transmissions (CVTs) and clean diesel engines. To simulate drive cycle performance, the ALPHA model requires various vehicle parameters as inputs, including vehicle inertia and road loads, and component efficiencies and operations. The benchmarking study described in this paper uses an engine dyno test cell in order to measure the efficiency of an engine for input to the ALPHA model. This paper describes EPA's “tethered” engine dyno benchmarking method which used a 1.6L EcoBoost® engine mounted in a dyno test cell and tethered with a lengthened engine wire harness to a complete 2013 Ford Escape vehicle outside the test cell. This method allowed engine mapping with the stock ECU and calibrations. It should be noted that our complete benchmarking work on the 2013 Ford Escape included vehicle chassis testing to characterize the engine and transmission operation prior to engine dyno testing. However, the chassis testing results are outside of the scope of this paper. Description of Test Article The engine used in this project was a 2013 Ford Escape 1.6 liter EcoBoost®, which is a turbocharged direct-injection gasoline engine. The engine was tethered to its vehicle located outside of the test cell to make use of the stock engine and vehicle controllers. Table 1 summarizes information that identifies the vehicle system used in this test program. Downsized Boosted Engine Benchmarking and Results 2015-01-1266 Published 04/14/2015 Mark Stuhldreher, Charles Schenk, Jessica Brakora, David Hawkins, Andrew Moskalik, and Paul DeKraker US Environmental Protection Agency CITATION: Stuhldreher, M., Schenk, C., Brakora, J., Hawkins, D. et al., "Downsized Boosted Engine Benchmarking and Results," SAE Technical Paper 2015-01-1266, 2015, doi:10.4271/2015-01-1266. Downloaded from SAE International by Andrew Moskalik, Thursday, June 11, 2015