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Dynamic analysis has shown that for a V-6 engine with a DOHC valvetrain layout, a Cam Torque Actuated phaser can be actuated rapidly enough to have the net effect of retarding the valve opening and advancing the valve closing within one valve event, hence; reducing the event duration. Reducing the cam duration from the fixed cam-lobe duration can have benefits at Cold-Start, Cold-Idle, Hot Engine Idle, and low-speed Part-Throttle operation. The approach taken for this investigation was to model the duration-reduction system at engine cranking speeds with GT-Power. Engine simulation showed that we can achieve sonic velocity at the valve seat at engine cranking speeds, and concurrently maximize the effective compression ratio. Based on these promising results, a prototype system was built and tested. A dyno-based test was devised to simulate repeated cold-start first-firing cycles to examine the effect of the system on lean ignition limit and cumulative HC during a cold-start.

As CO2 legislation tightens, the next generation of turbocharged gasoline engines must meet stricter emissions targets combined with increased fuel efficiency standards. Recent studies have shown that the following technologies offer significant improvements to the efficiency of turbocharged GDI engines: Miller Cycle via late intake valve closing (LIVC), low pressure loop cooled EGR (LPL EGR), port water injection (PWI), and cylinder deactivation (CDA). While these efficiency-improving technologies are individually well-understood, in this study we directly compare these technologies to each other on the same engine at a range of operating conditions and over a range of compression ratios (CR). The technologies tested are applied to a boosted and direct injected (DI) gasoline engine and evaluated both individually and combined.