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As boosted, direct injected gasoline engines become more prevalent in the automotive market, the boosting system architecture and efficiency are intimately entwined with the efficiency and performance of the engine. Single-stage as well as two-stage boosting systems, comprising of either two turbochargers or a supercharger in combination with a turbocharger, are potential configurations. When combining an internal combustion engine with boosting hardware, a mechanical, fluid-dynamic and thermodynamic coupling is created and the system as a whole will need to be treated as such.

The 2010 emissions standards for heavy-duty engines have established a limit of oxides of nitrogen (NOX) emissions of 0.20 g/bhp-hr. However, the California Air Resource Board (ARB) projects that even when the entire on-road fleet of heavy-duty vehicles operating in California is compliant with 2010 emission standards, the National Ambient Air Quality Standards (NAAQS) requirement for ambient particulate matter (PM) and Ozone will not be achieved without further reduction in NOX emissions. The California Air Resources Board (CARB) funded a research program to explore the feasibility of achieving 0.02 g/bhp-hr NOX emissions.