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This paper extends previous development of the ALSI concept, by investigating the performance delivered with a turbocharged version of this engine. The research is based on extensive experimental research with lean burn, high compression ratio engines using hydrogen, LPG, CNG and gasoline fuels. It also builds on recent experience with highly boosted spark ignition gasoline and LPG engines and single cylinder engine research used extensively for model calibration. The final experimental foundation is the wide ranging evaluation of jet assisted ignition that generally allows a lean limit mixture shift of more than one unit of lambda with consequential benefits of improved thermal efficiency and close to zero NOx. The paper describes the capability of the ultra lean burn spark ignition engine with the mild boost needed provided by a Honeywell turbocharger.

Cyclic variability in spark ignition engine combustion, especially at high dilution through lean burn or high EGR rates, places limits on in-cylinder NOx reduction and thermal efficiency. Flame wrinkling, resulting from interactions with turbulence, is a potential source of cyclic variations in turbulence. Previous studies have shown that flame kernels are subject to significant distortions when they are smaller than the integral length scale of turbulence. With the assumption that flame development is not subject to noticeable variations, after it reaches the integral length scale, the authors have shown that turbulent-burning-caused combustion variability can be successfully modeled as a function of laminar flame speed and turbulence intensity. This paper explores the contributions of flame wrinkling to flame kernel growth variation. As the kernel growth problem is complex, this study only explores one of the many aspects of the problem.

Many applications of liquefied petroleum gas (LPG) to commercial vehicles have used their corresponding diesel engine counterparts for their basic architecture. Here a review is made of the application to commercial vehicle operation of a robust 4 L, light-duty, 6-cylinder in-line engine produced by Ford Australia on a unique long-term production line. Since 2000 it has had a dedicated LPG pick-up truck and cab-chassis variant. A sequence of research programs has focused on optimizing this engine for low carbon dioxide (CO₂) emissions. Best results (from steady state engine maps) suggest reductions in CO₂ emissions of over 30% are possible in New European Drive Cycle (NEDC) light-duty tests compared with the base gasoline engine counterpart. This has been achieved through increasing compression ratio to 12, running lean burn (to λ = 1.6) and careful study (through CFD and bench tests) of the injected LPG-air mixing system.