Cummins 6.7-Liter Propane Engine

Thursday, May 28, 2020 2 p.m. Eastern Time Webinar Agenda • Welcome • Tucker Perkins, President, CEO, PERC • Project Background • Cinch Munson, SVP Business Development, PERC • Engine Project Overview and Insights • Sam Geckler, Product Line Architect, Cummins, Inc. • Saradhi Rengarajan, Technical Project Leader, Cummins, Inc. • Questions and Comments • Closing • Steve Whaley, Director, Autogas Business Development, PERC LPG Direct Injection Engine for Medium Duty Trucks

Samuel Geckler Saradhi Rengarajan

May 28 th 2020

Cummins Public Introduction . Project Objective: Demonstrate the cost effective application of advanced spark ignition engine technology by developing a high efficiency and high performance engine using LPG direct injection for medium duty applications. . Motivation to develop a LPG Engine: • High Octane rating fuel – ideal for high power density and efficiency • Low fuel cost • Low C/H ratio fuel with tremendous potential to reduce greenhouse gas emissions • Low fuel tank cost – lower capital investment and favorable payback compared to other alternative fuels . Propane Education and Research Council (PERC) works with manufacturers, researchers, and government partners to strengthen technical knowledge, leverage funding, and maximize investments in developing new propane products. . PERC has been the primary funding partner with Cummins in the development of the 6.7L LPG Direct Injection engine for medium duty applications. . Engine optimized for operation with LPG to maximize thermal efficiency and power density. . Torque Curve similar to diesel engine of similar displacement. . Significant reduction in carbon intensity when compared to Diesel, Gasoline as well as other commercially available LPG engines.

Cummins Public 2 B6.7 Propane Concept Engine Architecture

Base Engine • 6.7L Displacement • 107 mm Bore x 124 mm Stroke • 12:1 CR • Late Intake Valve Closing cam • 4 Head Bolt Gray Iron Block • Dual Overhead Camshaft Valve Train • 4 Valve Aluminum Cylinder Head • 174 bar PCP Limit • High Efficiency Pent Roof Combustion Chamber Fuel and Ignition System • High Tumble Charge Motion • Direct Propane Injection Intake Ports • 200 bar Rail Pressure Capability • Leverages B6.7 Diesel • High Pressure pump w/ Components Where recirculation Applicable for Increased • M14 Spark Plug w/ single coil on Reliability and Durability plug inductive ignition system

Air Handling System Cummins Aftertreatment System • Twin Entry, Dual Scroll, • On-Engine Close Coupled Three Way Wastegate Turbocharger with Catalyst Command WG Vehicle Integration Electronics/Controls • System Weight Improved Over B6.7 Diesel • SI Specific ECM • Customer Interfaces Similar to B6.7 Diesel

Cummins Public 3 Torque Curve Comparison

Cummins Public 4 FTP Cycle Average CO 2 Emissions vs 2020 CMI B6.7 Diesel 20.0%

15.0%

10.0% 17.3%

5.0% 7.0% Difference

2 0.0%

% CO % -5.0% -11.4%

-10.0%

-15.0% Cummins 6.7 LPG PSI 8.8 LPG Agility 8.0 LPG

• CMI LPG engine has 11% lower FTP cycle average CO 2 emissions than diesel engine with similar displacement and torque curve. Similar Brake Thermal Efficiency (BTE) between the two engines, favorable H/C ratio results in lower CO 2 with LPG. • LPG powered engines currently in production have 7-17% higher CO2 emissions than the CMI B6.7 Diesel directly as a result of lower BTE.

Cummins Public 5 Total Cost of Ownership (TCO) Analysis

Total Powertrain Cost savings Assumes $75k for base truck for all powertrain options. • 20-40% total cost savings projected over 10 years when compared to a diesel engine of similar displacement and torque curve. LPG powertrain cost includes additional cost of fuel system. • 7.5-17% discounted cash flow savings projected for a fleet of 200 trucks in 10 years when compared to a fleet with a diesel engine of similar displacement and torque. • Potential cost savings depend heavily on the cost differential between LPG and diesel.

Cummins Public 6 Demonstration Vehicle - Peterbilt 337

Cummins Public 7 Conclusions and Future Work . Optimized engine design for LPG has enabled the following: • High efficiency throughout the operating map. • Power density equivalent to Diesel engines of similar displacement.

• Significant CO 2 reduction when compared to diesel and other LPG engines. • Reduction in total operation cost relative to a Diesel powertrain. . Detailed architecture specifications and performance documented in SAE Paper# 2020-01-5008. . Future work planned • Real world testing on a medium duty truck for one year to understand fuel economy, long term durability etc.,

Cummins Public 8 Cummins Project Team

. Project Leadership – Saradhi Rengarajan, Sam Geckler and Arvind Suresh . System Integration and Performance Development - Anthony Perfetto, John Stetter, Zhun Liu, Chloe Lerin, Bijesh Shakya and Adrian Dale . Engine Design - Adam Cecil and Stephen Gidla . Control Systems - David Stroh, Carlos Lana, Vikas Narang, Fred Garcia and Dat Le . Product Validation and Vehicle Integration – Scott Blackwell and Jesse Dalton . Facilities and LPG setup – Tony Dilling and Simon McCullough . Test and Support Technicians –Kyle Palmer, Joshua Carr and Michael Basten

Cummins Public 9 Q+A

Cummins Public 10 Questions / Feedback

http://now.cummins.com/propane

Cummins Public Public 11 Cummins Public 12 Tucker Perkins [email protected] 804-338-0202

Cinch Munson [email protected] 202-302-4495

Steve Whaley [email protected] 864-606-2290