Sae 2019-01-0249
Downloaded from SAE International by John Kargul, Friday, May 29, 2020 2019-01-0249 Published 02 Apr 2019 Benchmarking a 2018 Toyota Camry 2.5-Liter INTERNATIONAL. Atkinson Cycle Engine with Cooled-EGR John Kargul, Mark Stuhldreher, Daniel Barba, Charles Schenk, Stanislav Bohac, Joseph McDonald, and Paul Dekraker US Environmental Protection Agency Josh Alden Southwest Research Institute Citation: Kargul, J., Stuhldreher, M., Barba, D., Schenk, C. et al., “Benchmarking a 2018 Toyota Camry 2.5-Liter Atkinson Cycle Engine with Cooled-EGR,” SAE Int. J. Advances & Curr. Prac. in Mobility 1(2):601-638, 2019, doi:10.4271/2019-01-0249. This article was presented at WCXTM19, Detroit, MI, April 9-11, 2019. Abstract idle, low, medium, and high load engine operation. Motoring s part of the U.S. Environmental Protection Agency’s torque, wide open throttle (WOT) torque and fuel consumption (EPA’s) continuing assessment of advanced light-duty are measured during transient operation using both EPA Tier Aautomotive technologies in support of regulatory and 2 and Tier 3 test fuels. Te design and performance of this 2018 compliance programs, a 2018 Toyota Camry A25A-FKS 2.5-liter engine is described and compared to Toyota’s published 4-cylinder, 2.5-liter, naturally aspirated, Atkinson Cycle engine data and to EPA’s previous projections of the efciency of an with cooled exhaust gas recirculation (cEGR) was bench- Atkinson Cycle engine with cEGR. The Brake Thermal marked. Te engine was tested on an engine dynamometer Efciency (BTE) map for the Toyota A25A-FKS engine shows with and without its 8-speed automatic transmission, and with a peak efciency near 40 percent, which is the highest value of the engine wiring harness tethered to a complete vehicle parked any publicly available map for a non-hybrid production gasoline outside of the test cell.
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