Transcript WLTP-DHC14-05

WLTP-DHC14-05
WLTP- Validation Phase 2
Results and Recommendations by India
11th DTP and 14th DHC Meeting
24th – 26th Sept 2012, JRC, Ispra
WLTP-DHC14-05
WLTP- Validation Phase 2
Contents:
 Validation-2 Results: Summary and Concerns
Need of Cycle Moderation
Need of Cycle Separation by revised threshold speed
WLTP-DHC14-05
WLTP Validation-2 Results
Summary & Concerns
India Presentation on Class 3 Vehicles
24th – 26th Sep, DHC /DTP Meeting
JRC. ISPRA, Italy
Validation-2 Overview
WLTP-DHC14-05
Vehicle
Engine
CC
PMR
kW/Ton
TMR
Nm /Ton
V Max
km/h
L
M
H
ExH
Class
as per
Steve
n
M1
P1
796
49.0
93.2
135
O/O
O/O
O / EP
X / EP
Class3
MSIL
M1
P2
998
55.6
101.8
145
O/O
O/O
O / EP
O / EP
Class3
TATA
M1
P3
1405
47.3
99.5
150
O/O
O/O
O/O
O / EP
Class3
Honda
M1
P4
1198
49.4
82.8
169
O/O
O/O
O/O
O/O
Class3
HMIL
M1
P5
814
53.1
97.1
137
O/O
O/O
O/O
O / EP
Class3
MSIL
M1
C1
796
36.4
82.6
135
O/O
O/O
O / EP
X / EP
Class3
MSIL
M1
C2
1586
60.4
113.9
160
O/O
O/O
O / EP
O/ EP
Class3
HMIL
M1
L1
1086
45.2
95.8
152
O/O
O/O
O/O
O / EP
Class3
M&M
M1
D1
2179
44.7
142.1
140
O/O
O/O
O/O
O/O
Class3
M&M
N1
D2
2179
46.0
146.2
140
O/O
O/O
O/O
O/O
Class3
TATA
Legend :
Vehicle:
O/O:
O / EP:
X / EP:
N1
D3
1405
44.0
112.0
125
O/O
O/O
O
NA
Class3
Make
M1 /
N1
MSIL
P = Petrol, C = CNG, D = Diesel
OK for Drive Cycle Traceability and WOT (Engine Protection Mode) not activated
OK for Drive Cycle Traceability and WOT (Engine Protection Mode) activated
Not OK for Drive Cycle Traceability and WOT (Engine Protection Mode) Activated
4
WLTP-DHC14-05
CO2 Emissions
Petrol / CNG Vehicles (All M1 Category)
CO2 emissions of LMHL and MIDC are
within comparable range.
 On some vehicles EXH cause increase in
CO2 emissions by 4 % to 7% due to
prolonged running in Engine protection
region (Ex P1 , P2, P3).
Diesel Vehicles - M1
CO2 emissions of LMHL are comparable to
MIDC .
 CO2 emissions including ExH are higher than
MIDC.
Diesel Vehicles - N1
 CO2 emissions for both LMHL and LMHExH
higher than MIDC.
M1
N1
WLTP-DHC14-05
CO Emissions
Petrol / CNG Vehicles (All M1 Category)
The effect of engine protection is clearly
indicated by High CO emissions.
 CO emissions are higher by 14 to 50% to
when driven on LMHL in some vehicles. (P1 /P3)
CO emissions are further aggravated when
these vehicles are driven on Ex High phase. (150
to 280% for Petrol Vehicles)
Diesel Vehicles - M1
 Values are have reduced by 50% over
MIDC, for LMHL and LMH ExH
Diesel Vehicles - N1
 Values are comparable to MIDC for LMHL
 Values are lower by 25% with inclusion of
Ex H
M1
N1
WLTP-DHC14-05
THC Emissions
Petrol / CNG Vehicles (All M1 Category)
THC shows a mixed trend.
 It seems that the trend is more due to
vehicle application (Calibration).
Diesel Vehicles - M1
 Values are lesser than MIDC by 25% and
10% respectively for LMHL & LMHExH
Diesel Vehicles - N1
 Values are lesser than MIDC
M1
N1
WLTP-DHC14-05
NOx Emissions
Petrol / CNG Vehicles (All M1 Category)
 Nox Emissions are Higher than MIDC for
both LMHL & LMHExH
 The severity of Nox emissions can be easily
correlated with the stringency of the cycle, as
shown by vehicles P1 (PMR 49.0 kW/ton & C1
(PMR 36.4 kW/ton)
Diesel Vehicles - M1
 NOx Emissions are Higher than MIDC by
80 to 160 % for LMHL & LMHExH respectivly
Diesel Vehicles - N1
 Trend is even worse for N1 Category.
M1
N1
Particulate Matter
Diesel Vehicles - M1
 PM Emissions are higher 70 to 120% with LMHL & LMHExH respectively
Diesel Vehicles - N1
 Similar trend observed for N1 Category
WLTP-DHC14-05
WLTP-DHC14-05
Ex-High Phase Cycle Traceability
Vehicles P1 (Class3, PMR: 49 kW/ton,) and C1, (Class 3, PMR 36.4 kW/ton) are unable to trace Ex-High Test
Cycle.
Hence, to address the above concerns, either
 Test Cycle Moderation is Required
Threshold speed need re-examine to define class 3 vehicles having lower PMR and vehicle max speed
Validation2 : Summary
WLTP-DHC14-05
• For Class 3 Vehicles, the following remain key
concerns:
–
–
–
–
Engine Protection Entry (As seen by High CO emissions)
WOT Operation
Traceability of Test Cycle esp. Ex-High
Stringency of the Test Cycle (as shown by High NOx emissions)
• Possible Solutions
–
Current Cycle Separation needs a re-examine including methodology of
Current Classification
–
Moderation of the Test Cycle at Critical Areas
WLTP-DHC14-05
WLTP : Analysis of Cycle Separation
Proposal from India
India Presentation on Class 3 Vehicles
24th – 26th Sep, DHC /DTP Meeting
JRC. ISPRA, Italy
WLTP-DHC14-05
Cycle Separation: Speed Thresholds
Based on current definitions:
Margin
Available
No Margin
Case 1 (when LMH phases are applicable)
•
•
Vehicle Max Speed 135 km/h
Cycle Max Speed 97.4 km/h
Case 2 (when LMH ExH phases become applicable)
•
•
Vehicle Max Speed 136 km/h
Cycle Max Speed 131.3 km/h
With the current definitions of speed
threshold, vehicle which have speeds
just above Ex-High Peak Speed have
an inherent disadvantage of driving
WLTP cycle due to no reserve power
available.
There is a need to address these
concerns for such vehicles.
WLTP-DHC14-05
Max Speed: Coast Down Requirements
As per ECE R83, Annex 4a, Appendix 7, Clause 5.1.1.2
MIDC
NEDC
WLTC
Max Speed on Test Cycle , km/h
90
120
131.2
Chosen Test Speed in Coast
Down Test, V (km/h)
90
120
135
Hence
Threshold
Speed
be revised to 145
Time Measurement
Interval
for for Class
95 - 3
85vehicles should
125 - 115
140 - 130
Coast
Down from
Test , (km/h)
km/h
the current 135 km/h.
Test Start Speed as per
Procedure, (V + 10) km/h
100
130
145
Due to requirements of Coast Down and Road Load Simulation, threshold speed for Cycle
Separation needs to be revised from 135 km/h to 145 km/h for Class 3 Vehicles.
WLTP-DHC14-05
Need for Margin for Compact Vehicles
Launch Acceleration Test
(0-145km/h) for typical
Indian Cars
Speed (km/h) Vs
Distance (m)
Vehicle shows in circle
achieve the max speed
after running for longer
distances (approx 2kms )
PMR of these Vehicles >
34kw/ ton
• Vehicles which have Max Speed of (~ 145km/h), have lower reserve power for acceleration in
this speed range. These vehicles will have to cover longer distances for achieving max speed.
• For Such Vehicles, it will be extremely difficult to do Coast Down Test, due to track length
limitations, and no. of readings to be taken for Statistical Accuracy.
Cycle Separation at 145km/h will address this concern.
WLTP-DHC14-05
Need for Margin for Compact Vehicles
Launch Acceleration Test (0145km/h) for typical Indian Cars
Speed (km/h) Vs Time (s)
Vehicle shown in circle are unable
to meet the Max Speed even after
60 sec.
The same data plotted against time, confirms the problem of lower reserve power available for
acceleration.
This also explains the deviations of these vehicles in meeting Ex-High Phase, as such vehicles are
unable to follow the trace within the specified time, though they will achieve their max speeds
after driving for long duration.
WLTP-DHC14-05
Validation-2 Results (Vehicle P1)
Validation-2 Results (WLTC Ver5.0 with Stevens3)
The vehicle is unable to trace the Ex-High Trace within specified time.
Summary
WLTP-DHC14-05
• Margin between Cycle Separation Speed and Ex-High Max Speed
• Coast Down Requires vehicle Max Speed of at least 145km/h to cover coast
down speed point of 135 kmph.
• Vehicles having max speed between 135 to 145 kmph need larger distance >
1 km and more time to reach 145 kmph while conducting coast down to
cover 135 kmph speed point.
Time & distance required
to achieve 145 kmph
V=0
kmph
V=145
kmph
Coast down time
measurement for
135 kmph
V=140
kmph
V=130
kmph
• Non traceability of Vehicles on EXH based on Validation-2 Results.
India Proposal:
Cycle Separation for EXH Phase Applicability at 145 km/h
WLTP-DHC14-05
Cycle Separation – India Proposal
100
CLASS3 < 135km/h:
L3 + M3 + H3Steven
(WLTC VerProposal
5.0)
90
CLASS3 > 135km/h:
Steven
(L, M,
L3 + M3 +Proposal
H3 +ExH3 (WLTC
VerH,
5.0)EXH)
(L, M, H)
Current:
135km/h
80
India
Proposal: 145
km/h
PMR, kw/ ton
70
60
India Proposal (L, M, H,
EXH)
India Proposal ( L, M, H)
50
40
30
CLASS2>90 km/h:
L2 + M2 + H2
CLASS2< 90 km/h:
L2 + M2 + L2
20
CLASS1< 70 km/h:
L1 + L1+ L1
10
CLASS1 >= 70km/h:
L1 + M1 + L1
0
0
20
40
60
80
100
Vehicle Speed, km/h
120
140
160
180
200
WLTP-DHC14-05
WLTP : The Need for Cycle Moderation
For Class 3 vehicles
India Presentation on Class 3 Vehicles
24th – 26th Sep, DHC /DTP Meeting
JRC. ISPRA, Italy
WLTP-DHC14-05
Gear Shift Evolution
Current shift pattern and aggressiveness of
driving
21
Gear Shift Pattern Evolution
WLTP-DHC14-05
• With WLTC V2.0, Japan had proposed the Gear Shift Pattern based on
regression equation of WWW Database.
• These were used in Validation 1.0 (WLTC V2.0) and Validation 1B (WLTC
4.0)
G( x) PC  1.32  0.0495V  0.0865 A
G(x) LDCV  1.44  0.0621 V  0.104 A
G(x)
V
A
: Gear position
: Vehicle Speed @shift up-1 (km/h)
: Acceleration @shift-up-1(km/h/s)
Source: WLTP-DHC-09-03, Page 16

Steven’s Gear Shift Pattern has evolved during this period. Stevens
3.0 was used first time in Validation 2 on WLTC V5.0.

Steven’s Gear Shift Pattern has evolved purely to meet the
drivability concerns of the test cycle. It does not represent
actual driving situation captured in WWW database.
WLTP-DHC14-05
WLTC V5.0 ExH: Gear Shift Comparison on Cycle
Vehicle P1
PMR=49kW/ton
Frequent Down Shifting to
meet acceleration demand.
Vehicle P1: Actual Drive Pattern (Source:
Road Data Collection)
Vehicle Pa
PMR = 64.2kW/ton
Similar Shift Pattern in this case.
 For vehicles with lower PMR, wherever, the Test
Cycle has steep accelerations, Stevens Gear Shift
has improved traceability of the cycle by aggressive
driving: Driving in lower gears at higher Speeds.
 This is not representative of actual drive pattern
of this vehicle, as seen by actual road data collected
for this vehicle.
 For a vehicle with Higher PMR, the Stevens Gear
Shift and Japanese Gear Pattern Converge.
WLTP-DHC14-05
WLTC V5.0 ExH: Gear Shift Distribution Comparison
In terms of Time Distribution of
Gears Used:
 Vehicle P1 is driven in 5th gear
only 57.89% of the time as per
Stevens when compared to 78% as
per Japan
For Vehicle Pa, the Gear Shift
Pattern for Stevens and Japan is
similar.
For such cases Steven Gear Shift
Pattern is realistic as it is
comparable to the Gear Shift
Pattern derived from WWW Data
base.
 Usage of 4th Gear is higher in
Steven’s compared to Japan gear
Shift pattern to get higher
acceleration to meet cycle demand.
It shows Stevens Shift Pattern is
more aggressive for such vehicles
WLTP-DHC14-05
WLTC V5.0 High: Gear Shift Comparison on Cycle
Vehicle C1
PMR=36.4 kW/ton
Vehicle Pa
PMR=64.2 kW/ton
A similar example of High Phase, showing the same trend.
Leaving aside portions of the cycle having steep accelerations, Stevens Gear Shift, is generally similar to
Japanese Gear Shift. Only in case of steep increase in cycle acceleration, Steven’s Gear Shift becomes
aggressive.
Aggressiveness of the Steven’s pattern (effect ) is a function of stringency of the cycle for Vehicles Having
© 2012 Maruti Suzuki India Limited
Lower PMR. (Cause)
0.1
0
0.1
0
1000
2000
3000
4000
Engine speed(rpm)
5000
WLTP-DHC14-05
0
6000
0
Load Scatter: Real World Driving comparison with WLTC
1
WLTC ver5 Steven shift
WLTC ver5.1 Steven shift
WLTC - Low phase
0.9
0.9
0.9
0.8
0.8
0.8
0.7
0.7
RLD
RLD
RLD
0.6
0.5
0.4
0.3
0.2
0.1
0
0
1000
2000
3000
4000
Engine speed(rpm)
5000
6000
0.7
0.6
0.6
0.5
0.5
0.4
0.4
0.3
0.3
0.2
0.2
0.1
0.1
0
0
WLTC
WLTC- -Med
Highphase
phase
0.7
0.6
0.3
0.2
0.1
1000
0
1000
0.9
0.8
0.8
5000
6000
6000
0
0
0.6
0.5
0.4
0.3
0.7
0.6
RLD
Throttle angle
0.9
0.7
RLD
5000
WLTC - Ex high phase
1
0.5
0.4
0.3
0.2
0.2
0.1
0.1
2000
3000
4000
Engine speed(rpm)
2000
3000
4000
Engine
speed(rpm)
2000
3000
4000
Engine speed(rpm)
WLTC - High phase
1000
0.5
0.4
0
1
0
1
0.9
0.8
WLTC ver5 Steven shift
WLTC ver5.1 Steven shift
0
Vehicle P1
PMR=49 kW/ton
RLD
1
1
Throttle angle
1
5000
6000
0
0
1000
2000
3000
4000
Engine speed(rpm)
5000
6000
 The above shows a comparison of load scatter of WLTC H and EXH phase and its comparison with City
driving and Highway driving profile of P1 Vehicle.
 On road for city driving data pattern show engine operation near to 50% whereas, for highway road data
show operation near to 70% throttle, but on WLTC operation show near to full throttle leading to very
aggressive as compared with on road data. (Same data that is available in world wide data)
1
WLTP-DHC14-05
No. of Gear Shifts (Stevens) vs PMR
No. of Gear Shifts as per Japan = 95
 No. of Gear Shifts has an inverse Relation to PMR.
 It is evident the LOW PMR Vehicles have to perform repeated down shifting and later Up
shifting so as to trace the Cycle.
© 2012 Maruti Suzuki India Limited
Safety Margin on Full Load Power Curve
WLTP-DHC14-05
Current Margin of
90%
Proposed Margin of
80%
Power at Wheel available for
a New Vehicle.(at 0 km)
 Steven’s Gear Shift is based on the assumption of 90% Safety Margin of Power Available.
The above schematic shows the actual power available at Wheel is 80%. Hence for actual safety margin,
the criteria should be modified to 80%. (10% margin)
 For new vehicles tested for COP will have lesser Power Availability due to Higher Engine Friction Losses.
The proposed criteria of 80% barely meets requirements of new vehicles
WLTP-DHC14-05
No. of Gear Shifts (Stevens) vs PMR
Effect of Reduction of Safety
Margin to 80%
 With reduction of Safety Margin 80 % the cycle is expected to become stringent
© 2012 Maruti Suzuki India Limited
Gear Shift Pattern : Summary
WLTP-DHC14-05
Stevens
Japan
•
Improves Drivability on Cycle

Is based real world driving patterns
(WWW Database)
•
Considers Vehicle Parameters

No. of Gear Shifts on Cycle are less.

Drivability issues observed, mainly due to
aggressive accelerations on test cycle
•
•
Results in aggressive driving pattern esp. for
compact cars, which does not represent actual
driving of such cars.
Uses foresight time of 6sec. This anticipatory
approach, may not reflect actual driver
behavior
 Steven’s gear shift pattern has evolved with the main consideration of achieving traceability
of the test cycle.
 This has resulted in aggressive driving, esp. during acceleration phases which does not
represent actual driving pattern of such cars.
Hence, moderation of the cycle is necessary to have a more realistic Gear Shift Pattern as per
Steven’s methodology.
WLTP-DHC14-05
India Proposal
31
WLTP-DHC14-05
India Proposal for Moderation: WLTC V5.1
 Japan had proposed WLTC V 5.1 in 64th GRPE Meeting
 The proposals consist of 9 point modifications in M and H phases in order to address typical Gasoline PC /
LDCV.
WLTP-DHC14-05
Load Scatter: V5.0 vs V5.1 Steven Shift
WLTC - Med phase
0.9
0.9
0.8
0.8
0.7
0.7
RLD
0.6
0.5
0.4
Higher
Margin
with 5.1
0.5
0.4
0.3
0.3
0.2
0.2
0.1
0
Vehicle P1
PMR=49 kW/ton
Throttle angle
1
0.6
RLD
Throttle angle
WLTC - Low phase
1
0.1
0
1000
2000
3000
4000
Engine speed(rpm)
5000
0
6000
0
1000
2000
3000
4000
Engine speed(rpm)
5000
6000
5000
6000
WLTC ver5 Steven shift
WLTC ver5.1 Steven shift
WLTC - Ex high phase
1
0.9
0.9
0.8
0.8
0.7
Higher
Margin
with 5.1
0.6
0.5
0.4
0.3
0.7
0.6
RLD
Throttle angle
RLD
Throttle angle
WLTC - High phase
1
0.5
0.4
0.3
0.2
0.2
0.1
0.1
0
0
1000
2000
3000
4000
Engine speed(rpm)
5000
6000
0
0
1000
2000
3000
4000
Engine speed(rpm)
 The above shows a phase wise distribution of RPM and Load Scatter Comparison for V5.0 and V5.1. The
region in red indicates the engine protection region.
 V5.1 can potentially address the Engine Protection Concerns as seen by the margin between pink dots
and red line (in M and H Phases)
V5.1 Stevens vs V5.0 Stevens
WLTP-DHC14-05
Vehicle C1
PMR=36.4 kW/ton
 With V5.1 Stevens Gear Shift results clearly indicate earlier up shifts and Vehicle Running in Higher Gears.
 V5.1 will result in a Stevens Gear Shift Pattern which is more realistic, esp. for Class 3 vehicles at the lower
© 2012 Maruti Suzuki India Limited
side of PMR Range
Summary
WLTP-DHC14-05
Moderation of the Cycle is needed to address:
• Vehicles which are unable to trace the Test Cycle
• Vehicles which are able to trace but driven with aggressive
gear shifts, unlike actual driving behavior
• Vehicles which seemingly have adequate PMR, but low TMR
(equivalent to Class-II Vehicles) leading to drivability issues on
the Test Cycle will be overcome with the proposed proposals
WLTP-DHC14-05
India Proposal for Cycle Threshold Speed
100
CLASS3 < 135km/h:
L3 + M3
+ H3 (WLTC
Ver 5.0)
Current
Proposal
90
CLASS3 > 135km/h:
Current
Proposal V5.0 (L, M, H,
L3 + M3 + H3 +ExH3 (WLTC Ver 5.0)
EXH)
V5.0 : (L, M, H)
Current:
135km/h
80
India
Proposal: 145
km/h
PMR, kw/ ton
70
60
India Proposal
V5.0 (L, M, H, EXH)
India Proposal V5.1 (L, M, H)
50
40
30
CLASS2>90 km/h:
L2 + M2 + H2
CLASS2< 90 km/h:
L2 + M2 + L2
20
CLASS1< 70 km/h:
L1 + L1+ L1
10
CLASS1 >= 70km/h:
L1 + M1 + L1
0
0
20
40
60
80
100
Vehicle Speed, km/h
120
140
160
180
200
WLTP-DHC14-05
Thank You
WLTP-DHC14-05
38
WLTP-DHC14-05
Validation 2 Vehicles
- Comparison of Indian and
European vehicles
- PMR, TMR & Driveability of
vehicles
39
Validation-2 Test Vehicles
WLTP-DHC14-05
Based on Test Vehicles selected for Validation-2 Activity for M1 Category:
 100 % of the Vehicles with Naturally Aspirated Engines having Capacity < 1L are from India
 75 % of the Vehicles with Naturally Aspirated Engines having Capacity < 1.2L are from India.
In terms of PMR as well, majority of the vehicles below 50kw/ton are from India.
Most of the vehicles reporting concerns of Cycle Traceability, WOT Operation, Aggressive Gear Shift etc,
belong to the above category of vehicles.
Concerns related to these vehicles have to be addressed as this category represents 80% of the Indian
Market
WLTP-DHC14-05
PMR of Vehicles in the Indian Market
PMR Vs Max Speed
200.0
CLASS3 > 145km/h:
L3 + M3 + H3 +ExH3 (WLTC Ver 5.0)
CLASS3 < 145km/h:
L3 + M3 + H3 (WLTC Ver 5.1)
190.0
180.0
170.0
160.0
150.0
140.0
PMR [kW/ton]
130.0
120.0
110.0
100.0
90.0
80.0
70.0
PMR_Gasoline
60.0
PMR_CNG
PMR_Diesel
50.0
PMR_LPG
40.0
CLASS2>90 km/h:
L2 + M2 + H2
CLASS2< 90 km/h:
L2 + M2 + L2
30.0
20.0
CLASS1< 70 km/h:
L1 + L1+ L1
10.0
CLASS1 >= 70km/h:
L1 + M1 + L1
0.0
0.0
20.0
40.0
60.0
80.0
100.0
120.0
140.0
160.0
180.0
200.0
220.0
240.0
260.0
280.0
300.0
Max. Speed [kmph]
The chart shows the distribution of Indian Vehicles based on current definition of Cycle
Separation.
The classification shows Vehicles of all fuel types : Petrol / LPG /CNG / Diesel
WLTP-DHC14-05
Another View in Terms of TMR
TMR Vs Max Speed
330.0
310.0
CLASS3 > 145km/h:
L3 + M3 + H3 +ExH3
(WLTC Ver 5.0)
CLASS3 < 145 km/h:
L3m + M3m + H3m (WLTC Ver 5.1)
TMR_Gasoline
TMR_CNG
290.0
TMR_Diesel
270.0
TMR_LPG
250.0
230.0
TMR [N-m/ton]
210.0
190.0
170.0
150.0
130.0
110.0
CLASS2a< 110 km/h:
L2 + M2 + L2
90.0
CLASS2b>110 km/h:
L3m + M3m + H3m (WLTC Ver 5.x)
70.0
50.0
30.0
CLASS1 >= 80km/h:
L1 + M1 + L1
CLASS1< 80 km/h:
L1 + L1+ L1
10.0
-10.0 0.0
20.0
40.0
60.0
80.0
100.0
120.0
140.0
160.0
180.0
200.0
220.0
240.0
260.0
280.0
300.0
Max. Speed [kmph]
Assuming the that current Class I and Class II vehicles remain, in their respective classes, the
same distribution plotted in terms of TMR.
The trend clearly demarcates vehicles in Class III for Gasoline / CNG / LPG / Diesel Vehicles which
have concerns shown in the red circle with LOW TMR which are similar to certain Class II Vehicles
WLTP-DHC14-05
Stevens Safety Margin (PWOT)
43
WLTP-DHC14-05
V5.0 High Stevens: Safety Margin 90 vs 80%
Vehicle C1
PMR=36.4 kW/ton
Vehicle Pa
PMR = 64.2kW/ton
------- Stevenshift 90 pct
------- Stevenshift 80 pct
 Steven’s Gear Shift becomes more aggressive with reduction of Safety Margin to 80%.
 The impact is more on Low PMR vehicles, while high PMR Vehicles show slight changes.
WLTP-DHC14-05
V5.0 Exh High Stevens: Safety Margin 90 vs 80%
Vehicle P1
PMR=49 kW/ton
Vehicle Pa
PMR = 64.2kW/ton
 A similar example for Ex H Phase
 Even for High PMR Vehicles, Steven’s Gear Shift becomes more aggressive with reduction of
Safety Margin to 80%.
WLTP-DHC14-05
No. of Gear Shifts (Stevens) vs PMR
Effect of Reduction of Safety
Margin to 80%
Effect Moderated Cycle 5.1
 With reduction of Safety Margin 80 % the cycle is expected to become stringent on the lower
PMR Range
 Use of Moderated Cycle 5.1 will compensate
for this effect as shown in the above chart.
© 2012 Maruti Suzuki India Limited