G-volution Plc. Advanced Multi Fuel Technology

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Advanced Multi Fuel Technology

G-volution Plc

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G-Volution – a new energy future



Gas revolution: a new cheap, clean fuel



Transport will switch to gas



G-Volution’s technology is the best



Cummins EPA approved dual fuel engine



Unique emissions technology



Huge opportunity



Interest in Europe for current funding round,

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Gas is cheaper, cleaner and

greener than diesel (and quieter

too)



20% less carbon



50% less with biomethane

(4)

Governments increase emission

regulations

_{China V}

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Transport industry faces energy

revolution – i.e. In USA



Fuel is up to 50% operating costs



Substantial cost savings (20-40%)



Emission regulations



Dual fuel engines available

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Dual Fuel is the key and G-Volution

has the best technology



_{A control system + gas tanks}



_{Best value, most cost-effective}



_{Diesel engines are known & used}



_{Not reliant on gas infrastructure}

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G-volution – Emulation is cleaner,

simpler better way to multi fuel

How it works – the engine control loop

Engine ECU Feedback Throttle demand Engine ECU Feedback Throttle demand Control Optimiser

• Engine ECU inputs are not perturbed, no confusion of ECU’s interpretation • Engine ECU functionality fully retained including OBD II WWH – closed loop

emissions

• Full transient performance for dual fuelling • REAL TIME system for dual fuelling

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Optimiser methodology

Standard diesel system

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Optimiser methodology

Optimiser patented and unique multi-fuel system

The Optimiser reads the original diesel fuel demand sent to the injectors

Fuel demand is translated into equivalent diesel and secondary fuel doses by Kw Original fuel demand / torque output is retained albeit now from two fuels in parallel

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Optimiser methodology – engine

control loop

Engine ECU inputs are not perturbed – no false inputs

Actual engine operating point matches ECU’s expectation of operating point Original ECU is master of the engine control loop

Original ECU full functionality is retained

Full transient performance is retained for multi-fuelling OBD II WWH functionality retained

Closed loop emission control functionality retained No ECU confusion

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Competitor methodology

– CAN based

throttle amendment

Diesel reduction is achieved by

Sending a false lower throttle demand Original ECU thinks engine is at a Lower torque / power operating point Actually, engine is at a higher power / torque as secondary fuel is dosed (unknown) by secondary ECU

Confusion of diesel ECU

Incorrect throttle message to other systems

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Competitor methodology

– CAN based

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Competitor methodology

– ECU

remapping

ECU reprogramming

• Altering ECU maps by reprogramming.

• This means it is a new design and all safety/certification work will have to be repeated

• Permanent diesel underdosing by remap

• ECU unaware of secondary fuel dose – torque calibration is incorrect • Lengthy and expensive remapping process

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Competitor methodology

– CAN based

throttle amendment – aftertreatment

problems

Determines adblue dose required into SCR catalyst

Due to throttle pedal / torque demand (false input) amendment Denox unit with either look up the wrong NOx value or diesel ECU will message the wrong NOx value

For E5 SCR is closed loop but there are limits to the adaptation

Fault codes for significant variance in expected to actual NOx level and exhaust temperature - variation in values due to expected low load and actual condition of higher load

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Optimiser Technology Overview

Emulation, the clean, simple and better way to multi fuel!

Emulating the primary fuel injector allows the original fuel demand to be

mapped into individual demands for each fuel. This concept is patented by G-volution

• Master (ECU) – slave (Optimiser)

• maintains original engine characteristics (power and torque) • maintains original system integrity

• transparent ( a ghost system), does not affect On Board Diagnostics

(OBD)

• no diesel ECU confusion

• no modification of engine settings apart from diesel injection pulse

length

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Regulatory Emissions standards by

region

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G-volution Engine Test Cell:

Birmingham City University

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G-volution Rolling Road:

Mansfield, East Midlands

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Developed over 7 years, run for 15

million miles, Patented

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Competitive map



_{Large engines – marine - not common rail}



_{Wartzilla, MAN, Volvo, GE}



_{Heavy duty engines [15-50 litres] – common rail}



_{GV, Westport, CAP}

Simple retrofit: m

any small US start-ups

G-volution:

* smart technology – including emissions

•

flexible business model

•

immediate and cost effective route to

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Our

Partners

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Heavy duty trucks in USA

200,000 pa. $2 BN market

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Management team



Chris Smith CEO



Paul Ross Executive Chairman



Simon Pickess Commercial Director



Colin Gray Operations Director



Scott Myers USA CEO/CTO

Advisory Committee

 Professor Doug Greenhalgh, Chairman International Energy Association

 Christopher Maltin, Director Biomethane Ltd, Chairman Organic Power

 Pelham Hawker, ex-Director Johnson Matthey

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Milestones



USA – Cummins engine EPA approval, Cummins D.OEM

– Genset , rail, marine & trucks markets



EU – MAN & MB/DAF trucks with Containerships

– Euro 6 approval for trucks using EU grant



Asia – China partnership

– South Korea OEM licensing



Business model: direct sales (EU) , franchise (SA) and license

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Business Plan



_{Enhance the team}



OEM technical development



Unique emissions work and product

development



USA/China/S. Korea distribution & sales

2015 2016 2017 2018

Sales 1200 6000 18000 33000

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Summary and Conclusions



A big opportunity to dual fuel transport



Leading dual fuel technology. Patented & proven.



Experienced team and good partners.

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