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With a response time of less than 350ms to spin the turbine shaft from idle to 70,000 rpm the electric supercharger (commonly known as a Variable Torque Enhancement System) could be very effective in addressing the low-speed turbo lag issues associated with downsized engines. The electric supercharger can be used as a single stage system on small displacement engines, from 1.0L to 2.4L; or it could be used as the low pressure stage in a two-stage system. It must however be noted that the demonstrator car employed numerous electrification technologies, including: a stop-start system, floating voltage electric recovery system with ultracapacitors with a dc/dc converter, gasoline cooled EGR system, an air intake module with embedded water-cooled air charge cooler. Faced with the challenge of maximum performance and reduced fuel consumption, while confined to a single turbo charger with a Motor Generator Unit-Heat (MGU-H), teams have taken the VTES a step further and applied this to the massive turbo system needed to boost in excess of 3,5 Bar. With the MGU-H connected to the turbocharger it generates power from the turbine shaft to recover part of the heat energy from the exhaust gases.

A hydrogen fuel cell electric vehicle is powered by a group of individual fuel cells, known as a fuel cell stack. The maximum brake thermal efficiency obtained was about 30% at full load for the optimized injection timing of 5° after Gas Exchange Top Dead Center (AGTDC) and for an injection duration of 90°-crank angle. The NOx emission tends to reduce to a lower value of 888 parts per million (ppm) at full-load condition for the optimized injection timing of 5° AGTDC and with an injection duration of 90° compared to neat diesel fuel operation. As a retrofit it’s legal to run a Hydrogen Cell Generator (also called a Hydrogen Booster cell) to add HHO to the air intake, which can achieve 10% to 30% improvement in fuel consumption (Claimed).