Powertrain & Systems Engineering
Power found in the physics, not in a bigger part.
End-to-end simulation and control strategy for combustion, hybrid, and aftertreatment systems.
Live model: intake runner length against engine power. Generic naturally-aspirated engine. Find the length that peaks highest. Lower plot: peak power across every runner length.
Symptoms
Does any of this sound like your program?
We're leaving power on the table and can't find where.
It makes the numbers on the dyno but not on the road.
We need to pass a noise limit without giving back performance.
The 1D model and the 3D model tell us different stories.
An engine is an air pump wrapped in a pressure-wave problem. Most of the power left on the table isn’t lost to friction or fuelling — it’s lost because the induction and exhaust systems are tuned for the wrong engine speed, or aren’t tuned at all.
That’s a modelling problem before it’s a hardware problem. Couple a 1D gas-dynamics model to 3D CFD where the physics demands it, tune the resonance where the power peak actually is, and the gains come out of geometry you were going to build anyway — the intake manifold found 16% peak power and 108% volumetric efficiency that way.
What this covers
- Engine tuning and calibration strategy
- 1D powertrain modelling, coupled with 3D CFD or FEA where the physics demands it
- Acoustic tuning, reactive resonator design, and noise-limit compliance
- System-level optimization — genetic algorithms and multi-objective search
How an engagement works
- Scope call. The system, the performance question, and what data already exists from dynamometer, bench, or field testing.
- Proposal. Scope, deliverables, and timeline in writing.
- Modelling and iteration. 1D/3D coupled simulation, refined against test data as it arrives rather than at the end.
- Deliverables and review. Results, correlation against test data, and what they mean for the calibration or design decision at hand.
Deliverables
What you actually receive
Coupled 1D/3D model of the system, correlated against dyno or bench data
Performance maps across the operating range, not just at the rated point
Acoustic response and noise prediction where the system needs to pass a limit
Control-strategy or calibration recommendations grounded in production practice
Proof
Where this has been done before
Questions
Frequently asked
- Is this only for combustion engines, or do you cover hybrid and electrified powertrains too?
- The deepest experience is combustion and aftertreatment systems, including production ECM control-strategy work. If your program is hybrid or electrified, tell me the specifics on the scope call and I'll be direct about where the fit is and isn't.
- Can you work at the 1D system level and the 3D component level together?
- Yes, and that coupling is usually where the real answer lives. A 1D engine model sets the boundary conditions a 3D CFD or FEA simulation needs, and the 3D result feeds back into refining the 1D model. Treating them separately leaves performance on the table.
- Can noise really be reduced without losing power?
- Often, yes — they trade against each other only if the silencer is purely restrictive. A reactive resonator attenuates the specific low frequencies you need gone while staying open at high RPM: the resonator project cut 10 dBC average and still gained 2% peak power.
- Do you do calibration work, or only simulation?
- Both control-strategy definition and simulation-driven design are in scope, informed by production ECM calibration experience — not only an academic model of how the system ought to behave.
What do you need solved?
End-to-end simulation and control strategy for combustion, hybrid, and aftertreatment systems. A few lines on the problem is enough to start.
I reply to every enquiry within one business day.
+55 16 99785-1402