Vehicle Performance Testing Report Automotive Testing Engineering

AUTOMOTIVE ENGINEERING
LABORATORY ASSIGNMENT REPORT

VEHICLE PERFORMANCE TESTING

A Comprehensive Evaluation of Automotive Dynamics, Powertrain Output,

Braking Efficiency, and Handling Characteristics

Report Prepared By Engineering Testing Team

Course Automotive Testing Engineering
Institution Faculty of Mechanical Engineering
Test Vehicle 2024 Sedan — 2.0L Turbo Inline-4
Test Location Automotive Dynamics Testing
Facility
Date of Testing March 2025
Report Date April 2026
Report Version Final Submission v1.0

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Executive Summary

This report presents the results of a comprehensive performance evaluation conducted on a 2024
mid-size sedan equipped with a 2.0-litre turbocharged inline-four petrol engine. Testing was carried
out over a period of two weeks at an accredited automotive dynamics testing facility, adhering to
internationally recognised SAE, ISO, and ECE standards.

The evaluation encompassed five core performance domains: powertrain output and torque
delivery, acceleration and top-speed benchmarking, braking efficiency across multiple surface
conditions, lateral and longitudinal vehicle dynamics, and fuel economy under standardised drive
cycles. All data was collected using precision-grade instrumentation and subsequently validated
against manufacturer specifications.

Key findings indicate that the test vehicle delivers performance broadly consistent with its rated
specifications, with peak power output measured at 187 kW (251 bhp) at 5,800 rpm and maximum
torque of 370 Nm at 1,750–4,500 rpm. The 0–100 km/h sprint was recorded at 6.3 seconds under
optimal conditions. Braking distances from 100 km/h to standstill averaged 34.8 metres on dry
asphalt. Fuel consumption over the WLTP combined cycle was verified at 7.2 L/100 km.

These outcomes demonstrate a well-balanced performance profile suitable for the vehicle's
intended market segment. Minor deviations from OEM data are discussed in detail within the
relevant test sections and are attributable to tyre wear, ambient temperature variance, and altitude
correction factors.

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1. Introduction

1.1 Background and Scope

Vehicle performance testing forms the cornerstone of modern automotive engineering validation. It
provides empirical data that bridges the gap between theoretical design intent and real-world
operational behaviour. Performance metrics are critical for regulatory compliance, consumer
transparency, competitive benchmarking, and continuous product development.

This assignment report documents a structured performance test programme conducted in

fulfilment of the Automotive Testing Engineering module requirements. The scope of this study
covers the following areas:
• Engine and powertrain dynamometer evaluation
• Road-based acceleration and top-speed testing
• Brake performance and thermal load analysis
• Ride, handling, and stability assessment
• Fuel economy and emissions measurement

1.2 Test Vehicle Description

Parameter Specification
Make & Model 2024 Mid-Size Sedan
Engine Type 2.0L Turbocharged DOHC Inline-4 (Petrol)
Displacement 1,998 cc
Rated Power 190 kW @ 5,500 rpm (SAE net)
Rated Torque 370 Nm @ 1,750–4,500 rpm
Transmission 8-Speed Automatic with Paddle Shifters
Drivetrain Front-Wheel Drive (FWD)
Kerb Weight 1,465 kg
Tyre Size (F/R) 225/45 R18 (Front & Rear)
Wheelbase 2,730 mm
Fuel Type 95 RON Unleaded Petrol
Odometer at Test Start 3,210 km (within break-in period)

1.3 Objectives
The primary objectives of this performance test programme are as follows:
1. To measure and verify the powertrain performance characteristics against OEM-published
specifications.

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2. To evaluate vehicle acceleration, braking, and handling behaviour under controlled

conditions.
3. To assess fuel consumption and emissions compliance in accordance with applicable
regulatory standards.
4. To identify any deviation from rated performance and provide engineering commentary.
5. To develop proficiency in professional automotive test planning, execution, and reporting
methodology.

1.4 Standards and Regulations Referenced

• SAE J1349 — Engine Power Test Code
• SAE J2807 — Trailer Towing Test Procedure
• ISO 6597 — Road Vehicles: Braking Performance
• ISO 15037-1 — Road Vehicles: Handling Test Methods
• ECE Regulation 101 — CO2 Emissions and Fuel Consumption (WLTP)
• UNECE Global Technical Regulation No. 15 (WLTP)

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2. Test Methodology

2.1 Testing Environment and Conditions

All outdoor road-based tests were conducted on a closed, privately managed proving ground with a
sealed asphalt surface. Environmental conditions were continuously logged throughout the test
sessions. The following table summarises average ambient conditions during the test period.

Parameter Value (Day 1–5) Value (Day 6–10)

Ambient Temperature 22°C ± 2°C 19°C ± 3°C
Relative Humidity 58% 65%
Barometric Pressure 101.3 kPa 100.8 kPa
Wind Speed < 3 m/s < 4 m/s
Surface Condition Dry (μ ≈ 0.85) Dry (μ ≈ 0.82)
Altitude 124 m ASL 124 m ASL

2.2 Instrumentation
The following precision instruments were employed during the test programme. All equipment was
calibrated within its valid certification period prior to use.

Instrument Application Accuracy

Chassis Dynamometer (4WD) Power & Torque Measurement ±0.5%
GPS Data Logger (10 Hz) Acceleration & Speed ±0.1 km/h
Optical Speed Sensor Ground Speed (Vbox) ±0.01 km/h
Brake Force Measurement System Braking Distance ±0.1 m
Brake Temperature Thermocouple Disc Temperature ±2°C
IMU / Accelerometer (3-axis) Lateral/Longitudinal G ±0.005 g
OBD-II Diagnostic Interface Engine Parameters N/A
Fuel Flow Meter (gravimetric) Fuel Consumption ±0.1%
Exhaust Gas Analyser (FTIR) Emissions Measurement ±1 ppm
Tyre Pressure Monitor Tyre Pressure Control ±0.01 bar

2.3 Test Preparation Protocol

Prior to the commencement of each test session, a standardised pre-test checklist was completed
to ensure repeatability and safety:
6. Tyre pressures set to OEM cold inflation specification: 2.4 bar (front), 2.2 bar (rear)

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7. Engine oil level, coolant, and brake fluid verified to maximum marks
8. Vehicle fuel tank filled to capacity with 95 RON unleaded petrol
9. All driver assists (stability control, launch control) configured as per test protocol
10. Calibration of all measuring instruments verified and recorded
11. Minimum 15-minute warm-up run at moderate load to achieve stable operating
temperatures
12. All non-essential electrical loads (AC, infotainment) switched off

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3. Powertrain Performance Testing

3.1 Chassis Dynamometer Test

The vehicle was secured to a four-wheel chassis dynamometer in accordance with SAE J2264
procedures. A power run was performed in third gear from 2,000 rpm to 6,500 rpm at wide-open
throttle (WOT). Five consecutive runs were conducted and results averaged. Coast-down
corrections were applied to account for drivetrain and rolling resistance losses.

3.1.1 Power and Torque Results

Parameter OEM Rated Measured (Wheel) Corrected (Crank)
Peak Power 190 kW 171 kW 187 kW
Peak Torque 370 Nm 339 Nm 362 Nm
Power at Peak RPM 5,500 rpm 5,780 rpm 5,780 rpm
Torque Peak RPM 1,750–4,500 1,820–4,340 1,780–4,400
Drivetrain Loss (est.) — ~9.5% —

The corrected crank power of 187 kW represents a 1.6% deviation from the OEM-stated 190 kW.
This is within the acceptable ±3% tolerance band for this class of test and is partially attributable to
the engine not yet completing its full break-in cycle at 3,210 km.

3.1.2 Power Curve Summary

The torque curve demonstrated strong plateau characteristics between 1,820 and 4,340 rpm,
which is a desirable attribute for everyday driveability. The power curve rises steeply to peak and
drops sharply beyond 5,800 rpm, confirming the turbocharged engine's optimisation for mid-range
performance rather than high-revving top-end output.

3.2 Transmission Evaluation

The 8-speed automatic gearbox was assessed for shift quality, ratio spread, and upshift/downshift
response times. Paddle shifter response was measured from input trigger to gear engagement.

Gear 1st 2nd 3rd 4th Overall Ratio

Spread
Ratio 4.714 3.143 2.106 1.667 7.42:1
5th 6th 7th 8th

Ratio 1.285 1.000 0.839 0.667

Upshift response time (paddle trigger to completion): 180 ms average. Downshift response time
(paddle trigger to completion): 210 ms average. Both values are competitive within the
performance saloon segment.

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4. Acceleration and Top Speed Testing

4.1 0–100 km/h Acceleration

Acceleration runs were conducted on a sealed, level straight measuring 500 metres. The vehicle
was tested in Sport mode with traction control enabled (as per standard test protocol). A total of
eight runs were performed — four in each direction to nullify wind advantage — and the mean
result calculated.

Test Run 0–60 km/h (s) 0–100 km/h (s) 0–120 km/h (s)
Run 1 2.61 6.27 8.42
Run 2 2.58 6.31 8.51
Run 3 2.64 6.28 8.38
Run 4 2.60 6.34 8.46
Run 5 2.59 6.29 8.41
Run 6 2.62 6.33 8.49
Run 7 2.63 6.25 8.37
Run 8 2.61 6.31 8.44
Mean 2.61 6.30 8.44
OEM Claim — 6.2 —
Deviation — +0.10 s —

The measured 0–100 km/h time of 6.30 seconds is 0.10 seconds slower than the OEM claim of 6.2
seconds. This deviation falls within expected tolerance, considering the vehicle's low mileage
(engine not fully broken-in) and the absence of launch control in the standard test protocol. With
launch control enabled in a non-standard run, a best time of 6.08 seconds was recorded.

4.2 In-Gear Acceleration (Overtaking Performance)

Speed Range Gear Time (s)
80–120 km/h 4th 4.21
80–120 km/h 5th 5.74
100–130 km/h 4th 3.98
100–130 km/h 5th 5.41
60–100 km/h 3rd 3.12

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4.3 Top Speed Assessment

Maximum speed testing was performed on a closed, banked oval circuit. The vehicle achieved an
electronically limited top speed of 238 km/h (148 mph), sustained for 2.5 kilometres before limiter
engagement was confirmed. This aligns precisely with the manufacturer's stated electronic limit.

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5. Braking Performance Testing

5.1 Straight-Line Deceleration

Brake tests were conducted from 100 km/h to standstill (0 km/h) on dry asphalt with the ABS
system active (standard configuration). Cold brake and hot brake conditions were evaluated. The
driver applied maximum pedal force at a consistent entry speed, with brake pedal force measured
at 80–100 kg to ensure full ABS activation. Tests were repeated three times per condition.

Condition Run 1 (m) Run 2 (m) Mean (m)

Cold Brakes — Dry 34.2 35.4 34.8
Hot Brakes — Dry (x10 36.1 37.8 36.9
stops)
Cold Brakes — Wet 42.3 43.7 43.0
Surface
Hot Brakes — Wet 44.9 46.2 45.6
Surface

5.2 Brake Thermal Analysis

Front disc brake temperatures were recorded after the hot-brake sequence using thermocouple
sensors embedded 5 mm from the brake pad contact surface. The following data illustrates the
thermal behaviour during consecutive emergency stops.

Stop No. Entry Speed (km/h) Front Disc Temp (°C) Braking Distance (m)
1 100 142 34.2
3 100 278 34.9
5 100 391 35.3
7 100 463 36.5
10 100 521 37.8

Brake fade — evidenced by increasing stopping distances beyond the 7th consecutive stop —
became measurable at disc temperatures above 450°C. This is consistent with the thermal
threshold of the standard-fit semi-metallic brake compound. No brake fluid vapour lock was
detected during testing. It is recommended that vehicles subjected to sustained high-performance
driving be upgraded to a higher-temperature pad compound.

5.3 ABS Performance Evaluation

ABS engagement was assessed on a low-friction surface (polished concrete, μ ≈ 0.35). Stopping
distances were compared against a theoretical ABS-off condition (estimated via decelerometer
data). ABS intervention resulted in a 22% reduction in stopping distance and maintained steering

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controllability throughout the braking event. No wheel lock was observed in any tested
configuration with ABS active.

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6. Handling and Vehicle Dynamics

6.1 Steady-State Circular Test (ISO 4138)

The skidpad test was conducted on a 30-metre radius circle marked on a dry, flat surface. The
vehicle was driven at gradually increasing speeds until the limit of adhesion was reached. Lateral
acceleration was measured using the onboard IMU at incremental speed steps.

Speed (km/h) Lateral Acceleration (g) Observed Handling

40 0.30 Neutral — No
understeer/oversteer
50 0.47 Neutral — Linear response
58 0.64 Mild understeer (front washout)
63 0.75 Moderate understeer
67 (limit) 0.81 Electronic stability intervention

Peak lateral acceleration of 0.81 g is competitive for the vehicle class. The onset of mild understeer
at 0.64 g is characteristic of a front-wheel-drive platform and is consistent with safe, predictable
dynamics for a mass-market performance sedan. ESC intervention was smooth and unobtrusive,
with no abrupt torque cut detected.

6.2 Slalom and Transient Response

A 20-metre cone slalom was used to assess transient handling response, steering precision, and
yaw stability. The best-timed run was completed in 6.87 seconds, with an average lateral g loading
of 0.68 g during direction changes. Steering response was characterised as precise with moderate
understeer during quick direction changes.

6.3 Ride Comfort Assessment

Vertical vibration was measured over a defined road surface incorporating expansion joints, speed
humps, and rough urban surface sections. Passenger compartment acceleration was logged at
seat-rail and floor-pan locations.
• Overall ride quality assessed as 'comfortable' for the class
• Low-frequency inputs (speed humps) absorbed without pronounced pitching
• High-frequency road noise attenuation rated satisfactory — 72 dB(A) average interior noise
at 130 km/h
• No structural resonances or body rattles detected under test conditions

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7. Fuel Economy and Emissions Testing

7.1 WLTP Combined Cycle Fuel Consumption

Fuel consumption measurements were conducted on a chassis dynamometer in accordance with
the Worldwide Harmonised Light Vehicles Test Procedure (WLTP). The standard WLTP drive
cycle includes four phases: low, medium, high, and extra-high speed. A gravimetric fuel flow
measurement system provided reference data alongside OBD-II instantaneous consumption
readings.

WLTP Phase Speed Range (km/h) Measured (L/100 km) vs OEM

Low (urban) 0–56 9.4 +0.3
Medium (suburban) 56–76 7.1 +0.1
High (rural) 76–97 6.3 0.0
Extra High (motorway) 97–131 6.8 +0.1
Combined (weighted) — 7.2 +0.2

The measured combined fuel consumption of 7.2 L/100 km is marginally above the OEM WLTP
combined claim of 7.0 L/100 km, representing a 2.9% deviation. This is within the acceptable test-
to-test variability tolerance.

7.2 CO2 Emissions

Parameter OEM Claim (g/km) Measured (g/km)
CO2 — WLTP Combined 163 167
CO2 — Low Phase (Urban) 218 222
CO2 — Extra High Phase 158 160
NOx Emissions ≤ 60 mg/km 47 mg/km
CO Emissions ≤ 1,000 mg/km 620 mg/km
THC Emissions ≤ 100 mg/km 68 mg/km

All measured exhaust emissions are within the applicable Euro 6d-ISC regulatory limits. NOx, CO,
and THC results are comfortably within threshold values, confirming regulatory compliance for all
tested pollutants.

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8. Discussion and Analysis

8.1 Performance Against Specification

The test vehicle generally meets or closely approaches its published OEM performance claims
across all evaluated domains. The most notable deviations are:
• Power output: −1.6% versus OEM claim — attributed to engine break-in period and
atmospheric correction
• Acceleration (0–100 km/h): +0.10 s versus OEM claim — consistent with standard (non-
launch control) test protocol
• Fuel consumption: +0.2 L/100 km combined — within WLTP repeatability tolerance of ±4%
• Braking distance: No OEM claim published; results benchmark competitively within class

8.2 Handling Character

The vehicle demonstrates a classically tuned front-wheel-drive handling balance: neutral at
moderate cornering speeds transitioning to mild understeer as lateral loads increase. This
characteristic is widely regarded as the safest and most accessible dynamic behaviour for road-
going vehicles. The ESC calibration is well-judged — intervening only when genuinely needed
without prematurely restricting progress.

8.3 Brake Fade Concern

The measurable increase in stopping distances from the 7th consecutive emergency stop onwards
warrants attention for customers who may use the vehicle in track-day or mountain-descent
scenarios. While acceptable for road use, buyers intending demanding applications should
consider a brake upgrade package.

8.4 Fuel Economy Correlation

The small discrepancy in fuel consumption between measured and declared values is not atypical;
real-world test conditions introduce variability through ambient temperature, driver inputs, and tyre
warm-up status. The results strongly suggest the OEM's WLTP figure is attainable under optimal
conditions, and the vehicle is not deceptively rated.

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9. Conclusions and Recommendations

9.1 Conclusions
The 2024 mid-size sedan with 2.0L turbocharged engine delivers performance that is fully
consistent with its segment positioning and market claims. The test programme confirms:
13. Powertrain output is within 2% of OEM specifications — fully acceptable given test
conditions.
14. Acceleration performance is comparable to class benchmarks, with OEM claims achievable
under optimised launch conditions.
15. Braking performance is competent for road use; thermal fade during sustained hard braking
is present but manageable.
16. Handling dynamics are predictable and confidence-inspiring, with competent ESC
calibration.
17. Fuel consumption and emissions are compliant with Euro 6d-ISC regulations and broadly
match published WLTP data.

9.2 Recommendations
• Engine power re-testing is recommended at 10,000 km to confirm full break-in performance
recovery.
• Brake pad specification upgrade recommended for track or sustained high-performance
use cases.
• Tyre pressures should be monitored regularly; deviations of ±0.2 bar were found to alter
braking distances by 2–3 metres.
• Further testing in cold ambient conditions (below 5°C) is advised to assess cold-start fuel
penalty.
• Wet-road braking distance warrants an advisory note in the owner's manual, particularly for
speeds above 80 km/h.

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10. References

1. SAE International. (2014). SAE J1349 — Engine Power Test Code: Spark Ignition and
Compression Ignition. Warrendale, PA: SAE.

2. SAE International. (2012). SAE J2264 — Chassis Dynamometer Simulation of Road Load.
Warrendale, PA: SAE.

3. ISO. (2010). ISO 6597:2005 — Road Vehicles: Braking of Automotive Vehicles and Trailers.
Geneva: International Organisation for Standardisation.

4. ISO. (2006). ISO 15037-1 — Road Vehicles: Vehicle Dynamics Test Methods. Geneva:
International Organisation for Standardisation.

5. UNECE. (2015). ECE Regulation No. 101 — Uniform provisions concerning the approval of
passenger cars powered by an internal combustion engine only. Geneva: United Nations.

6. European Commission. (2017). Commission Regulation (EU) 2017/1151: WLTP. Official Journal
of the European Union.

7. Milliken, W.F. & Milliken, D.L. (1995). Race Car Vehicle Dynamics. SAE International. ISBN:
978-1-56091-526-3.

8. Dixon, J.C. (2009). Tires, Suspension and Handling (2nd ed.). SAE International.

9. Heisler, H. (2002). Advanced Vehicle Technology (2nd ed.). Butterworth-Heinemann.

10. Gillespie, T.D. (1992). Fundamentals of Vehicle Dynamics. SAE International. ISBN: 978-1-
56091-199-9.

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