Ammonia-fueled engines represent a promising pathway toward carbon-neutral road transport. Restricted by the trade-off between fuel consumption and nitrogen oxide (NOx) emissions, this study performs multi-objective optimization of polyoxymethylene dimethyl ether (PODE)/ammonia reactivity-controlled compression ignition (RCCI) engines by integrating computational fluid dynamics (CFD) with an optimization algorithm. The optimization targets equivalent indicated specific fuel consumption (EISFC) and NOx simultaneously, focusing on six control parameters: ammonia energy ratio (AER), initial temperature (T-IVC), initial pressure (P-IVC), injection timing (SOI), injection pressure (P-Inj), and spray half-included angle (SA). Among the optimal solutions, Opt 1 achieves the minimum EISFC of 197 g/kWh, representing a 12.1% reduction compared to the Basecase, by promoting more complete ammonia combustion. And Opt 2 maintains comparable EISFC to the Basecase while achieving similar to 50% NOx reduction. EISFC is largely governed by ammonia combustion completeness, which can be enhanced by improving fuel-air mixing through elevating T-IVC, advancing SOI, and narrowing SA. Furthermore, a larger AER and moderate P-IVC are demonstrated to simultaneously reduce EISFC and NOx emissions, primarily by lowering combustion loss and enhancing non-catalytic reduction, respectively. A moderate-to-high P-Inj is beneficial to enhance ammonia combustion and reduce EISFC, with the penalty of less than 5% increase in NOx emissions. This study provides a fundamental understanding of the application of ammonia-fueled RCCI engines in low-carbon transportation systems.

Thermal Runaway (TR) and its propagation across lithium-ion battery (LIB) modules remain critical safety concerns for large-scale energy storage systems. This work presents an integrated experimental framework combining single-cell and module-level testing to quantify the mechanisms governing TR initiation and characterize propagation in large-format Nickel-Manganese-Cobalt (NMC) cathode LIBs. Single-cell Accelerating Rate Calorimetry (ARC) experiments are used to characterize intrinsic thermal behavior, including onset conditions, heat-generation trends and the total heat released, which are subsequently linked to controlled module-level propagation tests. A cell-level energy balance is applied to the interior cells of the module to evaluate the relative contributions of conduction, convection, radiation, and internal heat generation during propagation. The results show that accumulated energy prior to TR is dominated by convection and flame radiation, while cell-to-cell conduction represents the lowest energy accumulation. Inner cells reach higher temperatures, and propagation times decrease as successive cells experience increasingly elevated thermal environments. The proposed multi-scale methodology provides quantitative insight into TR propagation pathways and supports the development of safer battery-module designs by identifying the dominant heat-transfer mechanisms driving propagation, and the main hazards associated to the overall phenomenon.

Internal temperature critically governs performance, degradation, and safety in cylindrical lithium-ion battery cells. However, a clear gap remains: most studies rely on surface sensing, which cannot resolve the core-surface gradients and transient hotspots that lead to fast degradation or failure. This work combines a minimally invasive thermocouple methodology with a systematic dataset of internal-external gradients (Delta T = Internal Temperature-External Temperature) across 10, 25, and 45 degrees C ambient temperatures and 0.3C, 0.5C, 1C, 2C and 3C current rates. For this experimental data, a reduced-order model for real-time estimation has been integrated with the systematic evaluation of real working conditions. Then, a GT-AutoLion core-surface model was calibrated and validated against the internal gas cavity of the battery cell, resulting in a three-node realistic simulation. Results show that Delta T peaks exceed 16 degrees C at 3C and 10 degrees C, but remain near 6 degrees C at 45 degrees C. The model reproduces these dynamics with a voltage RMSE of less than 7.0 mV and a temperature RMSE of less than 0.1279 degrees C. Core-to-surface temperature reveals a systematic decrease with increasing ambient temperature, decreasing from 0.1279 degrees C at 10 degrees C to 0.0188 degrees C at 45 degrees C during 1C discharge. This quantitative characterization demonstrates that low-ambient conditions produce the largest internal temperature overshoot, a critical factor for Battery Thermal Management. Temperature gradients below 5 degrees C between core and surface minimize localized degradation and prevent hotspot-induced accelerated aging or premature failure. However, thermal uniformity alone is insufficient for safety; absolute cell temperature control remains significantly key. The objective of this study is therefore to establish an experimental modeling framework that both enables direct measurement of internal temperature in a commercial cylindrical NMC cell with minimal invasiveness and delivers an experimentally validated reduced-order electrothermal model capable of estimating internal temperature without embedded sensors. This integrated framework addresses the identified gaps in the literature and provides a predictive tool for real-time thermal management of cylindrical lithium-ion cells, enhancing both safety and lifespan.

Thermal safety in lithium-ion batteries is a critical aspect due to their increasing use in energy storage systems and electric vehicles. To investigate thermal abuse conditions, numerous studies employ specialized equipment to accurately measure physical variables during thermal runaway events. However, such tests typically require robust equipment which limit their availability in conventional laboratory environments. In this context, the present study proposes and evaluates an experimental methodology based on the use of a climate chamber combined with an instrumented reduced-volume container, to reproduce severe external heating conditions. The thermal behavior and gas emissions associated with thermal runaway events were characterized in six cylindrical lithium-ion batteries of two different chemistries. Six cylindrical cells with NMC and NCA cathode chemistries were subjected to thermal abuse tests. In addition, gaseous emissions and mass loss were quantified after the event. Based on these tests, the results showed that NMC cells reached a higher average maximum surface temperature of 1086°C, whereas NCA cells exhibited the highest pressure values, with an average of 24.64 bar. Gas emissions presented high concentrations of CO and CO₂, reaching values of up to 381,555 ppm. Furthermore, both chemistries experienced a mass loss exceeding 50% after the test. Overall, the results indicate that both cell types exhibit similar behavior in terms of gas emissions, while NMC cells show greater thermal severity during the exothermic event. This work demonstrates that a system based on a climate chamber combined with an instrumented container is capable of reproducing severe thermal runaway conditions comparable to those achieved in specialized abuse-testing facilities, enabling the simultaneous characterization of temperature, pressure, and gas emissions in lithium-ion cells.

The automotive industry is transforming towards electrification, driven by the new mobility standards and legislation. This paper explores the potential of the novel ultra-small 2-stroke rodless opposed-piston engine in the context of plug-in hybrid electric vehicle powertrains. It is evaluated under various driving conditions, including homologation cycles, real-world scenarios, and full-load acceleration tests. Three versions of the 2stroke rodless opposed-piston engine are considered: naturally aspirated, supercharged, and turbocharged, evaluating their impact on the vehicle performance. The results from the full-load acceleration tests underline the advantages of turbocharging, reaching 0-100 km/h in a charge-sustaining mode in half the time the naturally aspirated version needs. The results from real-world driving cycles reveal up to 55% energy efficiency and tailpipe CO2 reductions of the plug-in hybrid electric vehicle over the non-hybrid platform in urban conditions. Finally, the simplified life cycle analysis results confirm 45% CO2 emissions reductions with PHEVs, especially when equipped with turbocharged 2S-ROPE engines.

The safety hazards of lithium ion batteries depend on a complex interplay of electrochemical, thermal, and configurational factors within the energy storage system. Several parameters, both internal and external to the battery, influence the onset and propagation behavior of fire events. Rather than treating these hazards as isolated cell-level phenomena, this study adopts a systems perspective, recognizing that safety concerns emerge from the collective behavior of multiple components within the battery module. An integrated modeling framework is presented, combining a pseudo bidimensional electrochemical model with a chemical kinetics-based thermal runaway model, coupled through a lumped thermal approach. This multiphysics model enables the simulation of fire propagation in battery modules composed of cylindrical cells with NMC811 cathode chemistry. The model’s performance has been validated through direct comparison with experimental data from thermal runaway propagation tests, demonstrating high accuracy in predicting ignition timing and fire development across the module. Minor deviations were observed only during the post-combustion cooling phase. In addition, the model has been employed to analyze high-risk operational scenarios, such as overcharge and overdischarge conditions, and to conduct sensitivity analyses on key design parameters, including cell spacing, thermal boundaries, and the thermal properties of interstitial materials. The proposed framework provides a computationally efficient and adaptable tool for evaluating the thermal safety of battery modules, contributing to the design of safer and more resilient energy storage systems.

Decarbonizing heavy-duty transport requires balancing environmental impact, performance, and feasibility. This study investigates combining a synthetic oxygenated fuel blend (85% diesel, 15% OMEx) with a series hybrid powertrain to cut tailpipe and life-cycle CO2 emissions. Engine tests on a single-cylinder platform explored drop-in, iso-load, and optimized calibrations. The optimized strategy exploited OMEx's oxygen content, reducing soot by over 50% and NOx significantly, while maintaining competitive fuel efficiency. These results were integrated into a vehicle simulation of a medium-duty hybrid truck under regulatory drive cycles. Optimization of battery size and energy management showed that mid-sized packs (similar to 45 kWh) maximize tank-to-wheel CO2 reductions without excessive mass. Life cycle analysis indicated 15-30% CO2 savings for series hybrid, with optimized control outperforming simpler strategies. Compared with diesel, battery-electric trucks halved life-cycle CO2 but required large 300 kWh batteries, increasing weight and limiting range (250 km vs. 700 km). Although Battery Electric Vehicles offer the lowest tailpipe emissions, their mass and infrastructure demands limit short-term applicability. Conversely, hybrids using diesel/OMEx retain conventional range while delivering meaningful CO2 cuts. This integration offers a pragmatic, near-term pathway to decarbonize medium-duty transport until large-scale electrification becomes viable.

The increasing push for electrified transportation and stationary energy storage demands that lithium-ion batteries (LIBs) perform under more aggressive charging conditions. Meeting such requirements without compromising safety remains a key challenge for the industry. One of the persistent obstacles to achieving fast safe charging is lithium plating, a degradation process that leads to capacity fading, increased internal resistance, and elevated safety risks (e.g., internal short-circuits). In this study, we combine in situ electrochemical diagnostics, specifically incremental capacity analysis (ICA), differential voltage analysis (DVA), and electrochemical impedance spectroscopy (EIS), with post-mortem characterization methods, including computed tomography (CT), scanning electron microscopy (SEM), X-ray diffraction (XRD), solid-state 7Li nuclear magnetic resonance (NMR), to assess lithium plating behavior under varied conditions and gas chromatography-mass spectrometry (GC-MS) to analyze the electrolyte. Commercial 18650 Cells (NCA cathode and SiOx-graphite anode) were cycled at -10 and 25 °C to induce different degradation modes, enabling a comparative analysis of lithium plating. Key electrochemical signatures (e.g., increased charge transfer resistance and accelerated solid electrolyte interface (SEI) growth) were correlated with physical evidence of lithium deposition. Notably, solid-state 7Li NMR detected metallic lithium only in cells aged at -10 °C confirming that low temperature operation promotes plating. Importantly, while ICA and DVA offer a practical, field-deployable solution for early detection of lithium plating in BMS applications, advanced postmortem techniques, like NMR and CT, are used for laboratory-based validation of the degradation mechanism. Our results provide a realistic pathway toward smarter, safer battery management strategies.

This research examines the potential of a synthetic e-diesel and oxymethylene dimethyl ether blend in a heavyduty single-cylinder engine. The main purpose is to find the optimal engine settings that maximize engine efficiency and minimize emissions. As the first step, a methodology was developed and applied to simplify the engine's map into five characteristic points to be representative of the World Harmonized Transient Cycle, assigning weights to each load region. This simplification reported low error estimations for fuel consumption and NOx emissions over the cycle. After obtaining the five points, a drop-in analysis was assessed, where the fuel was evaluated with the same settings as diesel, revealing more advanced and shorter combustion with great reductions in soot emissions. Then, a group of three air management and three injection parameters was selected for optimization. A novel methodology combining Taguchi Design and Response Surface Methodology is developed and applied to find the best engine settings. By integrating these two methods, the research reduced the number of required experiments if only one method were used and maintained the goal of achieving higher thermal efficiencies with the new fuel blend compared to the diesel baseline. Significant statistical results were obtained in the Taguchi design, revealing the air management factors that most affected the responses; meanwhile, second-order models with high accuracy helped in finding the best injection parameters. Subsequently, the best settings were experimentally evaluated, and optimal conditions determined by the two methods were validated, confirming the effectiveness of the methodology. Optimization results revealed an improvement of around 2% higher efficiencies for the five tested points while achieving important average reductions of 28% less in NOx with additional decreases in CO, HC, and soot levels, all outperforming traditional diesel benchmarks. Finally, a well-to-wheel analysis using the simplified cycle confirmed a substantial reduction in carbon impact when replacing diesel with this alternative fuel. The successful application of this methodology to recalibrate an engine with an alternative fuel blend shows the potential of using these fuels in existing engines and offers a novel methodology that can be escalated and applied under the engine calibration context.

This study looks into the impact of temperature on the aging of lithium-ion batteries, which are an important component of energy storage systems in electric vehicles. To evaluate battery capacity over time, experiments were carried out at two temperatures, 25°C and 50°C, imitating real-world vehicle circumstances. Pristine cells were initially assessed in terms of capacity and internal resistance. Aging results from cycling indicate that higher operating temperatures, particularly under aggressive conditions (fast charging), lead to accelerated battery degradation due to heat accumulation. Charging at 2C resulted in fast degradation at both temperatures, with the battery reaching its End Of Life (EOL), 80% capacity, in fewer than 200 cycles. Surprisingly, cycling at 50°C resulted in a longer lifespan than 25°C for 1C charge/discharge rates. The 1C charge and 2C discharge regimen at 50°C produced the best results, retaining more than 80% capacity even after 600 cycles. This shows that, given optimal cycling conditions, batteries can last longer, even at high temperatures. Electrochemical impedance measurement demonstrated an increase in ohmic resistance during cycling, notably at 50°C, indicating alterations at the electrode-electrolyte interface. Surface temperature measurements of the cells revealed higher peaks after 2C charging, indicating faster deterioration. This study investigates the effect of aging on lithium-ion batteries under controlled temperature and C-rate settings, focusing on how increased temperatures and rapid charging promote deterioration. The findings offer useful information for optimizing heat management and charging methods, as well as improving battery longevity and performance in real-world electric car applications.

This paper presents a comprehensive assessment of the environmental impacts associated to different low carbon fuels in internal combustion engine vehicles using life cycle assessment. The study focuses on global warming potential, terrestrial acidification, fine particle matter formation, human health ozone formation, and water consumption as key impact categories. The study concludes that for internal combustion engine vehicles, there is an almost linear increase in global warming potential over a vehicle's lifespan, regardless of the fuel. Low carbon fuels show positive impact compared to their fossil counterpart; however, the significance of vehicle manufacturing and maintenance still represents an important proportion of the GWP. Furthermore, the study underscores the importance of considering impact categories beyond global warming potential when assessing fuel options, particularly regarding NOx emissions and their effects on terrestrial acidification, fine particle matter formation and human health ozone formation. It highlights the need to consider water consumption in the production of biofuels, as unsustainable practices can lead to high water consumption and adverse environmental consequences. This research provides valuable insights into the complexities of assessing environmental impacts in the automotive industry and the potential benefits of adopting more sustainable fuel options.

Ammonia (NH3) is a carbon-free and renewable fuel for conventional diesel engines to effectively reduce carbon emissions. However, the low combustion efficiency, as well as high nitrous oxide (N2O) and nitrogen oxides (NOx) emissions, are the primary obstacles for ammonia applications. In this study, various combustion enhancements are applied to an ammonia-fueled reactivity-controlled compression ignition (RCCI) engine to improve performance by optimizing the reactivity of ignition trigger fuel and the spatial reactivity of premixed fuel/air mixture, as well as elevating the ambient temperature. Compared to diesel, using polyoxymethylene dimethyl ether (PODE) as the ignition trigger fuel reduces unburned NH3 by 13 %. Increasing intake temperature allows the engine to operate at an earlier start of injection (SOI) and a higher ammonia energy ratio (AER), contributing to higher indicated thermal efficiency (ITE). Advancing SOI or adopting split injection of PODE can improve the spatial reactivity, resulting in a maximum reduction of 71 % in unburned NH3. By adopting the three strategies of enhancements, the trade-off relationship among ITE, unburned NH3, and greenhouse gas (GHG) can be defeated to achieve satisfactory engine performances. Finally, ITE is increased by 7.56 %, the unburned NH3 is declined by 79.3 %, and GHG emissions are decreased by 25.4 % simultaneously.

As lithium-ion batteries become more prevalent in energy storage, understanding thermal runaway phenomena and characterization methods has gained scientific importance. This study assesses the impact of the State of Charge (SoC) on the internal morphology of lithium-ion batteries after thermal runaway, induced by three methodologies: Heat, Wait, and Seek (thermal abuse), Nail Penetration (mechanical abuse), and Laser Irradiation. The behaviour of 18650 NMC811 cylindrical cells was evaluated using these methods. Post-abuse, the internal morphology was analysed via CT scanning with an X-ray microscope, highlighting deformed areas to reconstruct a three-dimensional model of the cells. The scans were segmented using the U-Net protocol to identify remaining components inside the casings. Results show that cells with lower SoC retain more active material after thermal runaway due to less severe reactions, resulting in less internal collapse compared to fully charged cells. Higher SoC cells exhibited blockages in the venting cap from collapsed materials and metal foils. Among the methodologies, Nail Penetration left the least residual active material and metal foils, while Laser Irradiation caused the least material removal and structural deformation. This study provides new insights into the thermal runaway phenomena under varying states of charge and abuse methodologies.

Lithium-ion Batteries (LIBs) are essential to advancing renewable energy technologies; however, there are significant safety challenges, particularly concerning battery thermal runaway. Addressing these risks necessitates a deeper understanding of Battery Thermal Runaway (BTR) mechanisms, which has driven extensive research employing experimental and numerical methods. This study focuses on the thermal runaway behaviour of lithium-ion batteries, specifically those using NMC811 and NCA cathode chemistries. The thermal runaway has been experimentally characterized using an Accelerating Rate Calorimeter (ARC) in an inert environment. The experimental data have been used to validate a proposed model incorporating three-dimensional thermal modelling and thermal runaway chemical kinetics, emulating the Heat, Wait, and Seek methodology alongside ARC thermal abuse tests. The proposed model accurately predicts heat transfer phenomena within a closed-volume canister, estimating heat release, gas generation rates, and vented gas composition during thermal runaway events. These predictions are essential for enhancing safety assessments, improving battery design, and developing numerical models that predict LIB behaviour under thermal abuse conditions.

Alternative low-temperature combustion strategies, such as dual-mode dual-fuel (DMDF) concepts, have emerged as promising solutions for reducing fuel consumption and emissions in medium and heavy-duty vehicles. These vehicles face significant challenges in electrification due to their high payload demands, making combustion-based technologies crucial for decarbonization efforts. The DMDF technology has demonstrated the potential to achieve ultra-low NOx and soot emissions, offering a significant advantage by reducing or eliminating the need for costly after-treatment systems. Moreover, this approach opens up opportunities for integrating alternative fuels, providing a viable pathway toward carbon neutrality in the transportation sector. Despite its advantages, there are still technical challenges, particularly in achieving the necessary exhaust gas recirculation ratios and boost pressures at low engine speeds with conventional turbocharger systems. Highly premixed combustion concepts like the RCCI approach used at partial loads in the DMDF engine require high EGR ratios while maintaining lean combustion, resulting in high boost demand and low exhaust energy, resulting in conditions difficult to match with a turbocharger optimized for conventional diesel applications. These limitations can hinder the full realization of DMDF technology's potential in real-world applications. This study addresses these challenges by evaluating the optimal turbocharger configuration for a 7.7 L dual-fuel engine operating under the DMDF concept. A series of turbocharger configurations were numerically analyzed using a calibrated GT-Power engine model to satisfy the air requirements of the dual-fuel system. A performance-based merit function identified a smaller compressor and turbine configuration as the optimal solution. Numerical results show potential improvements of compressor and turbine efficiencies of up to 5 % on each of the components, resulting in a reduction of up to 0.2 bar in pumping losses throughout most of the engine map and a significant increase in the VGT margin for optimization.

Delivering low emissions in heavy-duty engines without compromising transient performance is crucial for future clean transportation. While low-temperature combustion strategies like reactivity-controlled compression ignition are effective under stationary conditions, their real-world application is limited by poor transient adaptability. This investigation presents a significant advance in dual-fuel engine technology by developing and validating a novel Multi-Mode Dual-Fuel calibration strategy, an evolution of the Dual-Mode Dual-Fuel concept. Implemented on a 7.7L six-cylinder dual-fuel engine equipped with optimized hardware, including a downsized turbocharger, enhanced EGR cooling, and real-time control systems, the MMDF strategy was methodically calibrated across 48 steady-state operating points. This calibration focused on systematically refining high-reactivity fuel injection through multi-pulse diesel injection and precise pilot-main phasing, alongside progressive control of the low-reactivity fuel fraction. A key objective was to reduce the maximum pressure rise rate in the critical mid-load region (50-75 %) from over 15 bar/CAD to below 10 bar/CAD, which had previously hindered stable load transitions. MMDF also demonstrated improved combustion phasing, maintaining consistent heat release and reduced torque fluctuations during transient conditions. These refined settings were embedded into an open-loop control system using lookup tables. The strategy was rigorously validated under the World Harmonized Stationary Cycle using a novel load escalation progression methodology. This method enabled evaluation of combustion mode transitions across the engine map by increasing nominal load to 50 %, 60 %, 75 %, 90 %, and 100 %. The MMDF strategy successfully enabled the engine to complete the full 100 % load WHSC, demonstrating stable combustion, consistent torque response, and the elimination of misfires or torque fluctuations during rapid load changes. Average emissions remained compliant with Euro VI targets up to 60 % load escalation. Furthermore, full-load operation achieved CO conversion efficiencies greater than 90 % due to effective after-treatment activation. This work represents a major step toward deploying high-efficiency, low-emission dual-fuel engines in real-world heavy-duty applications, extending advanced LTC strategies to the demanding conditions of transient homologation cycles.

Interest in Battery-Driven Electric Vehicles (EVs) has significantly grown in recent years due to the decline of traditional Internal Combustion Engines (ICEs). However, malfunctions in Lithium-Ion Batteries (LIBs) can lead to catastrophic results such as Thermal Runaway (TR), posing serious safety concerns due to their high energy release and the emission of flammable gases. Understanding this phenomenon is essential for reducing risks and mitigating its effects. In this study, a digital twin of an Accelerated Rate Calorimeter (ARC) under a Heat-Wait-and-Seek (HWS) procedure is developed using a Computational Fluid Dynamics (CFD) framework. The CFD model simulates the heating of the cell during the HWS procedure, pressure build-up within the LIB, gas venting phenomena, and the exothermic processes within the LIB due to the degradation of internal components. The model is validated against experimental results for an NCA 18650 LIB under similar conditions, focusing on LIB temperature and domain pressure. The CFD model effectively captures the heat released by the LIB undergoing TR through convection and radiation to the surrounding air while providing temporal and spatial resolution of gas composition before and after the safety-vent collapse. This tool is, therefore, useful for calibrating TR models under controlled conditions and assessing flammability in future studies. The study is completed by analyzing various heating conditions to understand their impact on key parameters, revealing an influence on the maximum temperature reached by the LIB and the temporal evolution of gas composition but showing a lower TR trigger temperature and a faster TR trigger time.

Alternative low-temperature combustion, particularly through dual-mode-dual-fuel (DMDF) concepts, offers promising emission reductions for medium and heavy-duty vehicles, which face challenges in electrification due to payload demands. This technology has shown potential in achieving ultra-low NOx and soot emissions without costly after-treatment systems. However, literature gaps exist in achieving necessary EGR dilution ratios and boost pressures at low speeds with standard turbochargers. This study experimentally evaluates the optimal turbocharger selection for a 7.7 L dual-fuel engine under the DMDF concept. A detailed calibration methodology was used to adjust a new turbocharger to comply with EURO VI emissions standards. Experimental results validated the numerical findings of a previous numerical selection of the prototype turbocharger system, showing improved fuel consumption and air management at low speeds with the new configuration. However, the smaller turbocharger faced limitations impacting emissions at high loads, though the benefits remained significant. Further experimental work explored transient responses under two homologation cycles up to 50 % capacity. These tests demonstrated the new turbocharger's enhanced response, especially when transitioning between loads, indicating improved air intake management. While there were improvements in CO and HC conversion efficiencies, meeting EURO VI standards under dynamic conditions remained challenging, highlighting the need for continued optimization in handling transient responses in dual-fuel engines.

Dual-fuel engines employing alternative combustion concepts have shown promising results in meeting significant emission reductions while maintaining engine performance. In the medium and heavy-duty transport sectors, where electrification remains challenging, developing low-temperature combustion is still a technological solution for reducing carbon impact. However, most of the results in this research field have been presented under stationary conditions, which still positions the transient operation as a challenge. One of the main reasons has been the lack of a dedicated control system to manage the load transitions and the inoperability of stock turbochargers to satisfy the EGR dilution ratios and boost pressure to sustain dual-fuel combustion. This study employs a modified 7.7 L dual-fuel engine for its operation in transient conditions by incorporating a prototype turbocharger system. The study addresses the recalibration of the engine to introduce modifications to the injection and air management strategies, allowing for a smoother transition between fully premixed and diffusive combustion modes while maintaining low emissions and similar performance. The study identified the transition from 50% to 75% as the most challenging transition from moving from a fully premixed zone with pressure gradients near the physical limits to a more diffusive combustion region in the engine map. After refining the calibration to allow smooth transitions between loads, transient cycle performance under the World Harmonized Stationary Cycle (WHSC) is experimentally measured, progressively increasing load from 50% to 100%. The results under transient tests confirmed that the recalibration successfully enables full-load operation while mitigating combustion instability and excessive emissions. This research advances the understanding of dual-fuel combustion strategies and highlights the potential of dual-fuel engines as a technological solution for its implementation under real-world vehicle applications in the freight transport sector.