6FDODEOHGXUDEOHDQG VDIH

HQRXJKIRU(9LQIU DVWUXFWXUHH
HQRXJKIRU(9LQIUDVWUXFWXU

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 AUTOMOTIVE
ENGINEERING ®

SAE 2018
Engineering
The Motivo Way SHOW ISSUE
Praveen Penmetsa’s agile
team at Motivo Engineering
delivers unique mobility
solutions

Not Dead Yet:

The ever-
improving ICE

Cadillac unveils
all-new V8
April 2018 autoengineering.sae.org
 





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CONTENTS
FEATURES REGULARS
14 Engineering the Motivo Way COVER STORY 4 Editorial: Engineers are
Broad capabilities, unparalleled project diversity and an innovative re-engineering Ford
culture have put this thriving California “idea factory” in high demand.
6 Supplier Eye
19 Steering toward lower NVH Déjà vu: Vertical integration returns

CHASSIS | STEERING SYSTEMS 8 The Navigator

Systems-based analysis at Saint-Gobain shows how a small part can Shifting sands in the AV landscape
make a big difference to steering, and to overall vehicle quality.
10 Technology Report
10 Cadillac unveils all-new V8 | POWERTRAINS
22 Not dead yet: The resilient ICE
looks to 2050 ADVANCED PROPULSION 11 GM turns to carbon fiber for 2019 GMC Sierra
pickup bed | MATERIALS
The mobility industry will need to keep evolving the combustion
engine for many years, says Dr. John Heywood. 12 Soft tests for autonomous vehicles | SAFETY

28 Road Ready
24 Technology time-warp SAE MOBILITY HISTORY 28 All-new 2019 Ram 1500 launches with a
The road to autonomous driving has been under construction for bed-load of innovations
decades, as showcased by SAE’s Mobility History Committee at the
2018 WCX in Detroit. 32 I-Pace: Jaguar reveals its twin-motor,
battery-electric crossover

34 Product Briefs
ON THE COVER Spotlight: WCX18 Exhibitor Preview
Since co-founding Motivo Engineering in 2010, Praveen Penmetsa
has built a team of innovative and highly motivated engineers and 48 What’s Online
designers who have completed nearly 400 projects of all types,
50 Reader Feedback
serving clients across industry segments. He’s shown here at the
company’s Gardena, California, HQ with ‘Else,’ the pioneering 51 Companies Mentioned, Ad Index
electric HARVEST tractor. (Mike Ditz Photography/Motivo)
52 Q&A
Scouting for innovation with the Autotech
Council’s Liz Kerton
Follow us on social media

@SAEAutoMag @saeaei SAE Magazines

Automotive Engineering®, April 2018, Volume 5, Number 4. Automotive Engineering

(ISSN 2331-7639) is published in January, February, March, April, May, June, August, September,
October, and November by Tech Briefs Media Group, an SAE International Company ®, 261 Fifth
Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2017
SAE International. Annual print subscription for SAE members: first subscription, $15 included in

12
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editorial, articles, and advertising sections of this publication that are important to him/her and
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Library. For additional information, free demos are available at www.saedigitallibrary.org.
(ISSN 2331-7639 print)
(ISSN 2331-7647 digital)

Audited by

2 April 2018 AUTOMOTIVE ENGINEERING

 ®

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 NY, NJ, OH:
EDITORIAL Ryan Beckman
+1.973.409.4687
Bill Visnic
[email protected]
Editorial Director
[email protected] PA/DE:
Desiree Stygar
Lindsay Brooke
+1.908.300.2539

EDITORIAL
Editor-in-Chief
[email protected]
[email protected]
Midwest/Great Lakes:
Ryan Gehm
IN, MI, WI, IA, IL, MN
Associate Editor
Chris Kennedy
[email protected]
+1.847.498.4520, x3008
Jennifer Shuttleworth [email protected]
Associate Editor
Midwest/Central Canada:
[email protected]
Engineers are re-engineering Ford Lisa Arrigo
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
+1.847.223.5225
Custom Electronic
When your market share has plummeted sense of how to win. Their potential is as Products Editor [email protected]
[email protected]
more than 2 percentage points since formidable as that of any top manage- Southern CA, AZ, NM,
Rocky Mountain States:
2013, your product range is growing ment team in the mobility sector. In close Contributors Tim Powers
+1.424.247.9207
cobwebs, your dealers are screaming for partnership with marketing wiz Jim Kami Buchholz [email protected]
Detroit Editor
new models and you’ve recently lost one Farley and an effective dealer body, Northern CA, WA, OR,
Stuart Birch Western Canada:
of your top executives, what do you do? Hackett’s team promises to: European Editor Craig Pitcher
Turn to a much-used page in the auto- • Raise product-development efficiency Jack Yamaguchi +1.408.778.0300
Asia Editor [email protected]
industry playbook. It says: invite media by more than 20%, and thus:
Ian Adcock, Steven Ashley,
and analysts to your headquarters for a • Reduce engineering costs by $4B Matthew Borst, Dan Carney, International
high-level show-and-tell. Explain to them • Drive scale and commonality using Terry Costlow, Bruce Morey,
Don Sherman, Paul Weissler
Europe – Central & Eastern:
Sven Anacker
your strategy for getting your mojo wor- five flexible vehicle architectures Britta Steinberg
kin’ again. New products delivered via • Reduce orderable combinations—80% +49.202.27169.11
DESIGN [email protected]
faster development cycles. Cost reduc- of Ford sales currently come from Lois Erlacher
[email protected]

tion through reduced complexity. about 15% of the order book! Creative Director Europe – Western:
Chris Shaw
Then you lift the curtain just a bit to • Deploy common electrical and propul- Ray Carlson +44.1270.522130
Associate Art Director [email protected]
tease the audience with your near- sion architectures
China:
term product pipeline. Lights, camera, • Revamp 75% of Ford’s models by 2020 Alan Ao
excitement! • Raise Ford’s margins to more than 8%
SALES & +86.21.6140.8920
[email protected]
A mighty task indeed, along with elec- MARKETING
Japan:
Joe Pramberger Shigenori Nagatomo
trifying most of the product range by Publisher +81.3.3661.6138
[email protected]
2025. Hybrids in ‘Toyota-beating’ volumes [email protected]
Debbie Rothwell
will lead the charge, including an F-150 Marketing Director
South Korea:
Eun-Tae Kim
with integrated generator set, Farley [email protected] +82-2-564-3971/2
Martha Tress [email protected]
promised. But the plan also includes six Recruitment Sales Manager
EVs by 2022, sharing a dedicated archi- +1.724.772.7155
Integrated Media
[email protected]
tecture. By 2020, increasing use of over- Consultants
Ford recently gave the media a peek at some of the-air (OTA) updates will enable engi-
its pending new products, although the coming REGIONAL Angelo Danza
+1.973.874.0271
neers to decouple software from the lon-
Bronco utility remained tightly under sheet.
ger hardware development cycles.
SALES [email protected]
Christian DeLalla
While Thai-Tang pulled the covers off a North America +1.973.841.6035
New England/Eastern Canada: [email protected]
I was among the herd of autowriters hall full of future models, media pledged ME, VT, NH, MA, RI, QC Casey Hanson
who made a mid-March pilgrimage to to remain mum—for a time—on the de- Ed Marecki +1.973.841.6040
+1.401.351.0274 [email protected]
Dearborn to hear Ford CEO Jim Hackett tails. I can reveal that most looked great. [email protected]
Patrick Harvey
and his team lay out their plan to get the Say goodbye, almost, to passenger cars. CT: +1.973.409.4686
Stan Greenfield [email protected]
Blue Oval back on track. This was the first Nearly 90% of Ford’s upcoming North +1.203.938.2418
[email protected] Todd Holtz
time I’d heard Hackett speak in person American light-duty vehicles will be cat- +1.973.545.2566
Mid-Atlantic/Southeast/TX: [email protected]
since he joined the company last year egorized as trucks—utilities and pickups MD, DC, VA, WV, KY, TN, NC, SC,
GA, FL, AL, MS, LA, AR, OK, TX Rick Rosenberg
from office-furniture-maker Steelcase. He of all sizes. And shades of 1966: Dearborn Ray Tompkins +1.973.545.2565
came across to me as plain-speaking, has Jeep in its crosshairs again, with the +1.281.313.1004 [email protected]
[email protected]
straightforward and fully trusting of his reborn Bronco SUV and an all-new rock- Scott Williams
+1.973.545.2464
chief lieutenants. They include three vet- crawler aimed directly at Wrangler. [email protected]

eran engineers for whom I have great Continuing to join with tech start-ups
respect: Joe Hinrichs, who presides over will be key to furthering the connected- SUBSCRIPTIONS
Global Operations; Kumar Galhotra, tak- car and shared-/autonomous-mobility +1.800.869.6882
[email protected]
ing over from the departed Raj Nair as agenda. The data “cloud” soon will be
head of North America operations and as ubiquitous in Ford products as Black
Hau Thai-Tang, the spirited leader of paint was a century ago. REPRINTS
Jill Kaletha
Product Development and Purchasing. The leadership team has ambitious +1.574.347.4211
This triad—an EE and two MEs—brings goals for remaking Henry’s enterprise. [email protected]

a wallop of business experience, keen And no time to lose.

FORD

product know-how and, I believe, a canny Lindsay Brooke, Editor-in-Chief

4 April 2018 AUTOMOTIVE ENGINEERING

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SUPPLIER EYE
Déjà vu: Vertical integration returns

T
he relentless flurry of technology linkups examples of this trend. Tier 1 and 2 suppliers
and acquisitions borne by OEMs and gained new clout as they took over what had
suppliers in sensors, software, artificial been captive technologies.
intelligence, mobility capabilities, and Recently, the landscape and industry dynam-
those offering innovative business models has ics have again shifted—as the famous French
made me realize: We’ve been here before. saying goes (loosely translated), “The more
It’s déjà vu driven by the industry moving to things change, the more they stay the same.”
vertically integrate in key segments, only to pos- Most OEMs design and manufacture systems
sibly unravel and restructure again as the value which they feel are core to their brand and ve-
equation changes. hicle DNA. Vehicle design/styling, powertrain
When I entered the business in the mid-1980s (though some of it has been outsourced) and
the groundswell to divest in-house component Michael Robinet manufacturing are still typically considered stra-
operations at the U.S. ‘Big 3’ was already under- Managing Director tegic and are kept in house. Increased need for
way. For decades the OEMs had manufactured the IHS Markit greater vehicle electrification to meet rising
bulk of their bills of material. Such vertical integra- michael.robinet emissions standards and to integrate substantive
tion had grown from scale economies, cost, intel- @ihsmarkit.com levels of autonomy is also driving OEMs and Tier
lectual property protection, control of the value 1s to seek partnerships and acquisitions. So is
equation and risk mitigation—especially if a new demand for increased sensor performance and
technology was being introduced. It even spawned To buy or to sensor-fusion capability. All are vital to a cohe-
several sub-brands that built their own brand in- sive and positive customer experience.
tegrity with the end consumer, including GM’s
build? Partner As OEMs peer over the horizon to establish
Saginaw Steering Gear with its famous tilt-wheel or acquire? the true differentiators that will drive value for
capability and Chrysler Airtemp climate control. the consumer, they are also taking the opportu-
For many reasons these vast in-sourced capa-
Selective nity to restructure their businesses. Many invest-
bilities painfully unwound over 30 years, while vertical ments made in recent years have focused on
the OEMs reflected: Why are we designing and
building components when they may not include
integration is acquiring or partnering to secure intellectual
property and capability in critical spaces. Fewer
the latest technology or be the most efficient? a technology of them are focused on brick-and-mortar acqui-
Can our capital be used in another area which solution whose sitions where physical capital is central.
has a stronger ROI? Is the industry and its re- Not long ago, OEMs simply would have col-
quirements changing so quickly that we are los- time has come laborated with various suppliers in these new
ing pace and becoming uncompetitive? again. spaces—vehicle autonomy, connectivity, ride
As a result, many of the formerly in-house ca- sharing and various electrification technologies.
pabilities were sold off or shifted to new, indepen- The pace of technological change and the new
dent entities. Delphi and Visteon were the largest vehicle-customer value equation have altered
that approach.
OEMs are again vertically integrating. While
the trend this time around is assuming a differ-
ent form than its predecessor, in the end the
industry is seeking to add more internal capabili-
ties as a competitive edge.
Moving full circle, industry players will require
constant re-evaluation of the business model to
what drives value—both internal and external.
Continued dynamism in the autonomy and con-
nectivity spaces, as well as in electrification, is a
given. It is bringing new engagements among
tech innovators, new suppliers, traditional Tier 1s
and 2s, and both incumbent OEMs and new
ones. What will they value as ‘core’ technology?
Automakers traditionally have considered vehicle assembly an essential manufacturing To buy or to build? Partner or acquire?
competency, but evolving industry requirements mean the definition of such “core” Selective vertical integration is a solution whose
FCA

activities will become more dynamic for carmakers and suppliers alike. time has come again.

6 April 2018 AUTOMOTIVE ENGINEERING

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THE NAVIGATOR
Shifting sands in the AV landscape

O
ver the past 130 years, the auto indus- ages, Denso chose to develop components and
try playing field has become scattered subsystems and work with its customers on inte-
with the ashes of countless defunct gration. And the formation of Toyota Research
companies. Where there once were Institute - Advanced Development, with Toyota
thousands of OEMs, a mere 10 vehicle makers and Aisin Seiki, brings those companies into
took 73% of global sales in 2017. With the ex- much tighter alignment.
pected coming age of automated mobility ser- Along with the announcement of the e-Palette
vices, that consolidation will likely continue. The alliance at the 2018 CES that includes Amazon,
signs are already showing. Pizza Hut, Uber, Didi and Mazda, the makings of
With enough information, we can make rea- a comprehensive new mobility business are
sonable guesses at how things will play out. starting to emerge.
However, the “unknown unknowns” as the say- Sam Abuelsamid Lyft itself has been an interesting case to
ing goes, will always mess up your projections. Senior Analyst watch. In early 2017, it seemed content to part-
This is especially true when it comes to figuring Navigant Research ner with a slate of companies including Waymo,
out how to make money in a world of automat- Sam@ General Motors, Jaguar Land Rover and Ford to
ed vehicles. abuelsamid.com deploy those company’s vehicles on Lyft’s ride-
Most of the players are hedging their bets un- hailing platform. Then, mid-year, Lyft announced
til they see some evidence. it would develop its own self-driving system that
Over the past year, we’ve seen new alliances With full would be offered to other manufacturers.
coalesce as companies try to fill the gaps in their Claims that Lyft had mountains of data to
expertise. These range from strategic partner-
automaking work from for this development were always
ships to outright acquisitions. A pair of capability dubious. Without its own fleet of vehicles, it
Stuttgart-based companies that have collabo- could only collect data from the apps used by
rated seemingly since Karl Benz took his first
behind it, drivers and passengers. Such data could be use-
drive—Bosch and Daimler—have paired to de- Magna has ful for logistics algorithms, but not for training
velop a full-automation driving system that also
will be offered to others.
been dabbling automated driving systems.
Meanwhile, another mega-supplier, Magna, has
Aptiv (the autonomy and electrical business unit on the sidelines been dabbling on the sidelines, demonstrating
of the former Delphi) acquired startup nuTonomy of vehicle some basic SAE Level 2 and 3 automation systems
to flesh out its stable that also includes Ottomatika without really diving into the deep end. Magna
and investments in a range of lidar and data com- automation does appear to occupy a unique space among its
panies. Ford has set up shop in Miami, where it will without diving top competitors, though: in addition to designing
be working with Dominos, Lyft, Postmates and and manufacturing almost every component that
eventually others to develop and validate a trans- into the deep goes into a vehicle, Magna also is capable of man-
portation-as-a-service platform. The aim is to opti- end—yet. ufacturing complete vehicles.
mize the deployment of AVs for maximum utiliza- Magna has shown several concepts developed
tion and revenue-generating capability. in-house. And its Magna-Steyr unit in Austria
Denso has a relationship with Toyota that’s builds vehicles for various OEMs including
even closer than the Bosch-Daimler matchup. Mercedes-Benz, BMW, Jaguar, and Aston
Until recently, Denso had been content to retain Martin. It recently made a $200 million equity
its traditional Tier 1 supplier role; rather than de- investment in Lyft and will work with the ride-
veloping stand-alone automated driving pack- hailing provider to develop highly automated
vehicles. A Magna-Lyft alliance has virtually all
the bases covered, with the possible exception
of automation software. In this regard, they have
the option of enlisting help from the likes of
Aurora Innovation, which is already working with
Lyft’s recent alliance with
Volkswagen and Hyundai.
automotive mega-supplier
Magna International This kind of combination of existing manufac-
is one example of the turing infrastructure and engineering expertise
rapidly-evolving landscape could suddenly become an important force in
of automated-driving the developing-autonomy market, which is get-
LYFT

collaborations. ting more interesting by the minute.

8 April 2018 AUTOMOTIVE ENGINEERING

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TECHNOLOGY
REPORT
POWERTRAINS
SAE INTERNATIONAL
Cadillac unveils all-new V8 BOARD OF DIRECTORS
Automotive Engineering that the comparatively Mircea Gradu, PhD
high pressure of the DI system meant they could President
forego the current trend of coupling direct- and
port-injection fueling systems. Douglas Patton
2017 President
The “Hot V” difference Paul Mascarenas, OBE
Perhaps the new 4.2-L V8’s signature design 2019 President Elect
feature is “reverse” porting that sees the ex-
haust ports on the inside of the engine’s Pascal Joly
Vice President – Aerospace
90-degree vee, with intake charge entering the
cylinders from ports on the outside of the vee. Carla Bailo
This is not a first for production-vehicle V8s, Vice President – Automotive
but the Cadillac engine takes the concept to a
new extreme, locating not only both twin-scroll Landon Sproull
Vice President –
turbochargers in the engine vee (as integral parts
Commercial Vehicle
of each exhaust manifold), but also the single-
volume catalytic converters, bringing a new defi- Pierre Alegre
nition to the term “close-coupled” in relation to Treasurer
Cadillac unveils an all-new 4.2-L V8 for the 2019 CT6 the catalysts. The catalytic converters, drilled for
lineup. The twin-turbocharged DOHC V8 develops an David L. Schutt, PhD
inclusion of an oxygen sensor, literally sit atop the Chief Executive Officer
SAE-rated 550 hp and 627 lb·ft for the performance- engine and all but inside its valley. Once the ex-
oriented V-Sport version of the CT6. Gregory L. Bradley, Esq.
haust leaves the converter, there are no other
components or restrictions on the route to the Secretary
In the latest signal that automakers aren’t shut- dual exhaust tips at the rear bumper.
Haoran Hu, PhD
ting off investment in internal-combustion just Rydzewski said the “Hot V” design is “the
yet, General Motors’ Cadillac premium-vehicle most effective way to optimize the turbo re- Donald Nilson
brand unwrapped an all-new V8 roughly four sponsiveness of the system.”
Eric Tech
years in the making. Cadillac will begin with The compact twin-scroll turbochargers are sup-
exclusive use of the twin-turbocharged 4.2-L plied by Mitsubishi Heavy Industries (MHI) and Jeff Varick
DOHC V8 starting in the first half of 2019 with feature electronic wastegate control; the titanium-
a high-performance V-Sport variant of the CT6 aluminide turbines can spin at up to 170,000 rpm Todd Zarfos
flagship sedan—but it’s easy to speculate the and are half the weight of a similar design in
V8 could be earmarked for future use by at Inconel material, GM said. Maximum boost pres- SAE International Sections
SAE International Sections are local
least one other important GM model. sure is 20 psi (1.4 bar) and the air-to-liquid inter- units comprised of 100 or more SAE
International Members in a defined
Revealing the new V8 architecture to a small cooler design can reject up to 20 kW of heat per technical or geographic area. The purpose
media group, Jordan Lee, chief engineer for cylinder bank, dropping intake-charge tempera- of local Sections is to meet the technical,
developmental, and personal needs of the
Cadillac V8 engines, said the engine is intended ture by as much as 130°F (74°C), Cadillac said. SAE Members in a given area. For more
to underscore the Cadillac brand’s exclusivity Extracting the immense heat developed in the information, please visit sae.org/sections
or contact SAE Member Relations Specialist
and performance heritage and deliver an appro- engine vee was one of the most challenging Abby Hartman at [email protected].
priate blend of high performance and refine-
ment. The updated 2019 CT6 lineup will offer SAE International
Collegiate Chapters
two variants of the new V8: a high-output ver- The new Cadillac Collegiate Chapters are a way for SAE
sion for the V-Sport model that generates an V8’s signature design International Student Members to get
together on their campus and develop
estimated 550 hp at 5,700 rpm and peak torque feature is its “Hot skills in a student-run and -elected
of 627 lb·ft (850 N·m) from 3,200-4,000 rpm. V” configuration environment. Student Members are vital
to the continued success and future of
The standard variant of the all-aluminum V8 is that sees exhaust SAE. While your course work teaches
projected to produce 500 hp at 5,000-5,200 exiting the cylinders you the engineering knowledge you
need, participation in your SAE Collegiate
on the inside of the
rpm and 553 lb·ft (700 N·m) from 2,600-4,600 Chapter can develop or enhance other
engine “valley” and important skills, including leadership,
rpm. Assistant chief engineer John Rydzewski
BOTH IMAGES: GM

driving directly into time management, project management,

said premium-unleaded fuel is required to a close-coupled
communications, organization, planning,
delegation, budgeting, and finance. For
achieve those output figures. The direct injec- turbocharger and more information, please visit students.
sae.org/chapters/collegiate/ or contact
tion system operates at 5,076-psi (345-bar) and emissions catalyst for SAE Member Relations Specialist Abby
compression ratio is 9.8:1. Engineers told each cylinder bank. Hartman at [email protected].

10 April 2018 AUTOMOTIVE ENGINEERING

 TECHNOLOGY REPORT

variable valve timing allows for 55 deg MATERIALS

of authority for exhaust valves and 70 GM turns to carbon
deg of authority for intake. This and
other engine-operating parameters are fiber for 2019 GMC
governed by a new E86 engine-man- Sierra pickup bed
agement controller.
The new engine also incorporates Steel truck beds. Aluminum truck beds.
start-stop for increased fuel saving, al- The battle to create the lightest, stron-
Cutaway of all-new Cadillac V8 shows unique though Lee said it remains too early to gest pickup cargo bed intensifies yet
packaging of close-coupled catalytic converter release projected fuel-economy figures. again, as carbon fiber debuts as the bed
in the engine vee area. For the 2019 CT6, either variant of the material for the 2019 GMC Sierra Denali.
new V8 will be coupled with the GM “This is a revolutionary application on
aspects of the new V8’s development, Hydra-Matic 10-speed automatic trans- the next-generation Sierra,” said Mark
added Lee. He said the clean-sheet de- mission with GM’s Performance Algorithm Voss, General Motors’ engineering group
sign allowed new thermal-management Shifting/Performance Algorithm Liftfoot manager for pickup boxes. Voss and oth-
solutions to assure the V8 maintains ac- (PAS/PAL) and steering-wheel paddle ers involved with the industry-first carbon
ceptable temperatures, particularly after shift control. An electronic console selec- fiber truck box spoke with Automotive
the engine is shut down and the turbo- tor frees interior space by eliminating Engineering at the new Sierra Denali’s
chargers and catalysts retain immense mechanical linkages. recent global debut in Detroit.
amounts of heat. Lee said the single Additionally, the CT6 applications will The carbon-fiber composite material,
front cooling fan continues to circulate include all-wheel-drive as standard fit- developed by GM and Continental
ambient air over and around the engine, ment with the new V8. The AWD trans- Structural Plastics, offers superior dent,
while the variable-flow water pump also fer case is mounted integrally with the scratch and corrosion resistance, ac-
circulates coolant for whatever time is engine’s cast-aluminum oil pan. cording to Tim Herrick, the 2019 Sierra’s
required after engine shut-down. chief engineer. Compared to the Sierra’s
Hand-made in Kentucky standard steel truck bed, the carbon
Compact packaging Cadillac’s new 4.2-L V8 will be hand- fiber bed is 62 lb (28 kg) lighter.
With cylinder bores just 10 mm (0.4 in) assembled at GM’s Performance Build Because of the material’s formability,
apart, Cadillac’s new V8 packages its Center in Bowling Green, Kentucky. This the sides of the carbon fiber box are
4.2 liters of displacement in a footprint is the site of assembly for Chevrolet’s pushed further outward—increasing the
that’s about 50 mm (2 in) shorter than Corvette and certain hand-built engines bed’s total volume by a cubic foot.
usual, said Lee. Bore is 86 mm and for that model. The carbon-fiber bed will be available
stroke is 90.2 mm; Lee said the tight It has long been alleged that the for the GMC Sierra Denali in short-bed
spacing between bores did not dictate next-generation Corvette could be pow- configuration. This 5-ft 9-in short box is
a limitation on bore size. ered by a new V8 engine—other than its 1 in (25 mm) longer and 2 in (50 mm)
The V8’s 6-bolt main-bearing cylinder longstanding small-block OHV V8—in taller than that of the previous genera-
block is A319 alloy with pressed-in iron addition to the possibility of either add- tion Sierra.
liners. The cylinder heads are Rotocast- ing or wholly moving to an advanced “We didn’t start out saying, ‘Let’s cre-
supplied 356 aluminum, with 36 mm mid-engine vehicle architecture. With ate a carbon-fiber truck box’,” Herrick
intake valves and sodium-filled 29-mm the obvious power and torque “head- said, pointing out that other carbon
exhaust valves. The crankshaft is forged room” of the new Cadillac V8 and its fiber applications, including some under
steel, as are the connecting rods. new assembly location in the same the body, were considered before the
plant where the Corvette and special cargo-bed program got the green light.
Fuel-saving measures Corvette engines are built, many will Making a carbon-fiber truck bed a
Performance and refinement were para- find it logical to speculate that production reality began with creating
mount design targets for the 4.2-L V8, Cadillac’s new V8 architecture is fore- the material chemistry. “The decision to
but the architecture includes several shadowing its eventual use for the go with a carbon-fiber thermoplastic
fuel-saving technologies. Corvette—or other Cadillac models. (nylon 6) allows for reusing and recy-
Most significant is Active Fuel The company’s powertrain engineers cling the material,” noted Voss. “There
Management in its first use for a GM- of course aren’t directly addressing that are actually two parts on this cargo bed
made DOHC V8. The setup operates the speculation, but Lee didn’t exactly throw that are made from 100% of the recy-
engine in 4-cyl. mode when appropri- cold water when telling the media that cled material that’s created during the
BILL VISNIC

ate, shutting down the outboard two the new Cadillac V8 “could be the basis production process,” he said, referenc-
cylinders of one bank and the inner two for a lot of other things going forward.” ing the right- and left-side front stake
cylinders of the other engine bank. The Bill Visnic pocket reinforcements.

AUTOMOTIVE ENGINEERING April 2018 11

TECHNOLOGY REPORT

time. “That is very innovative and it

makes us able to produce this part on a
large scale,” Nakaishi noted.
To confirm the cargo bed’s durability,
the GM team loaded and unloaded ob-
jects that included snowmobiles with car-
bide-steel runners. They also flagrantly
dumped in bricks, rocks, firewood and
other material. Said Voss, “We tested
many, many different scenarios of how
the truck bed could be used and abused.”
Production versions of the carbon fiber
truck bed will differ in one significant
fashion from the prototype version shown
to media at the vehicle’s debut. “A special
production tool will be used that will
Exploded image shows the materials mix used in GM’s new carbon fiber composite cargo bed on the make the top of the corrugations have a
2019 GMC Sierra Denali.
sandpaper-like grip,” said Voss. “The low-
er portion of the corrugation is made
Rather than opting for woven carbon we’re using a structural adhesive and a from a smoother grain, making it easy to
fiber, the material is in a “chopped” form. mechanical fastener at the beginning of wash out sand, dirt and mud.”
“We really want to use every ounce of the bond to prevent the susceptibility of Workers at Continental Structural
fiber—and with the chopped fiber we’re peeling,” he said. Plastics plant in Huntington, IN, will
able to do that,” Voss explained. Akio Nakaishi, general manager of mold and form the carbon-fiber bed,
The production process requires the the composites business unit for the which will then be trimmed out at GM’s
joining of two layers, according to Teijin Group, parent company of Fort Wayne, assembly plant. The 2019
Herrick. “With sheetmetal, you’d spot- Continental Structural Plastics, said the GMC Sierra Denali goes on sale this fall.
weld the layers together. But with this, molding of parts has a one-minute takt Kami Buchholz

SAFETY

Soft tests for autonomous vehicles

There is enormous pressure on the nology and expertise basis for fu-
entire mobility industry to achieve ture driverless vehicle testing.
and demonstrate unprecedented Applying specific, already-proven
levels of validation to gain and robot-driver hardware to a conven-
maintain public confidence in the tional existing vehicle, provides the
safety of autonomous vehicles. ability to short-cut the early devel-
Statistics may point to human fal- opment processes and concentrate
libility being the cause of almost all on what really matters—software
road accidents, but the switch to a and sensors that can (absolutely
A graphic example of soft target benefits.
connected robotic environment must reliably) deliver total CAVs
ultimately deliver every nano-second (Connected Autonomous Vehicles)
of every day on the promise of a guaranteed near-total safety that can drive themselves while monitoring and reacting to
highway environment. Today’s grudging acceptance by the other vehicles and road situations.
global public of the inevitability of deaths and injuries on the All this has generated the need for test methods to validate
road will not continue in a driverless environment. CAVs not just by computer but by some physical testing. This
But moving towards that state has not necessitated a to- can be costly and involve impacts, so the rapid growth in
FROM TOP: GM; AB DYNAMICS

tally clean technology slate. Many OEMs, universities, auto- proving ground use of “soft target” testing has become in-
motive consultancies and government-backed programs have creasingly important.
been edging towards it for decades. At AB Dynamics, Commercial Manager Jeremy Ash, ex-
An example is advanced testing and measurement systems’ plained: “Soft targets are now protecting valuable develop-
specialist AB Dynamics. In the 1990s, it developed “driving ment vehicles from damage in the event of a collision.  CAVs
robots,” not autonomous devices but systems that were pre- can interact with soft targets that look like other vehicles
programed path-following controllers that established a tech- but are actually a photo-realistic vinyl skin stretched over

12 April 2018 AUTOMOTIVE ENGINEERING

 TECHNOLOGY REPORT

foam panels. These are mounted on a very travel in straight lines, LaunchPad can follow
low platform that can pass underneath the complex paths and uses AB Dynamics’
test vehicle as the foam panels separate dur- Synchro package to synchronize its motion
ing an impact.” with that of other vehicles.
The aerodynamically stable soft target ve- AB Dynamics claims to be the only com-
hicles are self-propelled using electric motors pany capable of synching a VRU, soft car tar-
powered by on-board batteries and can reach get, and real car in an on-track test scenario,
speeds up to 80km/h. Their interaction with enabling all the mobile architecture in a test
other vehicles is synchronized by telemetry to be controlled. The company is also explor-
using AB Dynamics’ Synchro software pack- ing the addition of controlled fixed street fur-
age designed to ensure accurate and timely niture, such as traffic lights.
positioning such as offset head-on impacts. AB Dynamics has developed a Through liaison with bodies such as Euro
new platform to propel a range of
The company works closely with Euro NCAP, NHTSA and China’s CATARC, Ash is
variable road-user targets.
NCAP and NHTSA, both of whom have ad- aware of both the diversity and the efforts
opted the Soft Car 360 vehicle target as the being made to harmonize CAV testing: “Tests
Global Vehicle Target for harmonized ADAS testing. such as NCAP, aimed at providing consumer information,
CAVs have to interact with all types of vehicle but also oth- have a different focus to government agency tests, which
er road users, including pedestrians, cyclists and motorcy- may concentrate on ensuring the relevance or validity of a
clists. In order to enable testing with these more vulnerable particular test type. 
groups a new, compact, motorized platform called LaunchPad “Being realistic, you cannot test all the possible scenarios; the
has been developed by AB Dynamics, which can carry a range skill is in identifying the best sub-set of test scenarios, based on
AB DYNAMICS

of different VRU (vulnerable road user) targets and is robust the worst cases, and demonstrating that these are sufficiently
enough to be driven over by a test vehicle. wide-ranging to reasonably represent all likely events.”
Ash said that unlike belt-driven platforms which can only Stuart Birch

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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-607 April 2018 13

Engineering the Motivo Way

Broad capabilities,
unparalleled project diversity and
an innovative culture have put this thriving
Motivo’s young engineering team at California “idea factory” in high demand.
the company’s SoCal headquarters. by Lindsay Brooke

“W
hen we hire new engineers, I’m would not be a good fit, professionally, for those with a singular fo-
usually the last guy to talk with cus. The company currently serves three market “pillars”—Mobility
the candidate during the inter- and Energy, Agtech (agricultural technology), and Aerospace. A
view process,” said Praveen glance through the mind-blowing portfolio of nearly 400 projects
Penmetsa, CEO and founder of Motivo Engineering. completed by Motivo since its 2010 founding is like peering into the
“And that’s when I to try to convince them NOT to future. Autonomous vehicle systems. A virtual-reality parachute sim-
join the company. ulator. Robotic automation for harvesting vegetables as delicately as
”I tell them it’s going to be a crazy job,” he asserted. a human hand can pick them. Battery systems. Drone aircraft propul-
“You have to put your ego aside because our client’s sion and controls. Biz-jet cabins and aircraft seating solutions. Power
vision may not line up with your vision. I tell them the grids. Advanced gearboxes. An electric multi-purpose tractor. Audio
designs they’ve developed and are proud of will likely headphones and wearables!
change during the course of a project—are they OK The growing client base served by Motivo’s two California facili-
with throwing that away? And after all this, why do ties (Los Angeles and San Francisco Bay area) ranges from tech
they want to work at Motivo? start-ups to global automotive, aerospace and consumer products
“The right kind of people love that kind of chal- giants including Airbus, Hyundai, Designworks, Panasonic, Foster
lenge,” Penmetsa noted with a smile. “The people who Farms, and Nissan, to name a few who have made public their en-
show up here and those who we recruit are looking for gagements with Motivo.
MIKE DITZ PHOTO/MOTIVO

fulfillment. The ones who succeed here are highly mo- “Very often the ‘large incumbents’ come to us wanting some out-
tivated, intellectually curious people who enjoy our side thinking,” he noted. “Their advanced R&D says, ‘Our engineering
project diversity—and who like to get things done.” group says X is not possible—what do you guys think?’ We then take
Engineers who make the grade find themselves in a different perspective to it and feed that information back to them.
one of the most project-diverse product development Start-ups, on the other hand, will seek help because they lack band-
environments of any industry sector. Motivo clearly width, resources. A lot of them have raised a ‘seed round’ or a Series

14 April 2018 AUTOMOTIVE ENGINEERING

 COVER STORY

Developed in house, Motivo’s fully electric HARVEST tractor

serves as a mobile power source and has successfully completed
a year of in-field testing in India and California.
SWAY Motorsports
partnered with Motivo
Fluidity team develop three flying prototypes and
for the development of
an innovative, purely their single-handed control systems. “They were a
mechanical articulated good fit for us,” he said.
suspension that enables the Aerospace seating and first-class-level cabins have
electric trike to lean into been a Motivo specialty for some of the big players in
corners like a motorcycle. the commercial-aircraft market segment. Learnings
from these projects are being applied to autonomous-
vehicle projects. Notes Penmetsa: “The space inside
A round [early stage capitalizations] and are still in ‘stealth mode’. the fully-autonomous automotive cabin has much
They look to us as a resource to help them better define their prod- more in common with seating inside a commercial
uct before the next round of financing.” aircraft or biz jet than it does with a traditional car.
And sometimes the ‘start ups’ are semi-independent entities set up From a pure business perspective you’re selling a
inside the big incumbents to promote innovation while trying to space along with the mobility from Point A to Point
avoid traditional big-company pitfalls. B—exactly what the airlines do,” he said.
Innovation is optimal “if you can marry it, in a balanced way, with
experience,” he explained. “Too much of either will squash the other!
Too much innovation won’t make it to market; you see this a lot with
Rapid innovation and agility
the start-ups.” Penmetsa, a co-founder degreed in aerodynamics and
Deep involvement in both the ‘wheels’ and ‘wings’ worlds has aerospace engineering, was previously director of
helped cross-pollinate future programs across Motivo’s business. commercial and automotive products at SoCal tech-
“Our Aerospace clients love it that we bring experience from both the nology innovator MillenWorks prior to its acquisition
FROM LEFT: SWAY MOTORSPORTS; MOTIVO

automotive and consumer-electronics worlds. And the Automotive by Textron. A student of innovation history and how it
guys like that we bring Aerospace experience,” Penmetsa reported. impacted icons such as Bell Labs, he notes that Motivo
Scott Parazynski’s young company, Fluidity Technologies, devel- engineers are part of an exclusive group.
ops controls for drone aircraft in Houston, Texas. He and his three- “We will never have more than 49 core people be-
person executive team “had looked far and wide for the right exper- cause a small team is important,” he said. “There is a
tise in robotic flight controls. We needed a special combination of strong need across markets for an organization that
electrical and mechanical engineering, with a good deal of robotics understands the huge convergence of technologies, of
and human-factors experience,” he told Automotive Engineering. propulsion, sensors, and the abstract layers in be-
Motivo has several engineers with aerospace backgrounds who tween. We also understand the increasingly fragment-
delivered “lots of ideation and active engagement” in helping the ed use cases—customers want solutions customized.

AUTOMOTIVE ENGINEERING April 2018 15

Engineering the Motivo Way

The tools of Motivo

CEO Praveen Penmetsa will only

take on engineering projects that
are complex and challenging for his
49-person core team.

Unless you have all that expertise—from software to

controls to the nitty-gritty mechanical devices like
electric motors and gearboxes—in a small team, you
really cannot innovate.”
Motivo is organized flexibly to tackle the only type
of projects Penmetsa will accept—those that are com-
plex, challenging and professionally rewarding for his
staff. There are generalists, specialists and special proj-
ect teams dubbed ‘Seal Teams’ that operate on the
premise that innovation typically is ambiguous. To in-
novate successfully you must be nimble and move
quickly. Sometimes the teams must pivot, with the
urgency of Navy Seals, depending on the situation.
Customers herald Motivo’s ability to solve problems
rapidly, a key element of what Penmetsa calls the
Motivo Way.
“We won’t take on projects that lack complexity or
aren’t challenging. We don’t do product cost-optimi-
zation projects. If the vision is not audacious, you
don’t need Motivo,” he pledged. “Most clients who
approach us with projects come to Motivo because
they were told that whatever they want to achieve is
impossible. We’re an ‘idea factory.’ Our approach is
always ‘how do we solve this problem’ rather than, Motivo engineered the electronics hardware and manufactures the STISIM Drive
simulators for Systems Technology Inc. STISIM Drive’s scenario modelling and
‘let’s research this thing to death.’”
driver performance measurement capabilities are utilized by universities for
He noted that a racecar-engineering mentality burn- research and for driving training.
ing inside the company constantly keeps the team
FROM TOP: LINDSAY BROOKE; MOTIVO

focused on high-value use cases for each project first,

rather than starting with the technology problem. Big- and CEO of San Francisco-based SWAY Motorsports, developers of
company clients come to Motivo for innovation—for an electric motorcycle with unique articulated, three-wheeled chassis
the fact that a small team of fewer than 50 can do that allows the rider to lean into turns like a motorcycle.
complete projects from the ground up, quickly. “When we began our product design there was not a lot of back-
Penmetsa sees Motivo as a ‘bolt-on start-up’ for ground engineering information, said Wilcox, who was formerly with
both larger customers as well as entrepreneurs. IDEO. “Motivo brought deep expertise in Systems Engineering and
“They made the difference for us in finalizing our mechanical engineering. Their team had crazy linkages know-how,
suspension linkage design,” noted Joe Wilcox, founder with the ability to rapidly iterate on the shop floor. Their agility also

16 April 2018 AUTOMOTIVE ENGINEERING

 COVER STORY

allows them to tailor their resources to individual projects.

“They’re a really great partner for smaller companies like mine. We
were just starting out, so we had to be resourceful. Motivo worked
with us to tailor the project to fit our budget.” Wilcox explained.

A new HARVEST
The diversity of Motivo’s client base and development work is clearly
evident during a walk through the company’s Gardena engineering
spaces with Penmetsa as tour guide. In one area a Class-8 semi-trac-
tor is being retrofitted for automated/autonomous operation. In an-
other engineers are prototyping a device for harvesting onions—its
robotic jaws caress a plump Vidalia as a technician adjusts the vision
system controls. Various white boards provide visual updates on the
status of programs for major automotive OEMs. At a long work
bench, an engineer assembles a prototype wiring harness while col-
leagues tweak control software on laptops nearby.
Penmetsa has keen interest in all of this company’s work, but he’s
especially proud of HARVEST—the Hybrid Agriculture/Road Vehicles
with Electricity Storage and Transformation. This small red electric
LINDSAY BROOKE

tractor shown on the magazine’s cover is conceived as a “Swiss

Army knife” platform for a range of agricultural mechanization and The agtech (agriculture technology) sector is a growing slice of
power-related challenges facing farmers in Africa and Asia, and rural Motivo’s work in robotics, automation and systems engineering.
populations in other regions. Penmetsa himself hails from an Indian Shown is a prototype onion harvesting tool under trials.

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-608 April 2018 17

Engineering the Motivo Way COVER STORY

farming family so knows the challenges intimately. Among Motivo’s many auto-
HARVEST was developed as part of a competition industry programs is this Class
hosted by the United States Agency for International 8 tractor being retrofitted
Development (USAID), in collaboration with private for SAE Level 4 autonomy
partners, to develop innovative technical solutions for testing. The company’s
mobile power and agricultural duty, to assist global clients are evaluating various
autonomous strategies
humanitarian and economic development efforts.
and utilize Motivo’s diverse
Called “Powering Agriculture: An Energy Grand engineering capabilities
Challenge for Development,” the competition attract- that span software, controls,
ed 450 companies and entrepreneurs. Motivo’s entry electrical and mechanical
was among a dozen finalists who were granted fund- engineering for rapid
ing to bring their ideas to reality. evaluation and development.
Motivo’s HARVEST tractor brings 21st century capa-
bilities. It can use multiple energy sources including
solar panels and micro-wind-turbines, or the grid, to
power not only implements but also serve as a mobile
communications platform for farmers and those who
live in remote communities.
According to Penmetsa, two prototypes have been 20-30%, robotics/automation and Agtech projects are growing fast.
field tested and he is optimistic that a large pilot fleet Penmetsa expects Mobility to become a smaller slice of the pie.
will provide further, more detailed evaluation of this “We apply our insights to line up with where the technologies will be
clever, do-it-all unit. five years from now,” he said. “If you’re too early, you end up too ex-

MOTIVO
Currently around 60% of Motivo’s business is on the pensive and too niche. But if you’re too late, the competition will en-
mobility side including aerospace. Within the other gulf you. And your competition these days may not even exist yet.”

18 April 2018 Free Info at http://info.hotims.com/69505-608 AUTOMOTIVE ENGINEERING

 Steering toward CHASSIS | STEERING SYSTEMS FEATURE

lower NVH

Systems-based
analysis at
Saint-Gobain shows
how a small part can
make a big difference EVs have set new
to steering, and to overall benchmarks in acceptable
cabin noise thresholds,
vehicle quality. putting a greater premium on
by Dr. Alfred Lethbridge steering yoke bearing design.

A
s regulations on automotive noise have become more strin- component-based, approach.
gent over the years, engine noise has been reduced signifi- The steering yoke bearing (also known as the steer-
cantly. This trend has increased with the rise of EVs and hy- ing rack guide bearing) as seen in the Figure 1 illustra-
brid vehicles, modern quiet ICEs and stop-start systems. The tion, performs a critical function in the steering sys-
overall impact has been positive for the environment on and around tem. The yoke bearing is used to ensure constant
roads, as high levels of noise can cause human stress and other dis- meshing between the rack and pinion gear teeth. If the
ruptions. This is also good news for drivers who want the solace of a gear teeth were to disengage, then the entire steering
quiet cabin. However, one problem with increasingly quiet vehicle system would fail. The steering yoke bearing has to be
propulsion systems is that the small noises—the little rattles and pushed against the steering rack by a spring with typi-
squeaks—become more obvious. cally 300 N (67.4 lb) of spring force. (See https://www.
Improvements in road conditions and tire and suspension technol- bearings.saint-gobain.com/your-industry/automotive/
ogy has meant that the driving experience has become smoother. chassis/steering-yoke-guide-bearing)
This means that automotive systems that have a small effect on the The force applied to the steering yoke generates
comfort of a drive now become more obvious. This puts further de- friction on the steering rack, which affects steering
mand on automotive parts to ensure a high-quality brand perception. “feel.” Therefore, it is necessary to ensure that the
Vehicle manufacturers need confidence that the components they yoke bearing’s sliding layer is well designed. Generally,
purchase are going to deliver. yoke bearings will comprise a PTFE layer with a metal
As Automotive Engineering readers know, only when engineers backing. The yoke bearing shape is typically designed
fully understand the challenges their customers face can they then so that there is line contact between the yoke bearing
provide effective solutions. Such is the case with evaluating the cus- sliding layer and the steering rack. This creates a high
tomer’s steering system with thorough testing and detailed investi- pressure on the sliding surface which increases wear.
gation. Saint-Gobain engineers have found that two important fea- As the material is worn away, clearance can be pro-
tures of a steering system that can affect quality are noise and steer- duced between the rack and pinion’s gear teeth.
TESLA

ing feel. And often the solution is a systems-based, rather than a Clearance here can cause “teeth chatter” or rattle.

AUTOMOTIVE ENGINEERING April 2018 19

Steering toward
lower NVH
Steering yoke bearings that are tai- analysis (FEA) of the bearing pressure
lored to individual customer needs and generated by two yoke bearing
specifications are more likely to ensure shapes—one shape with poor confor-
a high-quality product throughout the mity to the rack that gives line contact,
lifetime of the vehicle. As an example, and one shape with higher rack con-
Figure 2 shows the finite element formity giving greater contact.

Figure 1: Steering rack

schematic with the steering
yoke sliding layer shown in red.
An example of a steering yoke is shown top-left.

Steering rack yokes with greater con-

tact shapes reduce the pressure and,
therefore, the wear on the part. This re-
sults in less rattle in the steering system.
Another problem with a high wear
rate is that the friction will increase over
time. Analyses have determined that
bearings that are made with sintered
bronze and PTFE often have a thin PTFE
layer, which when worn, exposes the
bronze layer to the steering rack. This, in
turn, increases the friction in the system.
The greater contact bearings that
have a lower wear rate ensure that the
metal part of the structure is not ex-
posed. The effect of a durability test on
the friction and stick-slip of a sintered
bronze and PTFE product designed with

Pressure Valve Floating Gear Oil Valve

Figures 2 and 3:
ALL SPRINGS ARE NOT EQUAL® Finite element
analysis of the pressure
Reduce spring height by 50% over ordinary coil springs while exerted due to a 1-kN
maintaining the same force and deflection. Standard parts available load from the rack shaft
in stainless and carbon steel. Need custom? No problem. We’ll provide on the two yoke shapes
you with the right spring, in the right material, for your application. shown: top, line contact;
bottom, greater
contact.
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20 April 2018 Free Info at http://info.hotims.com/69505-610 AUTOMOTIVE ENGINEERING

 CHASSIS | STEERING SYSTEMS FEATURE

Durability tests are performed so the effect of wear on the performance can be discerned. The friction force of (a) the dynamic friction force
and (b) the stick-slip friction force were measured where: Fstick-slip = Fpeak - Fdynamic

line contact and two Norglide yoke bearings designed with greater with custom made solutions. Thorough testing gives
contact, is shown in Figure 3 (FEA at bottom of p. 20). confidence to the customers in the parts they buy.
The sintered bronze and PTFE-based bearing has a significantly
Dr. Lethbridge is an NVH engineer responsible for Norglide
increasing friction value throughout the lifetime of the part, but the bearings and Rencol tolerance rings at Saint-Gobain. He is
Norglide solutions maintain a consistent friction and stick-slip value. based in Bristol, U.K. He earned his Ph.D in Physics from the
By working in close collaboration with customers, engineers taking a University of Exeter where he specialized in optical waves
systems approach can help to solve the problems that customers have and oscillations in resonant systems.

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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-611 April 2018 21

 NOT DEAD YET:

The resilient
ICE looks
to 2050
The mobility industry will need
to keep evolving the combustion
engine for many years, says Dr.
John Heywood
Interview by Lindsay Brooke

F
or the sake of discussion, let’s say that 25% of the world’s How do you reply to those who ask, “Why is anyone
light-vehicle production in 2030 will be battery-electrics. still developing internal combustion engines?”
Such a prediction may seem quite optimistic, compared with I get that question a lot. In the work my team did that
most forecasts. But we’ll use it here. If 11 years from now a full was summarized in our report, “On the Road Towards
one quarter of new vehicles roll off their assembly lines under electric 2050: Potential for Substantial Reductions in Light-Duty
power, the question then is: Vehicle Energy Use and Greenhouse Gas Emissions”
What sort of propulsion will be powering the other 75% of new [MIT Energy Initiative 2015], we found a useful unifying
vehicles? And the likely answer will be, “Some form of advanced in- theme in looking at improvements to ICEs and what it
ternal combustion engine; maybe a hybrid.” would take to get to very large scale for the alterna-
It’s easy for some to overlook the reality of fur- tives. The penetration rates of the
ther ICE development when the EV-future story various propulsion options are evi-
dominates the news. But truth is, the mobility in- dence why internal combustion
dustry needs the ICE and will continue to evolve it, dominates—because it best meets
as companies make their future-product bets for the needs of the market.
the next decade and beyond. And even as those needs have
That topic is the focus of an SAE Leadership evolved, the ICE still really meets
Summit panel discussion titled, “Not Dead Yet—The them well. We simply cannot trans-
Ever-Evolving ICE Powertrain,” at the WCX18. (April form to electric propulsion that
12, from 9:00 to 10:20am at Detroit’s Cobo Center). rapidly. The scale and thus the
Among the five panelists is Dr. John B. Heywood, one challenge are enormous. So, we’re
of the most highly regarded experts in ICE research. going to need ever-better combus-
He’s the Professor of Mechanical Engineering and tion engines.
Sun Jae Professor, Emeritus, at the Massachusetts On the freight side, the diesel en-
Institute of Technology and an SAE Fellow. gine is seriously under siege due to
Dr. Heywood, whose many tech papers and books its air-pollution challenges. But we
LINDSAY BROOKE

are well known (see sidebar), spoke with Automotive don’t yet have a replacement op-
Engineering in late March, about the future of the ICE. tion. You can argue that battery-
A portion of our conversation appears below; the full Dr. Heywood is the author of nearly electric is a potential replacement
interview is available on SAE.org. 300 technical papers and five books. for the gasoline engine. And while

22 April 2018 AUTOMOTIVE ENGINEERING

 ADVANCED PROPULSION FEATURE Forming the Future

LEADING
A new edition of ICE knowledge THE
“Every engineer who is
dealing with IC engines
should have this book,”
wrote an online reviewer
nized information it can
get in order to improve
internal combustion en-
gines of all types.”
INDUSTRY
of Internal Combustion As an educational tool
Engine Fundamentals, Dr. and overall reference, the
Heywood’s widely-hailed second edition’s up-to-
1988 book covering all date text will be helpful to
aspects of spark-ignition the engineering process,
and diesel engines. As Dr. Heywood believes. In
combustion knowledge addition to explaining
hasn’t stood still, neither engine flow, combustion
has Dr. Heywood. In 2005 phenomena and fuel-air
he began updates for sec- thermochemistry, it covers
ond edition (2E), available recent advances including
in early April 2018 in both hardcover print performance enhancement, efficiency im-
and e-book formats. provements, and emission-reduction
“A lot of new knowledge has come out technologies.
since the original book was published, and I Packed with illustrations and cross refer-
thought it was worth the effort to update
it. This ended up being a major revision,”
enced, Internal Combustion Engine
Fundamentals 2E also includes discussions LARGEST
Dr. Heywood told AE. “Especially, there is of engines’ environmental impacts and re- WAFIOS FMU IN THE USA
much new research-based knowledge in quirements. [McGraw Hill Education; 8x 10-
the Diesel area and the area of engine-fuels in; 9781260116106. Discount Code US-IB].
interaction. The industry needs all the orga- –LB ‘”‘”‡–Šƒƒ…‡–—”›‡™…‘„’”‹‰
Šƒ•„‡‡”‡…‘‰‹œ‡†ƒ•–Š‡‹†—•–”›
Ž‡ƒ†‡”ǡ™‹–Š—ƒ–…Š‡†…ƒ’ƒ„‹Ž‹–‹‡•
we don’t need the diesel in light-duty vehicles, we do need it in heavy-duty vehicles. ƒ†‡š’‡”–•‡”˜‹…‡•Ǥ—”’”‡…‹•‹‘
That’s why we need much improved combustion engines. ƒ—ˆƒ…–—”‹‰’”‘…‡••‡•’”‘†—…‡
–Š‡Š‹‰Š‡•–“—ƒŽ‹–›…—•–‘•’”‹‰•ǡ
Further work in diesel is mentioned in your new book. Do you see gasoline and •–ƒ’‹‰•ƒ†™‹”‡ˆ‘”•™‹–Šǣ
diesel combustion systems ‘coming together’ more in the next decade?
There’s on-going work on using gasoline, or a fuel that’s like gasoline, in a diesel engine. ‹;OLILZ[ZWYPUNJHSJ\SH[VY
[OL:WYPUN\SH[VYŽ
Due to the importance of diesel for moving freight in the world economy, there might
‹;OLSHYNLZ[>HÄVZ-4<PU[OL<:(
be a compelling reason on a large scale to really push using gasoline/petrol in modified
diesel engines. Again, I think that will get into trial use as people explore its promise. ‹*5*MVYTPUN\W[V¹
^PYLKPHTL[LY
Cleaning up diesel in terms of air pollution is a big challenge. We’re going to have
‹ MHJPSP[PLZPU[OL<:(HUK*HUHKH
to make progress on that, because we don’t have alternatives that are convincing
yet. I think we understand the complicated diesel combustion process better, so ‹(U0UUV]H[PVU+LWHY[TLU[[OH[
KL]LSVWZJ\Z[VTZVM[^HYL
we’re at a good point to try to invent our way out of this problem.  LX\PWTLU[

You’ve been working on the interaction of engines and fuels. How can the industry
optimize both?
The idea of engine-fuel interaction has really gotten traction. But the fuel industry is
so vast, and is taking changes step by step. Scale is a very real constraint, and
changes will be driven by economics and other practicalities. But I don’t think we’ve
yet taken the opportunities that are starting to be identified seriously enough.
These opportunities could lead to approaches like variable compression ratio.
An idea I, and others, are working on is an ‘octane on demand’ system. Here you blend
fuel on the vehicle to deliver the octane that you need as the gasoline engine operates.
You can do that with ethanol because it is a very high-quality fuel component. You can
deal with the knock problem this way because most of time we’re driving we don’t need
JOHN HEYWOOD

the high octane that we get out of the pump. It does require some changes that may
seem a bit radical; they’re still in the development stage. We will need hardware that’s
been tested extensively in real life, to sort out whether this really is a good idea. Matching
fuels and engines is an area where we need to start investing and exploring. newcombspring.com

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-612

 With its Firebird II,
GM envisioned future roadways

Technology
with embedded electronic guidance.

TIME-WARP The road to autonomous driving

has been under construction for
decades, as showcased by SAE’s
Mobility History Committee at the

W
hile auto engineers like to quip that vehicle electrifica-
tion “is a century old and still in search of a battery,” it’s 2018 WCX in Detroit.
no joke that many of today’s “advanced” technologies
By Erika Anden and Lindsay Brooke
are rooted in concepts first explored decades ago.
Compared with the earliest speed control (1916) and remotely-con-
trolled cars (early 1920s), for example, even power steering is a rela-
tively new thing. Aerodynamics & Streamlining; the WWI Liberty Truck
Technology enthusiasts at WCX each year never miss the activities (see sidebar); Cars and Culture, and the “alt-fuel”
of SAE’s Mobility History Committee. For 2018, the energetic group Stanley Steamer.
draws attention to milestones on the route to the self-driving future. On the “Road to Autonomy” visitors study up close:
It’s “The History of the Future” told in WCX Learning Lab presentations
(see the Event Guide for details) and displayed in the rare, pioneering 1956 GM Firebird II: Self-guiding road rocket
vehicles on the show floor, according to MHC chair Martin Rowell. This titanium-bodied, turbine-powered wondercar was
“After more than a century of innovation we have begun planning the second in a quartet of Motorama concepts, all
the launch of self-driving cars. No longer a futurist pipe dream, we dubbed Firebird, developed by GM from 1953 to 1959.
can already see autonomous functionality at work on public roads,” Design chief Harley Earl was clearly inspired by the jet
Rowell noted. “The car of the future is almost here, and it will change fighter aircraft of the period. His aim with the four
everything—but how did we get here?” Firebirds was to meld the latest in aerospace design
Milestone vehicles in the “Road to Autonomy” display showcase and engineering within GM’s future road-vehicle vision.
that evolution. Additionally, the MHC also will present Technical While Firebird I was a narrow single-seater—like a
GM

Sessions in a 3rd floor Conference Room covering Early Automotive fighter fuselage on four wheels—the Firebird II was wider

24 April 2018 AUTOMOTIVE ENGINEERING

 SAE MOBILITY HISTORY FEATURE

An early Hydra-Matic and torque converter from 1939-40 shows simplicity of the
early automatics.

This staggered-three-seat roadster also featured an electric starter, elec-

tric door latches, electrical headlights, and an electric “Klaxet” horn op-
erated by depressing a button in the center of the steering wheel.

1918 Detroit Electric: EV convenience

This early example of electric vehicle technology was produced by
the Anderson Electric Car Co. in Detroit. Introduced in 1907 and dis-
continued in 1939, the Detroit Electric ran on rechargeable lead-acid
batteries and had a top speed of 20 mph (32 km/h). Owners were
The first production car with electric starting put EV convenience able to squeeze 80 miles (129 km) from a single charge in ideal ther-
in an ICE vehicle.
mal conditions. The company produced approximately 13,000 ex-
amples of this popular and long-lived early EV.
and accommodated four people within its bubble-cano-
pied cockpit. Titanium sheet was cutting-edge material in 1940 Olds Hydra-Matic: First automatic transmission
1956, and the 200 hp (150 kW) gas turbine developed in In 1940 GM’s Oldsmobile division introduced the first commercially avail-
house featured exhaust-heat recovery—it helped reduce able car with an automatic transmission. The Hydra-Matic was a game
thermal extremes on the car’s tail while also powering changer on the road to autonomy by taking the task of shifting gears
the accessories. And Firebird II featured a guidance sys- out of the driver’s hands (and left foot). Availability soon expanded to
tem that enabled the car to drive itself by following elec- Cadillacs. The new automatic was an immediate hit—GM sold 200,000
tric signals from wire embedded in the roadway. cars so equipped prior to WWII. During wartime, the Hydra-Matic was
FROM LEFT: GM; MICHAEL BARERA/YPSILANTI AUTOMOTIVE HERITAGE MUSEUM

installed in the M5 Stuart and M24 Chaffee light tanks. Military duty gave
1912 Cadillac Model 30: No more cranking GM engineers access to a unique pool of user data that allowed them to
The 1912 edition of the Model 30 was the first commer- greatly improve the automatic in the postwar period.
cially available ICE-powered vehicle with Charles
Kettering’s revolutionary Delco electric starter. As its 1960 Cadillac Coupe DeVille: Cruise-control pioneer
advertising indicated, this Caddy was a game changer. Modern cruise control was introduced to the world on the 1958
The Delco starter system charged the car’s battery Chrysler Imperial and shortly thereafter released as an option on the
and was used to power the full electrical system. In 1960 Cadillac Coupe DeVille. This system represented a substantial
one fell swoop, Cadillac eliminated the hand crank and improvement upon the earlier forms of speed control. By calculating
robbed all electric vehicles (which were popular then) the ground speed based on driveshaft rotations using the rotating
of their greatest asset: easy and clean starting. speedometer cable, the system was able to set the throttle position
as needed with a bi-directional screw drive electric motor.
1916 Scripps Booth Model C: Electric posh Development of the technology proceeded rapidly following the
Designed for ease of use, the Model C included a suite of release of the feature in 1958. A decade later, RCA introduced a new
electric amenities and an early speed control mechanism version called Automotive Electronic Cruise Control. This invention
designed to allow the driver’s foot to rest on long jour- added a digital memory to the device, which eventually allowed
neys. To maintain a fixed speed the driver set a lever in cruise control to be integrated with the yet-to-be-invented electronic
the steering wheel to hold the throttle in position. The accident avoidance systems and engine controllers, paving the way
mechanism was released with a tap on the brake pedal. for the Adaptive Cruise Control of today.

AUTOMOTIVE ENGINEERING April 2018 25

Technology
TIME-WARP

SAE on the Western Front

SAE expertise developed the famous Liberty Truck that pioneered
standardized military vehicle design—and helped win WWI.
Soon after World War I began in 1914, motorized vehicles slowly entered
military service, supplementing horse-drawn cargo wagons. By the time the
U.S. entered the war in spring 1917, the Allies were operating dozens of dif-
ferent motor trucks, from dozens of makers, on the Western Front. Little if
any parts commonality existed among any of them.
This situation created a service and logistics nightmare for the Allied
armies. In Paris, an entire 12-story building with hundreds of clerks was dedi-
cated to managing over 2 million component part numbers for the army mo- With voice recognition, navigation and color screen route
tor vehicles then in use, according to Albert Mroz, author of American Military guidance, Cadillac’s 1988 Voyage concept predicted the future.
Vehicles of World War I, An Illustrated History (McFarland & Co., 2009).
Taking a page from Henry Ford’s well-known playbook, U.S. Army
Quartermaster Corps planners moved quickly to develop specifications for a
standardized truck design that could be produced rapidly by industry. The
call to action was amplified by the influential trade journal The Automobile
and Automotive Industries which
editorialized, “For every hour of
delay, men will die sudden and
horrible deaths.” Presumably the
writer meant death on the bat-
tlefield rather than in the parts
office in Paris.
The young Society of
A new Liberty Standard B truck proudly Automobile Engineers played a
wears ‘USA’ on the front of its radiator shell. major role in developing the stan-
dardized vehicle that soon became
known as the Liberty Truck. A group of SAE members, mostly employed by
truck makers and all ‘on loan’ from their companies, spearheaded the Liberty
program. In August 1917, the 50-strong team began work to meet the Army’s
specs. The aggressive production date was just six months away.
Trucks of two primary payload ratings were developed. The 1½-ton
(1360-kg) model was called the Standard A. There was far greater demand
The forest of rooftop sensors on “The Boss” shows how far
for the larger 3- to 5-ton (2722-kg to 4536-kg) Standard B model with 160-
sensor development has come since 2007.
in (4064-mm) wheelbase; it became the Liberty.
Meantime, 150 suppliers were engaged to produce the 7,500 parts in the
bill of material. The Liberty’s powertrain featured a 4-cylinder, 424-in3 (6.9- 1988 Cadillac Voyage: VR visionary
L) gasoline engine, with cast aluminum crankcase and cast-iron cylinders Unveiled at GM’s ‘Teamwork and Technology’ show in
and heads. Bore and stroke measured 4.75 x 6 in (121 x 152 mm). Supplied January 1988, the Voyage (say it with a French accent)

CLOCKWISE FROM LEFT: ALLEN COUNTY HISTORICAL SOCIETY; GM; GM

by engine makers Continental, Waukesha, and Wisconsin, the mammoth previewed a remarkable serving of future tech within
four generated 52 hp (39 kW). Spark was provided by two separate (mag- its huge 212.6-in (5.4-m) body. Aerodynamics? 0.28 Cd.
neto and battery type) ignition systems to ensure reliability. Active bodywork? The front wheel skirts moved with
A 4-speed transmission and worm-drive rear axle completed the robust
the steering. Advanced lighting? LED rear lights and
driveline. Testing showed the unladen Standard B Liberty to be capable of
turn signals. Sensors? Rearview camera. Plus keyless
15 mph (24 km/h).
The Army selected 15 truck manufacturers, including famous marques entry, voice recognition and integrated navigation with
Brockway, Diamond T, Packard and Pierce-Arrow, to produce the Standard route guidance and color screen. All designed in 1987.
B Liberty. Their factories began shipping the first of 7,500 Liberty Trucks to Equally impressive was the Voyage’s all-wheel-drive
France in February 1918—about 11 weeks after development began. system and claimed 200-mph (322 km/h) top speed.
Other OEMs not included in the program developed their own models
for military use. Mack, for example, delivered over 6,000 of its famous AC 2007 Chevrolet Tahoe: Autonomy “Boss”
“Bulldog” model, beloved by British and U.S. forces. This modified Chevy Tahoe made history in 2007 by
Developed with SAE expertise, the Liberty Truck helped win WWI and safely and autonomously navigating a shared road in a
established U.S. military vehicle standardization. More than 9,300 examples
simulated urban environment to win the third DARPA
were produced before the remaining 43,000-unit order was cancelled fol-
Grand Challenge. The event was created by the U.S.
lowing the Armistice on November 11, 1918.
—Lindsay Brooke Defense Advanced Research Projects Agency as a
platform to advance the technologies needed to de-

26 April 2018 AUTOMOTIVE ENGINEERING

 SAE MOBILITY HISTORY FEATURE

velop autonomous ground vehicles. Nicknamed “The GM’s EN-V

Boss,” the truck was a collaborative effort between autonomous pod
Carnegie Mellon University and GM. The development evolved into a
team included CMU students and faculty, and engi- human-driven 2.0
neers from GM, Caterpillar, Continental, and Intel. version tested in
Shanghai fleet use
Fusing data from multiple radars, lidar and cameras,
through 2017.
a Position and Orientation System with integrated GPS
and a MobileEye Vision System, the “Boss” successfully
traversed the course by estimating the location of other
vehicles, static obstacles, and the lay of the road.

2010 EN-V Jiao: ‘Skateboard’ EV

In many ways this 2010 prototype vehicle brings us
back to where we began. Like the early electric cars,
the EN-V is a two-seat, EV specifically designed for
urban mobility. The biggest difference is that, as a
product of over 100 years of evolution and innovation,
the EN-V is an autonomous car. embedded with a combination of GPS, vehicle-based sensors and
Developed under GM’s head of advanced research, V2V technology, much of which was extrapolated from the DARPA-
Dr. Chris Borroni-Bird, EN-V (electric networked ve- winning “Boss” Tahoe.
hicle) was a collaboration with gyroscopic-scooter Rechargeable lithium-ion batteries provide power and enable the
maker Segway. It used the compact ‘skateboard’ plat- little pod to achieve a minimum of 25 mi (40 km) operating range
form concept developed by Borroni-Bird and Dr. Larry per charge, at which point the batteries can be recharged using a
GM

Burns, with Segway electric wheel motors. EN-V was standard outlet.

Introducing a high-performance
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ROAD
READY
All-new 2019 Ram: a bed-load of innovations

The 2019 Ram 1500 is all-new, including a lighter-and-stronger frame and

markedly larger cabs. Engineers cut 225 lb from the 2019 Ram and improved aerodynamics by 9%.

FiatChrysler’s Ram 1500 pickup doesn’t from side rails that are taller and fully 14.9 in (378 mm) that Ram claims are
top the fullsize-pickup sales charts boxed. Rear crossmembers “are double the segment’s largest.
(never mind the Detroit Three automak- shear-welded to the inside and outside The new frame supports increased
ers still insist on obfuscating what to of the frame for improved durability length for all three cab/bed configura-
everyone else should be clear delinea- and roll stiffness,” FCA said. tions: a 144.5-in (3670-mm) wheelbase
tion between light- and medium-duty Other weight-saving measures in- for crew cab short beds and a 153.5-in
pickup sales) and seems to be perpetu- clude a special one-piece D-pillar at (3899-mm) wheelbase for long-bed
ally scrounging for a share of the mar- the bed edge that cuts 9 lb (4 kg). An crew cabs, both of which are 4 in (102
ket’s adoration of the Ford F-150. But in acoustic-glass windshield and front mm) longer than the outgoing Ram
some respects, the light-duty Ram has side windows cut 5.5 lb (2.5 kg). The 1500. Wheelbase for the long-bed quad
in recent years emerged as the think- tailgate now is aluminum, but the bed cab is 140.5 in (3569 mm). Despite the
ing-person’s choice—you know, the one resolutely remains steel, said chief en- size increases, the new Ram 1500 is 9%
you buy because it does things differ- gineer Mike Raymond. more aerodynamic than the outgoing
ently, the one you buy if you don’t want Or how’s this for a weight reduction: model. A variety of aerodynamic en-
to follow the crowd. a new electronic parking brake cuts a hancements chop the drag coefficient to
That notion just got amplified with remarkable 20 lb (9 kg), helping to off- a quite un-trucklike 0.357—36 “counts”
the all-new 2019 Ram 1500. Buckle up, set newly enlarged front brake rotors of better than before. Almost half of the
Ford and GM, because the latest Ram is aero gain comes from a new active front
working another big dose of “we’ll zig air dam co-developed with Magna.
when you zag.” The 2019 Ram has revised compo-
nents for the front suspension, includ-
Frame game ing a new upper control arms with a
Ram engineers cite a 225-lb (102-kg) composite shell that cuts weight, alumi-
weight savings for the all-new 2019 num lower control arms and a revised
Ram 1500 versus a comparable outgo- coil-over shock design for all models.
ing model, although the company did This marks the third generation of
not provide curb weights in its initial Ram to use its class-unique coil suspen-
press information. But one of the most sion, famous for making the truck’s un-
vital takeaways pertains to the frame, laden ride so creamy. For 2019, new
where 98% of the all-new design is progressive-rate coils deal with an in-
comprised of high-strength steel—sav- creased maximum payload of 2300 lb
ing 100 lb (45.3 kg). The new design (1043 kg). Four-corner air suspension
also features unique “splayed” rails that remains available as well, and thanks to
enhance energy absorption in all fron- the new frame and other upgrades, the
tal-crash impact modes. Ram’s maximum towing capacity is
ALL IMAGES: FCA

Special frame-mounted tire blockers Standard for V6s and optional for the Hemi V8 hiked to 12750 lb (5783 kg).
also are placed behind the front wheels seen here is the new eTorque starter-generator There now is an off-road suspension
to force the wheels outward in an im- from Magneti-Marelli that enables several fuel- package available for any of the new
pact. More strength comes to the frame saving and power-enhancing features. six-trim 2019 Ram lineup that comprises

28 April 2018 AUTOMOTIVE ENGINEERING

 ROAD READY

Tradesman, BigHorn, Rebel, Laramie,

Laramie LongHorn and Limited. The
package consists of a 1-in (25-mm) sus-
pension lift, electronic-locking rear dif-
ferential and 32-inch on/off-road tires
on 18-in or optional 20-in wheels.

Familiar powertrains—
with a charge
For the 2019 Ram 1500, the base engine
remains the corporate Pentastar V6,
tuned for the Ram to generate 305 hp
and 269 lb·ft (365 N·m). But standard Nearly all of the
for the V6 is the new eTorque belt- 2019 Ram’s new frame is
comprised of high-strength steel.
starter-generator from Continental that
imparts mild-hybrid capability. It is op-
tional for the Ram’s Hemi 5.7-L V8.
The eTorque system enables the en- nickel-manganese cobalt (NMC)- timing and the Hemi’s cylinder-deacti-
gine’s start/stop function, can deliver graphite battery mounted inside the vation system. Engines equipped with
90 lb·ft (122 N·m) of launch torque to cabin on the rear bulkhead. eTorque were not available for the early
the V6—130 lb·ft (176 N·m) for the V8— Perhaps equally important, the sys- press-introduction drives of the 2019
charges the 12-volt battery and recovers tem’s ability to input torque to the Ram; the system is slated for progres-
braking energy. The system supplies crankshaft enables a wider range of sive availability following the new
48-volt current to a 300-Wh lithium-ion functionality for the V6’s variable valve truck’s showroom launch that starts in

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ROAD READY

the late first quarter of 2018. company had yet to release official fuel-
Cost for eTorque? The system is stan- economy ratings, but said to expect
dard for V6 models; the Hemi V8 itself perhaps a 10% increase in city-cycle fuel
is an $1,195 upgrade and the Hemi with economy, where eTorque and the com-
eTorque is an extra $1,995. To be de- panion start/stop system demonstrate
cided is the potential payback: the the most impact.

The future
of driving.
You can go through your documents for
the next meeting. Or finish reading that The 2019 Ram launches FCA’s first-ever use of a
12-in touchscreen user interface.
novel. In the future, your self-driving vehicle
could give you many options. Which one For the 2019 Ram, the Hemi V8 is
you choose is up to you. rated at 395 hp and 410 lb·ft (556 N·m).
Either engine is backed by FCA’s
ZF is developing technologies for autonomous driving. Not only TorqueFlite 8-speed automatic trans-
so you have more time for other things, but because autonomous mission, the V8s using the heavier-duty
vehicles are designed to be safer and make a vision with zero 8HP75 variant. The company said both
accidents possible. transmissions use new-generation con-
trollers to coordinate transmission op-
eration with the eTorque system.
Bridging the driveline-chassis realms
is what FCA said is an industry-first
“thermal axle” that routes engine cool-
ant to rear axle to warm or cool its gear
oil. The company said the system—for
now only for 2-wheel-drive models—en-
hances axle efficiency and keeps tem-
peratures under control during heavy-
use trailering or hauling.

Any which way you can

With two 4-door cab configurations
(the 2018 Ram stays in production for
customers seeking a 2-door cab), two
bed lengths and six trim levels spanning
a price range from $31,695 to $53,980,
there is the expected high degree of
BOTH IMAGES: FCA

build combinations for the new 2019

model. Automotive Engineering test-
zf.com/autonomous-driving drove the base Tradesman and the opu-
lent Long Horn Trim, both with the 5.7-L
V8. The Tradesman was perfectly

30 April 2018 Free Info at http://info.hotims.com/69505-615 AUTOMOTIVE ENGINEERING

 ROAD READY

comfortable and more than adequately

refined and the Hemi V8 moves this
large truck without fuss.
With 4 in (102 mm) more cab length
for all 2019 Rams, the back seat has an
almost decadent amount of legroom
and cabin width is of course generous;
the company claims either cab style is
the largest in the segment. The cabin’s
second-row features 8 deg of slide-re-
cline and 45.1 in (1146 mm) of legroom.
Although the cabin trim is upgraded
noticeably in most trim levels, the lay-
Cabin volume for the 2019 Ram
out and styling remains broadly con- 1500 is claimed best-in-class.
nected to the outgoing models, al-
though there is one exception regard-
ing the cabin architecture: upper trim be divided in half to display two appli- three of the ports, including one for the
levels offer the availability of a Tesla- cations. To augment this fantastic ex- rear seats, are collaborative with the
rivaling 12-in (305-mm) fully configu- panse of electronic real estate, a toggle- Uconnect interface. Two three-pronged
rable touchscreen that incorporates switch bank below the screen provides 115-volt household plugs can be found in
FCA’s still-exceptional Uconnect user physical control of specific features. the first and second row and an addi-
interface. The entire touchscreen can be There is a total of five USB ports in the tional 115-volt plug is located in one of
occupied by a single function such as Ram’s center console, three for front- the RamBox exterior cargo containers.
the navigation map, or the screen can seat users and two for the rear seats; Bill Visnic

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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-616 April 2018 31

ROAD READY

I-Pace: Jaguar reveals its twin-motor, battery-electric crossover

Steyr—joins the compact, conventional-
drivetrain Jaguar E-Pace and perfor-
mance-oriented F-Pace to create a fam-
ily of Jaguar crossover models.
The I-Pace’s electrical architecture is
based on a 50-kW charger but is com-
I-Pace, patible with 100-kW charging, the com-
Jaguar’s first pany said. Drive comes from two
electric vehicle, Jaguar-designed synchronous perma-
has a 90 kWh nent-magnet electric motors, one each
lithium-ion at the front and rear axles. Power per
battery pack motor is 147 kW (197 hp) and torque
and a driving per motor is 348 N·m (257 lb·ft).
range up to
“Each (motor) fits concentrically
298 miles.
around a compact, single-speed epicy-
clic transmission and differential,” said
Ahead of the 2018 Geneva motor show, also has a 0.29 drag coefficient, an alu- Hoban; the configuration was designed
Jaguar unveiled the production version minum architecture, intelligent GPS for to provide precise longitudinal torque
of its first-ever electric vehicle: the better use of energy and advanced- distribution.
twin-motor I-Pace crossover. In perhaps connectivity features. The 90-kWh liquid-cooled lithium-ion
any EV’s most crucial measure, Jaguar At its reveal prior to the Geneva battery pack uses pouched cells (432 in
claimed an official driving range (based show, I-Pace Vehicle Line Director Ian 36 modules). To control cell temperatures
on the European WLTP test cycle) of up Hoban described it as “the complete and maximize available power, the bat-
to 480 km (298 mi). package,” with innovative engineering tery pack has a cooler for operating in
There’s plenty of performance, too, that includes rapid charging to 80% moderate temperatures and a refrigera-
for the first mainstream-automaker ri- battery capacity in 85 minutes from a tion unit linked to the vehicle’s air-condi-
poste to Tesla’s Model X: the I-Pace has public charger and a 30-minute charge tioning system to cope with higher ther-
a 0-100 km/h (0-62 mph) acceleration delivering around 130 km (80 miles) of mal-dissipation requirements. A heat
time of 4.8s and all-wheel-drive capa- driving range. pump operates in cold conditions to look
bility from the arrangement that places The midsize, 5-seat I-Pace—built in after the cells as well as to condition the
a drive motor on each axle. The I-Pace Austria in partnership with Magna- I-Pace interior, drawing energy from

ALL IMAGES: JAGUAR

The I-Pace situates

its 90-kWh battery
pack to provide
ideal 50/50 weight
distribution.

32 April 2018 AUTOMOTIVE ENGINEERING

 ROAD READY

outside and using heat scavenged from I-Pace is a

the electrical system’s inverters and pow- midsize, 4-door
er electronics, all of which can bring a crossover that
range bonus of up to 50 km (31 mi). The can seat five.
battery has a pre-conditioning system
(when the vehicle is plugged in) to man-
age its temperature to maximize range
from journey start—and Jaguar states
that the I-Pace has been tested to oper-
ate in temperatures down to -40°C.
The I-Pace was conceived from the
outset as a high-performance EV using
riveted and bonded aluminum con-
struction. Its torsional rigidity is 36
kNm/degree. The battery, positioned
centrally, is placed low in the chassis to The I-Pace of course has energy-re- Added to this is a driver-controlled
achieve required CofG. The crossover generation capability; instead of a con- selection of high or low levels of regen-
has 50:50 front:rear weight distribution. ventional brake vacuum servo, an elec- eration to augment driving range. High
Double-wishbone front and integral- tric brake booster is used to give the mode effectively provides single-pedal
link independent rear suspension braking system required flexibility when control, as the I-Pace decelerates imme-
should provide Jaguar’s brand signature blending regenerative and regular me- diately once the driver’s foot lifts from
of excellent ride and handling. Self- chanical braking, which allows precise the accelerator. Maximum regenerative
levelling air suspension with adaptive and consistent feel in all situations, braking force is 0.4g, Jaguar said.
dynamics is an option. states Jaguar. Stuart Birch

LEE Relief Valves This miniature poppet-style relief

valve offers a faster opening rate
Provide Stable Flow and more stable flow than typical,
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Q Smallest Package Size

THINK BIG.
DESIGN SMALL.

Innovation in Miniature See us at

SAE WCX18
Booth #4031
The Lee Company
2 Pettipaug Rd., Westbrook, CT 06498 USA
Tel: 860-399-6281
[email protected] • www.leeimh.com

INDUSTRIAL MICROHYDRAULICS

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-617 April 2018 33

PRODUCT
BRIEFS
SPOTLIGHT: WCX18 EXHIBITOR PREVIEW
B12 neodymium compression-bonded magnets Boost recuperation machine
Magnet Applications, Inc.’s The Boost Recuperation Machine
(DuBois, PA), a Bunting (BRM) from SEG Automotive
Magnetics company, all-new (Novi, MI) is the core component
high energy B12 is a major to transform a conventional
upgrade to the company’s combustion engine into a 48V
neodymium compression- mild-hybrid system. The com-
bonded magnet product of- pany says it is easily positioned
ferings. The new B12 has a in the drive belt, taking the place
typical maximum energy of the 12V alternator. The “up-
product, (BH)max, of approximately 12 grade” from a conventional al-
EXHIBITOR MGOe compared to the previous genera- ternator to a BRM offers benefits
tion of 10 MGOe. The (BH)max of a bond- like reducing CO2 emissions and
ed magnet is determined by the density and the volume frac- fuel consumption by up to 15%.
tion of the magnetic material phase present in the magnet During regenerative braking
body. By optimizing the particle size, particle distribution, phases, the BRM works as a generator, con- EXHIBITOR
chemistry, process and pressing conditions, Magnet verting mechanical power from the belt
Applications says its engineers have achieved a breakthrough drive to electrical power, storing it in the 48V battery of the sys-
in performance. The company expects to see the new magnet tem. According to SEG Automotive, when additional power is
in motors for automobiles, transportation, aerospace, defense required, the BRM uses the stored energy, working as an electri-
and other high-heat environments due to its strength and cal motor that boosts combustion engines for additional torque
operating temperature. B12 has a maximum operating tem- assist, making driving more fun. If desired, the vehicle can also
perature of 150°C (302°F) and is available in nearly any ge- operate in coasting mode and travel with the engine switched
ometry and size. Visit Booth 4011 at SAE WCX18. off at speeds up to 70 mph. Visit Booth 10001 at SAE WCX18.
For more information, visit http://info.hotims.com/69505-400 For more information, visit http://info.hotims.com/69505-401

Computational fluid dynamics software Big Data search engine

Simerics Inc. (Bellevue,
WA) offers a highly ef-
ficient and accurate com-
putational fluid dynamics
(CFD) software that re-
quires significantly lower
problem set up and run
times and can be used to During development, test and calibration of
support vehicle and pow- electronic systems of next-generation ve-
ertrain design and devel- hicles, large volumes of data are generated. EXHIBITOR
opment. Vehicle CFD ap- ETAS’ (Ann Arbor, MI) Enterprise Automotive
plications include front end flow, external Data Management (EADM) environment is a proficient solution
EXHIBITOR drag, underhood/underbody thermal, to extract and process the relevant information from these large
cabin comfort, windshield deicing, brake data volumes. It offers end users a place they can store all the
cooling, induction system, water fording, data they produce in a secured distributed environment and
fuel tank filling, cooling system filling, exhaust system, etc. search it again later with the touch of a button. According to
Powertrain CFD applications include engine subsystems ETAS, it changes the relationship between end user and data—
such as cooling, lubrication and fuel systems as well as com- the user can leverage and access all previously collected devel-
ponents such as heat exchangers, turbochargers, torque opment data from anywhere and get the results instantly.
converters, pumps, valves, etc. According to Simerics, the EADM’s core is Hadoop based, and it is carefully engineered to
software, which is three-dimensional and transient, has been take popular transportation measurement files. It parses all of
extensively validated for a wide range of applications and the data into a structured format and distributes it onto all of the
physics. Visit Booth 4018 at SAE WCX18. available data nodes. Visit Booth C2037 at SAE WCX18.
For more information, visit http://info.hotims.com/69505-402 For more information, visit http://info.hotims.com/69505-403

34 April 2018 AUTOMOTIVE ENGINEERING

 PRODUCT BRIEFS

Hot-stamped door ring system Amorphous metal pressure sensors

ArcelorMittal (Chicago, IL) and Honda Liquidmetal Technologies, Inc. (Lake
are co-engineering the industry’s first Forest, CA) sees potential in automo-
inner and outer door ring system tive pressure sensor applications.
found on the all-new 2019 Acura RDX, According to recent prototype results,
made with ArcelorMittal steel using the company has found that the de-
ArcelorMittal Tailored Blanks’ laser- sign and performance of pressure
welding technology. The “tailor made” sensors lends well to amorphous met-
process begins with ArcelorMittal’s patented al technology (AMM). For pressure sensor
press hardenable steels, Usibor and EXHIBITOR manufacturers, two amorphous metal mate- EXHIBITOR
Ductibor, which are aluminum-coated high- rial properties stand out: elasticity and cor-
strength steels used in hot stamping. Combining Usibor and rosion resistance. Amorphous metal’s 1.8% elasticity (as a %
Ductibor into laser-welded blanks offers what ArcelorMittal says of its original shape), in comparison to stainless steel’s 0.51%,
is several significant advantages to automakers including weight allows the material to undergo multiple times more elastic
savings, improved crash behavior and cost savings through ma- deflection. This property proves valuable when considering
terial and manufacturing optimization. The Usibor and Ductibor the millions of cycles the membrane of a sensor can undergo.
steel is blanked at one of several local blanking companies then Liquidmetal Technologies claims AMM’s ability to overcome
shipped to the recently opened ArcelorMittal Tailored Blanks traditional manufacturing roadblocks offers a solution previ-
Detroit where the enabling technology, called laser ablation, ously not available to the automotive industry. Visit Booth
takes place. Visit Booth 12015 at SAE WCX18. 7014 at SAE WCX18.
For more information, visit http://info.hotims.com/69505-404 For more information, visit http://info.hotims.com/69505-405

Computational fluid dynamics software High-strength steel

CONVERGE CFD software from AK Steel’s (West Chester, OH) NEXMET
Convergent Science (Madison, WI) fea- family of steel products enables automo-
tures autonomous meshing, fully coupled tive companies to design and manufacture
flow and chemistry solvers, and robust lighter weight vehicles that are capable of
physical models that can help engine meeting increasingly stringent emissions
manufacturers move toward faster and regulations and passenger safety require-
more predictive computational fluid dy- ments. While the NEXMET 440EX product
namics (CFD). As Convergent Science cel- is intended for use in surface-critical ex-
ebrates the 10-year anniversary of EXHIBITOR posed auto body panels, NEXMET 1000
CONVERGE, the company continues to and 1200 products were designed specifi-
actively make further refinements to the software. Currently cally for use in automotive structural com- EXHIBITOR
available for clients, CONVERGE 2.4 offers a host of new fea- ponents. The company says NEXMET 1200,
tures and enhancements, including: improved steady-state for example, has better formability than conventional dual-
solver with a multiple reference frame approach; enhanced phase 600 steel, at twice the strength level. Additionally, AK
chemistry tools including mechanism tuning; additional and Steel’s DI-MAX HF–10X products are fully processed, non-
revised combustion and turbulence models; improved spray oriented electrical steels. They are designed for use in high-
and film modeling, including the addition of an Eulerian- speed motors, traction motors, aircraft generators, and oth-
Lagrangian Spray Atomization (ELSA) model; and more acces- er rotating equipment operating at frequencies above 60
sible user-defined functions. Visit Booth 10037 at SAE WCX18. Hz. Visit Booth 6009 at SAE WCX18.
For more information, visit http://info.hotims.com/69505-406 For more information, visit http://info.hotims.com/69505-407

Exhaust gas recirculation solution

GKD-USA (Cambridge, MD) of- tion and demonstrably greater lates helps automakers meet
fers an exhaust gas recirculation volume porosity than synthetic global emissions standards and
(EGR) solution for capturing par- mesh in the same wire diameter, makes it easier for automotive
ticulates with its stainless steel resulting in minimal loss of pres- manufacturers to optimize
mesh produced from high tem- sure in the EGR system while se- consumption and further re-
perature-resistant stainless steel. curing maximum particle reten- duce CO2 emissions. Visit
The mesh has defined, irregular tion. GKD-USA claims its break- Booth 3516 at SAE WCX18. EXHIBITOR
filter openings and high through- throughs in R&D using stainless For more information,
put. This enables reliable filtra- steel mesh to capture particu- visit http://info.hotims.com/69505-408

AUTOMOTIVE ENGINEERING April 2018 35

 PRODUCT BRIEFS

12-channel, high-voltage smart sensor

Cell safety, diagnostics, and balancing are
all addressed by a new automotive smart
sensor data-acquisition integrated circuit
(IC). Maxim Integrated’s (San Jose, CA)
MAX17843 is a programmable, high-volt-
age, smart data-acquisition interface with
extensive features for safety with high in-
tegration and battery monitoring. The ana-
log front-end combines a 12-channel volt-
age-measurement data-acquisition system
with a high-voltage switch-bank input. Each of the eight mod-
ules illustrated is powered by a single MAX17843. Two auxiliary
analog inputs can be used to measure external thermistor com-
ponents. A negative temperature coefficient (NTC) thermistor
can be configured with the AUXIN analog inputs to accurately
monitor module or battery-cell temperature. A thermal-overload
detector disables the on-board linear regulator to protect the IC.
For more information, visit http://info.hotims.com/69505-409

& COMPANY CMOS digital image sensor

ON Semiconductor’s (Phoenix, AZ)
AR0430 CMOS digital image sensor,
which is available from FRAMOS
Free Info at http://info.hotims.com/69505-619
(Ottawa, Canada), combines classic
2D video imaging and 3D image rec-
ognition on a single sensor. The
UPCOMING WEBINAR AR0430 CMOS sensor, with a small
1/3.1-in optical format, delivers high-quality images with advanced
2.0 μm pixel stacked BSI (back side illumination) technology and
A PARADIGM SHIFT IN a 4 Megapixel resolution at 120 frames per second (fps). The in-
novative depth mode enables depth mapping concurrently, while
C-CODE DEVELOPMENT FOR shooting video at 30 fps. According to the company, the low-cost
AUTOMOTIVE ECUs depth solution empowers both innovative industrial and con-
Tuesday, April 17, 2018 at Noon U.S. EDT sumer end-product applications with 3D features like cameras for
IoT, wearables, security, and AR/VR/MR.
Today’s embedded automotive systems are For more information, visit http://info.hotims.com/69505-410
ever more complex and must satisfy increasing
levels of safety and security requirements. In
this 45-minute Webinar, we will explore an
Synchronous 4-switch buck-boost controller
innovative new software design concept that The Power by Linear LTC3777 from
provides remarkably simple ways to address Analog Devices (Norwood, MA) is a
these challenges. 150-V high efficiency (up to 99%)
4-switch synchronous buck-boost
Speaker:
dc/dc controller that operates from
Udo Rieber input voltages above, below or
Senior Business Developer, equal to the regulated output voltage. Its 4.5- to 150-V input volt-
ETAS Inc. age range operates from a high input voltage source or from an
input that has high voltage surges, eliminating the need for exter-
For additional details and to register visit: nal surge suppression devices, suited for transportation, industrial
www.sae.org/webcasts and medical applications. To prevent high on-chip power dissipa-
tion in high input voltage applications, the company says the
LTC3777 integrates a low quiescent current high efficiency
Sponsored by: Hosted by: switching bias supply for its internal power consumption.
For more information, visit http://info.hotims.com/69505-411

36 April 2018 AUTOMOTIVE ENGINEERING

 PRODUCT BRIEFS

EMI/RFI prototyping shield Long travel cable carrier solution CAN keypad
To help engi- Dynatect’s (New Compliant with
neers proto- Berlin, WI) Gortrac SAE J1939 CAN
type their Articulated Roller standards,
board shields, Support (ARS) Carling
Orbel Corp. Long Travel System Technologies’
(Easton, PA) eliminates tradi- (Plainville, CT)
has created a new EMI/RFI prototyping tional guide troughs CKP-Series is a customizable keypad that
shield, the EZ-Matrixx. It is a modular and reduces system weights and cost. features etched legends and up to three
prototyping shield that the company The ARS removes wear and tow force dimmable LED function lights per button
claims can be easily formed into a spikes from alignment or failure of (which also offer diagnostic feedback by
square or rectangular board shield that guide troughs, glide shoes, and push blinking if there is a fault). Sealed to an
matches the desired profile. The EZ- plates. Intended for applications up to IP69 protection level, the CKP-Series can
Matrixx has precision ventilation holes 300 ft (91 m), Dynatect says the ARS be installed inside or outside the cab,
that offer ease of forming and trimming eliminates the expense, potential dam- making it suitable for any on-/off-highway
as well. Made of a highly solderable age, and depot storage area of a tradi- application. Its low-profile design affords a
nickel silver alloy, the EZ-Matrixx is suit- tional trough. The system features ar- seamless dashboard look and can be
able for quick application and testing for ticulating roller supports that are me- mounted either vertically or horizontally.
any application. Orbel says the EZ- chanically actuated by the curve of the According to Carling Technologies, the
Matrixx is a cost-effective, simple solu- cable carrier as it passes through the CKP-Series offers advantages over tradi-
tion to any prototyping need. It has the supports. It supports high load, high tional electromechanical switches such as
form flexibility of a foil, but with the acceleration, high speed—greater than 1,000,000 actuation cycles, reduced wire
sturdiness of a standard board shield. 5 ft/sec (1.5 m/sec)—applications. harnessing and easy installation.
For more information, For more information, For more information,
visit http://info.hotims.com/69505-412 visit http://info.hotims.com/69505-413 visit http://info.hotims.com/69505-414

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 ADVERTISEMENT

ARCELORMITTAL
1 South Dearborn Street, 18th Floor
Chicago, IL 60603
Phone: 800-422-9422
E-mail: [email protected]
automotive.arcelormittal.com

Company Description
ArcelorMittal is the world’s leading steel and mining com-
pany, with approximately 197,000 employees spanning 60
countries. We are the leading supplier of quality steel
products in all major global steel markets, including auto-
motive, construction, household appliances and packaging.
ArcelorMittal is recognized as the supplier of choice for
auto manufacturers, a testament of our commitment to
working collaboratively with the customer to engineer ad-
vanced steel grades to meet their automotive needs.
Products/Services Offered
With a strong presence in North America, Europe, South
America and South Africa, and an emerging presence in
China, ArcelorMittal is the only automotive steel producer
with a worldwide presence, delivering a large scale of ad-
vanced high-strength steel products, solutions and ser-
vices to automotive customers with the same quality focus
in all regions.
S-in motion® is ArcelorMittal’s set of commercially avail-
able steel solutions for car makers who wish to create
lighter, safer and more environmentally friendly vehicles.
The project demonstrates ArcelorMittal’s ongoing commit-
ment to the automotive sector with a catalogue of steel
parts and solutions that can be used to help reduce vehicle
weight while maintaining crash safety, all with no cost in-
crease to customers.

automotive.arcelormittal.com

38 April 2018 Free Info at http://info.hotims.com/69505-621 AUTOMOTIVE ENGINEERING

 ADVERTISEMENT

ATLAS MATERIAL TESTING TECHNOLOGY LLC Products/Services Offered

1500 Bishop Court
Mount Prospect, IL 60056 Atlas is excited to an-
Phone: 773-327-4520 nounce its next generation
Fax: 773-327-5787 instrument in xenon-arc
E-mail: [email protected] weathering testing — the
www.atlas-mts.com Ci4400 Weather-Ometer®.
This water-cooled, rotat-
ing-rack instrument com-
Company Description bines Atlas’ latest indus-
try-leading innovative
For more than 100 years, Atlas has pioneered innovations technology and user con-
in the way companies test the durability of their products. venience with the scien-
From our first instrument in 1915 — the Solar tific sophistication of
Determinator — which simulated the fading effect the sun Atlas’ 100 years of weath-
has on fabric, to today’s comprehensive network of weath- ering expertise.
ering testing instruments and services, our focus has re- The Ci4400 replaces
mained the same: “Providing our customers with sophisti- Atlas’ popular Ci4000
cated technology and advanced testing solutions to deter- model. According to
mine how long their products will last. As a result, they can Atlas Product Manager
reach their ultimate goals: a quality product, a competitive Matt McGreer, “The
edge, a faster time to market.” Ci4400 represents years
Atlas’ corporate headquarters and manufacturing facil- of market research, cus-
ity for its internationally accepted Weather-Ometer®, tomer feedback and en-
Xenotest® and SUNTEST® line of test instruments is lo- gineering innovation. In developing the Ci4400, our goal
cated in Mount Prospect, Illinois, USA. With Atlas’ com- was to incorporate several new features and improve-
bined experience and expertise in weathering instru- ments over the Ci4000. The Ci4400 offers a new indus-
ments and testing, our clients receive assistance in all trial design, while providing test results consistent with
areas related to natural and laboratory weathering and our legacy instruments.”
material testing solutions. The Ci4400 meets or exceeds all common weathering
test standards. The instrument has an assortment of com-
mon pre-programmed test methods as well as custom
test slots.

www.atlas-mts.com

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/69505-622 April 2018 39

 ADVERTISEMENT

BORGWARNER INC.
3850 Hamlin Road
Auburn Hills, MI 48326
Phone: 248-754-9200
borgwarner.com

Company Description
BorgWarner Inc. is a global product leader in clean and
efficient technology solutions for combustion, hybrid and
electric vehicles. With manufacturing and technical facili-
ties in 66 locations in 17 countries, the company employs
approximately 29,000 worldwide.

Products/Services Offered
Whether in a highly efficient combustion engine, an intel-
ligent hybrid system or the very latest electric drive,
BorgWarner is driving mobility for today and tomorrow. Our
vision is a clean, energy-efficient world. That’s why we de-
velop mobility system solutions that reduce energy consump-
tion and emissions, while at the same time improving perfor-
mance. As the product leader with more than 130 years of
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WHAT’S
ONLINE
SAE Eye on Engineering: EV Metals Battle Uber, Toyota suspend
A tidal wave of new electric AV testing after
vehicles is coming. In this
episode of SAE Eye on
Arizona fatality
Engineering, Editor-in-Chief In the immediate aftermath of what is
Lindsay Brooke looks at the believed to be the first fatal collision
cost and supply challenges between an autonomous vehicle (AV)
for some critical materials and a pedestrian, Uber suspended pub-
for those EVs. lic-road testing of its autonomous-vehi-
SAE Eye on Engineering cle fleet. Not long after, Toyota con-
can be viewed at www.sae. firmed in a response from Japan that it
org/news/video/con- also was temporarily halting testing of
tent/12341/. It also airs autonomous vehicles on public roads in
Monday mornings on WJR 760 AM er episodes of SAE Eye on Engineering at the United States.
Detroit’s Paul W. Smith Show. Access oth- www.sae.org/news/video.

Mahindra Automotive debuts first North

American off-road vehicle
Although it derives from the Mahindra India-based Mahindra Group’s automotive
Thar on-road vehicle sold in India and business launched with a licensing agree-
elsewhere in Asia, the Roxor is strictly ment to build Willys vehicles for the Asia
an off-road vehicle for North America. region after World War II.
“The Roxor is intended for people who Compared to the Thar, the Roxor has
want an authentic, back-to-basics, tough a de-contented interior and a different
and rugged product that will serve them electrical system. The basic size of both
for many years,” Rick Haas, President vehicles is the same. Roxor’s length is The incident reverberated through
and CEO of Mahindra Automotive North 148 in (3759 mm), height is 75 in (1905 the automotive and technology indus-
America (MANA), said in an interview mm), and width is 62 in (1575 mm). tries as they await details from the ac-
with Automotive Engineering at the Thar is right-hand drive, while the Roxor cident investigation in Tempe, Arizona,
Roxor’s Auburn Hills, Michigan, unveiling is a left-hand-drive vehicle. where an Uber autonomous test vehicle
in March. Read the full story at www.sae.org/ struck and killed a woman walking a
Both the Roxor and Thar share visual news/2018/03/mahindra-debuts-off- bicycle across a road. A human driver
similarities with the original Willys CJ5. highway-vehicle. was in the Uber vehicle as Arizona law
dictates but apparently was unable to
override the autonomous-driving sys-
tem in time to avoid the collision.
Investigating bodies included Tempe
police, the National Highway Traffic
Safety Administration and the National
Transportation Safety Board.
Early reports cited the Tempe police
chief Sylvia Moir as saying video evi-
dence extracted from the front-facing
camera made it appear the Uber vehicle
“would likely not be at fault in this ac-
cident,” but it seemed inevitable the
incident would impact the evolving AV
sector—and public perception of auton-
omous-driving technology.
Read the full story at www.sae.org/
news/2018/03/uber-fatality-accident.

48 April 2018 AUTOMOTIVE ENGINEERING

READER
FEEDBACK
Toward the 30+ mpg pickup Situational safety and AVs: three questions
Every ounce of vehicle mass that can be eliminated, every Designers of autonomous control systems will be devising
fraction of friction that can be reduced from component inter- solutions for all the common driving situations and challenges
faces and every tenth of a percent gained in fuel economy are —but what about the rare situations and challenges that may
tough to achieve in vehicle development, but essential to occur only 0.0001% of the time?
meeting future regulatory targets. Hat’s off to FCA, Ford and Consider three less-common situations:
GM as they make the fullsize pickup a more efficient machine. First, in jurisdictions where pedestrians have the right-of-
Perry Gresch way at marked crosswalks, pedestrians are instructed to first
make eye contact with drivers before stepping out into the
Stiff in balsa, stiff in chrome-moly cross-walk.
I was pleasantly surprised to see your - How does one make ‘eye contact’
February article on Herb Adams. I prob- with a driverless vehicle?
ably could have added some meat to - How does an autonomous vehicle
the subject of torsional rigidity and the indicate that it recognizes the pedes-
importance of correlating FEA predic- trian and how does it differentiate be-
tion versus testing. tween a pedestrian looking at it in
I learned about torsional rigidity preparation for crossing the street ver-
testing at Roush Industries in the sus a pedestrian standing at the corner
1980s long before computer modeling looking away, with no apparent inten-
was feasible. First one I did was a tion of crossing the street?
Mahindra Jeep, a design based on the Next, in jurisdictions on high speed,
WWII Jeep. I was shocked at how eas- multi-lane highways, when there is an
ily it twisted under load. emergency vehicle with lights flashing
When I was attending Lawrence stopped beside the road, drivers are
Tech University and on the Formula required to slow down and move over to
SAE team, I arranged for Herb to give the left lane (or at least out of the right-
a presentation on chassis design to the most lane).
team. He and I were both shocked that - How will the autonomous vehicle
the students didn’t seem to value what command system detect this situation
he was saying, even though I knew and take appropriate action?
otherwise. As Herb said, “If you can make it stiff in balsa And last, after an accident that is blocking a road, a civilian
[wood] it’s going to be super stiff in chrome-moly!” directs traffic off the highway to a detour through a grassy field
Because I was proficient in TIG welding, the kids had me to drive beyond the obstruction and then return to the road. The
weld together the laser-cut tube set from Cartesian Tube in detour is not ‘marked’—but would be obvious to a human driver.
Canada. I asked them what the torsional rigidity was and How will the autonomous vehicle handle this situation?
they said it was about 3,500 lb·ft/degree. The FSAE tech Andy Pickard, Ph.D., PChem
director had said a minimum 4,500 lb·ft/deg. was needed to Consultant, Fuels & Technology Support
be competitive. (Typical NASCAR chassis are 10,000 lb·ft/ Qualicum Beach, British Columbia
deg. bare and 12,000 with body panels welded on.)
My teammates shrugged off that advice. I asked them,
“How do you know your value is correct?” They replied, “Well,
that’s what the computer said it would be!” So I built a fixture
and we tested the chassis on the surface plate after welding. I
even made a center pivot with a sealed bearing for complete
freedom of rotation.
The results were a flimsy 800 lb·ft/degree! You could see
our FSAE chassis twisting with very little loading. The car was
a very poor performer.
I got to ride in one of Herb’s aluminum-sheet ATT chassis READERS: Let us know what you think about Automotive
Cobras (13,000 lb·ft/degree) at Waterford Hills. Absolutely Engineering magazine. Email the Editor at Lindsay.Brooke@
amazing handling: with no chassis twist the tires stayed plant- sae.org. We appreciate your comments and reserve the
ed. The old Cobras didn’t handle nearly as well. right to edit for brevity.
 Paul C. Wright

50 April 2018 AUTOMOTIVE ENGINEERING

COMPANIES MENTIONED
Company Page
AB Dynamics..........................................................................................12 Didi ........................................................................................................... 8 National Highway Traffic Safety Administration....................... 13, 48
Acura ...................................................................................................... 35 Dominos................................................................................................... 8 National Transportation Safety Board ..............................................48
Airbus ......................................................................................................14 Dynatect ................................................................................................ 37 Nissan ......................................................................................................14
Aisin Seiki ................................................................................................ 8 ETAS .......................................................................................................34 nuTonomy................................................................................................ 8
AK Steel ................................................................................................. 35 Fiat Chrysler Automobiles ........................................................... 28, 50 ON Semiconductor ...............................................................................36
Amazon.................................................................................................... 8 Fluidity Technologies............................................................................15 Orbel....................................................................................................... 37
Analog Devices .....................................................................................36 Ford .........................................................................................4, 8, 28, 50 Ottomatika .............................................................................................. 8
Anderson Electric Car ..........................................................................25 Foster Farms ..........................................................................................14 Packard ..................................................................................................26
Aptiv ......................................................................................................... 8 FRAMOS .................................................................................................36 Panasonic ...............................................................................................14
ArcelorMittal ......................................................................................... 35 General Motors .................................................... 6, 8, 10, 11, 24, 28, 50 Pierce-Arrow .........................................................................................26
ArcelorMittal Tailored Blanks ............................................................. 35 GKD-USA ............................................................................................... 35 Pizza Hut.................................................................................................. 8
Aston Martin............................................................................................ 8 GMC ..........................................................................................................11 Postmates................................................................................................ 8
Autotech Council ..................................................................................52 Honda..................................................................................................... 35 Roush Industries...................................................................................50
Bell Labs..................................................................................................15 Hyundai.............................................................................................. 8, 14 SAE International .........................................................8, 22, 24, 26, 50
BMW ......................................................................................................... 8 IDEO.........................................................................................................16 Saint-Gobain ..........................................................................................19
Bosch ........................................................................................................ 8 Jaguar ................................................................................................8, 32 SEG Automotive ...................................................................................34
Brockway ...............................................................................................26 Jaguar Land Rover ................................................................................. 8 Simerics .................................................................................................34
Bunting Magnetics ...............................................................................34 Jeep ................................................................................................... 4, 50 Steelcase..................................................................................................4
Cadillac............................................................................................. 10, 25 Lawrence Tech University ...................................................................50 SWAY Motorsports ................................................................................16
Carling Technologies ........................................................................... 37 Liquidmetal Technologies ................................................................... 35 Systems Technology .............................................................................16
Carnegie Mellon University................................................................. 27 Lyft ............................................................................................................ 8 Teijin Group ............................................................................................12
Cartesian Tube ......................................................................................50 Magna.................................................................................................8, 28 Tesla...................................................................................................31, 32
Caterpillar .............................................................................................. 27 Magna-Steyr .....................................................................................8, 32 Textron ....................................................................................................15
Chevrolet .......................................................................................... 11, 26 Magnet Applications............................................................................34 Toyota.................................................................................................8, 48
Chrysler ..............................................................................................6, 25 Magneti-Marelli.....................................................................................28 Toyota Research Institute - Advanced Development....................... 8
Continental ..................................................................................... 26, 29 Mahindra ................................................................................................50 Uber ....................................................................................................8, 48
Continental Structural Plastics .............................................................11 Mahindra Automotive North America ..............................................48 United States Agency for International Development ....................18
Convergent Science ............................................................................. 35 Massachusetts Institute of Technology ............................................22 University of Exeter ..............................................................................21
Daimler .................................................................................................... 8 Maxim Integrated .................................................................................36 U.S. Army...............................................................................................26
DARPA....................................................................................................26 Mazda ....................................................................................................... 8 Visteon .....................................................................................................6
Delco.......................................................................................................25 Mercedes-Benz ....................................................................................... 8 Volkswagen ............................................................................................. 8
Delphi .......................................................................................................6 MillenWorks............................................................................................15 Waukesha ..............................................................................................26
Denso ....................................................................................................... 8 Mitsubishi Heavy Industries.................................................................10 Waymo..................................................................................................... 8
Designworks...........................................................................................14 MobileEye .............................................................................................. 27 Willys......................................................................................................48
Diamond T .............................................................................................26 Motivo Engineering...............................................................................14 Wisconsin ..............................................................................................26

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Arnold Magnetic Technologies ....................29, 43 ................ www.ArnoldMagnetics.com Dynascope WYV]PKLZ X\PJR JVU]LUPLU[ WSV[[PUN VM [PTL
YLZWVUZL KH[H  0[ SL[Z `V\ YLHK PU KVaLUZ VM KH[H ÄSLZ ^P[O
Atlas Material Testing Technology LLC ...........9, 39 ..............................www.atlas-mts.com
Q\Z[HML^TV\ZLJSPJRZHUKJYLH[LWSV[ZI`Q\Z[JSPJRPUNVU
BorgWarner Inc. ...............................................7, 40 .................................... borgwarner.com ]HYPHISL UHTLZ  @V\ JHU JHSJ\SH[L UL^ WSV[ ]HYPHISLZ HUK
Comsol, Inc. ............................................ 41, Cover 4 ..................................www.comsol.com WLYMVYTHUJLTL[YPJZI`LU[LYPUN`V\YLX\H[PVUZ.L[HMYLL
Create The Future Design Contest............ Cover 3 ............. CreateTheFutureContest.com [YPHSH[K`UHZJVWLZVM[^HYLJVT
Evonik Performance Materials .............................. 1 ...............www.acrylite-polymers.com
Schneider Software dynascopesoftware.com
G.R.A.S Sound & Vibration............................27, 44 ...........................................www.gras.us
MacDermid Enthone Free Info at http://info.hotims.com/69505-636
Industrial Solutions ..................................... 13, 44 .....macdermidenthone.com/industrial
Magnet Applications, Inc. ..............................31, 43 ..................... magnetapplications.com
MathWorks ...............................................................3 ...........................mathworks.com/mbd
Newcomb Spring Corporation ........................... 23 ............................ newcombspring.com
Roboworld, LLC ...............................................17, 45 ............................ www.roboworld.com
YOUR CONNECTION
S. Himmelstein and Company ............................ 36 .................................. Himmelstein.com TO THE MOBILITY
SAE Mobility ........................................................... 51 ................................connection.sae.org ENGINEERING
SAE MTech .............................................................49 ....................................mtechguide.com
Schneider Software............................................... 51 ......................dynascopesoftware.com
COMMUNITY
SimuQuest, Inc................................................ 37, 45 ...................................... simuquest.com
Smalley ........................................................... 20, 46 ....... expert.smalley.com/SAE/springs
The Member Connection
Stanadyne LLC ................................................ 21, 46 ......................................Stanadyne.com is available exclusively
The Lee Company................................................. 33 ...................................www.leeimh.com to SAE members only at
Umicore Autocat USA Inc. ..............................5, 42 ................................ www.umicore.com connection.sae.org.
ZF North America, Inc. ..................................30, 47 ......................................................zf.com
Free Info at http://info.hotims.com/69505-637

AUTOMOTIVE ENGINEERING April 2018 51

Q&A
Would it be fair to call what you do ‘technology matchmaking?’
Yes. It’s ‘group matchmaking.’ Building an Innovation Program
for an organization requires a varied ‘toolbox’ and an
Autotech Council membership is one of the tools. You also
need people dedicated to technology scouting; relationships
with top universities; people at your head office who can di-
rect all the inputs into a due-diligence process or a product
pipeline; and, of course, venture capital.

How does Autotech Council differ from VC firms, in the role

they play in finding, filtering, and bringing promising tech
into industry’s view?
We as a council have no vested interests. We don’t invest in
companies so we aren’t going to show just those in a portfo-
lio. To do tech scouting through VCs you’d need relationships
with hundreds of VCs.
We do, however, have relationships with VCs and they send
us companies that are ready to get in front of the automakers
and Tier 1s. The highest, most qualified recommendations
come in from our members. We also have an in-house tech-
nology analyst and a speaker application on our website
which serves as a broad ‘net.’
Liz Kerton: Technology ‘matchmaker.’
How does the review process work?
If our members want to see recommendations on a cyberse-
curity platform, for example, the Council will put together a
meeting agenda. Our due-diligence process will have reduced
the list of start-ups making presentations from 40 to 50,
down to 10 to 15. And we are non-geographic. If an Israeli
Scouting for start-up company has a good idea and our meeting is focused on, say,
sensors, we’ll get that company on Skype and they’ll present
innovations with the to the group through a web conference.
The companies attending our meetings aren’t all interested
Autotech Council in the same thing. We might introduce a battery company, or
a carpooling app, that only a few members are interested in.
How do start-up companies and entrepreneurs get their new On average we present 10-to-12 companies in a monthly
technology ideas in front of the mobility industry? Conversely, meeting, with perhaps only three or four being of interest to
how can OEMs and suppliers who are searching for technology any given member in the room.
solutions ensure that they’re investigating all the best options?
They can all contact Liz Kerton. She’s spent nearly 20 years What is the Council’s business model?
helping to discover viable new technologies and get them Members pay an annual fee to be part of the community. With
into industry use, first in the telecom sector and, since 2012, in that they can come to as many meetings as they want. If they
automotive/mobility. A Master’s degree in Diplomacy and miss a meeting they can log in to our library and download
extensive knowledge of the Silicon Valley ecosystem inspired presentations. If they’re doing due-diligence on a Lidar com-
Kerton to found the Autotech Council (autotechcouncil.com), pany, they can access our library and pull down the last 25
whose nearly 100 member companies are a Who’s Who of Lidar start-ups who have presented. We use group network-
mobility OEMs, suppliers and venture capital firms. Meeting ing so that if you miss a meeting you still have direct access.
monthly at rotating corporate locations in Silicon Valley, the It’s basically a community of ‘tech scouts.’ As I tell our
Council evaluates thousands of start-ups each year, while in- members, ‘I have the easy job—finding innovators and put-
troducing them to company “tech scouts,” executives and ting them in front of you. You have the hard job—figuring
investors who are on the hunt for innovation. out if there’s a fit and then getting the new technologies
Kerton spoke recently with Editor Lindsay Brooke. into your products.’
LIZ KERTON

52 April 2018 AUTOMOTIVE ENGINEERING

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redox flow battery.

When developing rechargeable batteries for electric vehicle

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