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The purpose of this paper is to discuss the development of Kohler Company's Small-Engine Noise Test Program. Particular emphasis will be placed on noise instrumentation and analysis techniques. The paper will not dwell on the specifics of each noise study technique, but will be an overview, describing the evolution of Kohler's Noise Test Program in general.

Styrene-based polymers have been used widely in automotive applications for more than 25 years, and during the past few years, the styrenic family has undergone a dramatic evolutionary change. With the downsizing of the automobile and the move to eliminate the painting of the plastic parts, new end-use requirements are being placed on the styrenic family. To meet these new performance requirements, old resins are being modified and new resins are being developed.

The development of the constant velocity universal joint offers the twofold advantage of correcting universal joint induced vibration in present day passenger cars, as well as allowing greater flexibility in driveline design. This paper discusses briefly various design variables which entered into the development of the constant velocity universal joint as well as qualification tests undertaken in the laboratory to determine performance suitability. Future applications to powered steering axles and swing axles may well improve the competitive position of this type universal joint.

Benchmarking of competitive vehicles and lessons learned from development of the 4th generation (C4) Chevrolet Corvette provided the starting point for the design of the 1997 5th generation (C5) Chevrolet Corvette powertrain mounting system. Synthesis methods were used to evaluate initial powertrain mounting systems, while development and analysis methods were utilized to refine the selected system in successive generations of prototype vehicles. The 1997 Chevrolet Corvette powertrain mounting design is seen to be a marked improvement over the previous generation.

The evolution and development of the automobile radio antenna is perhaps one of the most neglected success stories in the automotive industry. Born in the twilight of the last century, it evolved from a simple wire wrapped around a tree branch, to the current heated rear screen or backlite antenna. Part One (SAE No. 870090) described seven types of antennas in detail, covering the period 1897-1937. It was shown how the early radio engineers, struggling to develop a viable car antenna, had displayed a great degree of creativity and flexibility, from the “firecracker” experiments of Guglielmo Marconi in 1897, to the ingenious systems developed to overcome the problems created by the all-metal Turret-Top vehicles introduced by General Motors in 1934. In those pioneering days, the United States public was having a love affair with both the automobile and radio broadcasting, so it was no surprise that their marriage did not take long to arrive.

While one probably tends to think that car radios were invented and developed in the United States during the early twenties, it was actually in Chelmsford, England, that the first mobile experiments took place. Designed by Guglielmo Marconi, the first mobile installation antenna on record goes back to 1897. On the other side of the Atlantic, the experiments of Guglielmo Marconi were continued by the Americans Lee Deforest and Edwin Armstrong, who set the foundations of radio early in the twentieth century. Lee DeForest had been one of the prime advocates of “automobiles as wireless stations.” Early in 1903, and as told by a magazine of that era, “he fitted his instruments to automobiles so that the electricity which propels the automobile while in motion can be used for wireless telegraphy when the automobile is at a standstill”.

The emphasis of the last decade on vehicle safety and exhaust emissions has changed to an increased priority on lowering fuel consumption; thus, vehicle weight and drag coefficient have become decisive design parameters. Electronic components are replacing their existing electro-mechanical counterparts, resulting in either cost advantages or better or more reliable function. In addition new functions are being introduced which were unattainable in the absence of electronics. In the future the functions made possible by electronics may become integral to the mechanical concepts of new designs. This paper considers the transmission as the link between the engine and the vehicle. It details which directions development should follow and how large the potential in each direction is at present.

“Due to recent breakthroughs, spraying waterborne paint electrostatically in an automotive environment is now not only possible, but desirable. In pursuit of that goal many techniques were tried and discarded over the past two decades; current state-of-the-art waterborne application consists of old approaches enhanced by the new methods that today's technology makes possible.”

A history of the development of the finite element method is presented. The practical application of the method was delayed many years until some key advances in computing technology, namely adequate computer power (the IBM 704) and the FORTRAN compiler, became available. Some major conceptual breakthroughs contributing to significant advances are described. Countering these breakthroughs, constrictive thinking also occurred, at time making problem solving more difficult than necessary. The interaction of breakthroughs, constrictive thinking and technology is discussed.

Pad Guided Caliper* (PGC) was conceived in 1981-82 and put into low volume production after some five years of development in severe race applications and numerous durability miles. Since then over 300,000 units have been produced, in both twin and single piston versions, and have been fitted to vehicles ranging from high performance sports cars to off-road rugged four-wheel-drive trucks. This paper covers both the PGC concept and the development history of the current and the new generation PGC.

The objective of this paper is to trace the history of wheels and their development for use on the passenger car. This will include a brief description of the various types of wheels, origins, their load carrying characteristics and their advantages disadvantages. Illustrations of typical examples of each type will be included. Some of the trends in design future wheels will be discussed.

The purpose of this article is to highlight the distinctive role of the Information Technology (I.T.) in shaping today's Product Development business processes. The emerging R&D1 business environment and fierce competitiveness call for a strategy based on three elements: low product costs, high quality and fast and flexible response to the customer needs (time to market). Correspondingly, I.T.2's role within Ford Motor Company R&D division has had a high contribution to the efficiency enhancements and its role is a fundamental enabler in creating and maintaining a flexible, robust and virtually integrated network (all internal offices within Ford and its suppliers) through a unique project office forum. The case reflects the benefits of the strategic R&D business process redesign and scope redefinition over the last years, by using the I.T. as a strategic key enabler for the today's performance effectiveness.

Over the past 5 years, over six major new racing venues and nearly one dozen existing courses have been constructed or re-paved with asphalt, respectively. Major racing surface failures and successes have evidenced themselves throughout the entire process, thus enabling the industry to take modest strides to greater understand the ingredients necessary in creating exciting, safe, and durable racing surfaces. Failure modes stemming from track geometry to ambient temperatures have played a role and have required re-evaluation of the paving process. A close look at surface specification development, detailed quality control and quality assurance and ongoing maintenance will bolster track surface performance

New advances in wireless and digital communication technologies are causing the traditional car audio system to undergo a radical transformation. The historic function of providing high-quality music and sound reproduction to the consumer will continue; however, additional data and information services will soon be available to consumers using ancillary high-speed data channels available in the new Digital Audio Broadcasting (DAB) systems. The European developed EUREKA/147 DAB system represents leading-edge technology and has already been introduced in several global markets. This proven system has demonstrated the capability for providing excellent quality music, along with significant data-casting capabilities. Potential benefits to the consumer include the ability to receive traffic management information, digital news and weather services, slow-speed video images, and even subscription services such as personal paging and messages.

Many areas of automotive engineering safety remain to be explored. Only by the cooperative efforts of both government and industry working together can real progress in motor vehicle safety be achieved. A comprehensive plan must be developed between government, individual companies, and independent researchers for systematic research, testing and development of safety standards.

The combustion processes in a compression-ignition engine of the direct-injection type are examined by the independent variation of the partial pressure of oxygen in the intake charge coupled with analyses of rates of heat release employing computer methods.

The development of the Excalibur SS automobile, a contemporary classic, is traced from the time of inspiration to the present. The author describes various design and engineering considerations involved in manufacturing these automobiles for limited production, and shows how design and engineering requirements have evolved with the advent of new materials, suppliers, and the like.

The University of Maryland FutureTruck Team has redesigned a 2002 Ford Explorer to function as a charge-sustaining parallel hybrid electric vehicle for the 2002-2003 FutureTruck competition. Dubbed the Excite, it is powered by a dedicated E85 3.0L V6 engine coupled to a 21.6 kW peak (10kW continuous), electric motor using a 144V NiMH battery pack. The philosophy behind the UMD plan is to use a smaller, lightweight, dedicated E85 engine in parallel with an electric motor to provide starting and mild assist capabilities. The engine provides similar power to the stock 4.0 L Explorer engine and the electric motor functions as a starter, an alternator, and assists the engine during high power demands. The combination of the two systems provides the Excite with engine-off-at-idle capability, increased efficiency and fuel economy, and decreased emissions while maintaining the utility of a stock SUV.

The relative contribution of pollutants emitted during vehicle warmup has been magnified because the outstanding performance of contemporary catalytic converters has nearly eliminated the pollutants emitted from fully warm vehicles. Using an 1814-kg vehicle, the effects of air-fuel ratio and spark advance on exhaust emissions and fuel consumption were assessed for the warmup portion of the Federal Test Procedure. Probable causes of differences between cold- and warm-engine emissions and fuel consumption were identified. During warmup, HC and CO emissions were minimum at air-fuel ratios of 14.5 and 16, respectively. Minimum fuel consumption also occurred within this range. Both HC and CO emissions were insensitive to ignition timing, but retarding the timing decreased NOx emissions significantly. Disregarding driveability, a warmup air-fuel ratio of 16 was judged to offer the best emissions/fuel economy tradeoff.

The investigations into the emissions from light-duty vehicles are carried out on a chassis dynamometer in the NEDC test in Europe and FTP75 test in the US. Such tests do not entirely reflect the real road conditions. It should be noted that the changes in the methodology of emissions testing should go in the direction where they get closer to the actual road conditions. The paper presents the road test results obtained in an urban congested areas. The analysis of the road tests results (exhaust emissions and fuel consumption) was carried out considering the road conditions (vehicle speed and acceleration). The obtained data were used to specify the dependence characteristics for the influence of the dynamic engine properties on the exhaust emissions. For these measurements a portable SEMTECH DS analyzer by SENSORS, Particle Counter by AVL and Particle Seizer EEPS by TSI has been used.