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This paper discusses lean burn engine concepts for meeting emission standards features versus the use of an oxidizing catalytic converter for HC and CO control. Purely theoretical considerations indicate that thermal efficiency and therefore fuel economy should be improved by lean operation. Whether this system will be used is dependent on the Federally regulated auto emissions standards.

A review has been made of anomalies that exist in the changes in octane requirement of recent model cars operated for several thousand miles using unleaded gasolines and SE quality oils. A number of laboratory multicylinder engine tests have been conducted to elucidate possible reasons for some of these anomalies. These tests have uncovered mechanical variables that can produce relatively rapid changes in the octane requirement of an engine and octane requirement differences between engines of the same make and model, operated on identical combinations of gasoline and oil. Two of the more important variables are the initial octane requirement and the amount of oil migrating to individual cylinders in the engine.

Methylcyclopentadienylmanganese tricarbonyl (MMT) while originally marketed in the late 50's and early 60's as a secondary antiknock to leaded fuels, is presently being marketed as a primary antiknock targeted for the EPA required lead-free gasoline grade tailored for use in catalyst-equipped vehicles. This paper reviews and discusses new information related to the effect of manganese gasoline additives on the performance of catalysts, regulated emissions, and several currently unregulated emissions. In addition, estimates of human exposures to automotive-generated manganese particulate and the toxicological characteristics of manganese are discussed as they related to an assessment of the potential public health consequences should manganese additives come into widespread use. EPA's position regarding the use of manganese additives is presented and discussed.

This article outlines the design objectives for a light weight economical five-speed manual transmission for the subcompact, compact, and intermediate size passenger cars. Major features presented are a die cast case design allowing assembly of gears through rear opening, internal linkage, use of needle bearings and an overdrive cruising gear. See Fig. 1.

MMT (methylcyclopentadienyl manganese tricarbonyl) is an antiknock additive for unleaded gasoline, which is now required for cars equipped with catalytic converters. Because of its effectiveness, MMT is economically attractive compared with achieving antiknock quality by refinery processing. Use of MMT in gasoline at a concentration of 0.125 g of contained manganese per gallon provides, on the average, about 2 road octane numbers. Compared to processing, this could represent a savings in crude oil of about 1%. Like other antiknocks, the economic attractiveness of MMT is greatest at low concentrations. Extensive road and dynamometer engine tests have shown that use of MMT in the recommended concentration range is compatible with general aspects of car operation--octane number requirement, exhaust valve and spark plug durability, and exhaust gas recycle for NOx control. Moreover, beneficial effects in exhaust valve guide and seat wear have been observed with MMT in some tests.

Torque-to-force and angular-to-translational velocity relationships for a driving tire are demonstrated to be associated with a radius significantly greater than and apparently independent of loaded height. Analyses and experiments which defined the above indicate the “rolling resistance moment” to be functionally dependent on loaded deflection of the driving tire and not directly related to power consumption. Power dissipation through driving tire slip is derived and supported by experiments. Prior research, real road, single roll dynamometer, and twin roll dynamometer measurements are re-interpreted with the above corrections.

This paper gives background data on gasoline utilisation and the present status of fuel consumption procedures in Europe. The relationships between octane number requirement, compression ratio, and fuel consumption from current British cars of 1.0 to 4.0-litre capacity have been analysed. Published data are compared with results from dynamometer tests of engines and vehicles over a range of compression ratios. Various vehicle operating cycles have been used to show the consistently adverse effect on fuel consumption of lowering compression ratio, regardless of operating conditions. Gear ratio effects were also examined, and consumption trends were found to be dependent on the operating cycle. An amalgamation of all results gives an economy relationship for European cars similar to that shown for American automobiles - 1.4% more fuel used per unit drop in octane number.

The fuel economy data compiled by the U.S. Environmental Protection Agency (EPA) have been analyzed to determine the trends in passenger car fuel economy beginning with model year 1957. This paper adds the 1976 model year data to the historical trend and concentrates on comparisons between the 1976 and 1975 models. Calculation procedures which allow the changes in fuel economy to be determined separately for system optimization, new engine/vehicle combinations, and model mix shifts have been employed in the analysis which compares 1976 models with 1975 models. A wide range of percentage changes was seen for the fifteen manufacturers who were certified in time to be included in the analysis performed for this paper. The net change in fuel economy for the 1976 new car fleet has been estimated at +12.8% compared to the 1975 new car fleet. System optimization is responsible for 8.8% of the improvement and model mix shifts are projected to account for +3.1% of the change.

Increasing the sintering temperature, lowering the oxygen content, improved the longitudinal and transverse impact properties of powder formed AISI 4027. Flow improved the longitudinal impact properties to a maximum of 53 ft-lbs. but had no effect on the transverse properties. The anisotropy of powder formed preforms was a function of oxygen content and deformation strain. Comparing the powder-formed AISI 4027 to wrought AISI 8620, the powder formed preforms were more isotropic.

Cemented titanium carbide has been available for about 35 years, but it is only in the past 10 years that it has been used widely as a cutting tool. Its use in cutting tool applications has been widespread in automotive machining and there are also specialized applications where the material is being used as a wear part in connnection with the automotive industry. This paper shows the application areas where cemented titanium carbide is most likely to be successful and outline its competitive place in contrast to the steel cutting cemented tungsten carbide grades, TiC coated grades, and ceramics. The importance of the use of cemented titanium carbide in the automotive industry, where machining speeds are increasing and productivity is becoming more and more important, is outlined. Laboratory test data comparing cemented titanium carbide grades to other cutting tool materials and field test applications will be shown.

Car design factors which affect fuel economy include body size and shape, vehicle weight, engine size and power train design. Computer simulation results are presented to illustrate some of the basic interactions which occur among these parameters. Exhaust emission standards and other practical constraints limit the quantitative usefulness of such parameter variation studies. The fundamental relationships between engine efficiency and exhaust emissions are reviewed. It is concluded that emission constraints are important and can limit the effectiveness of some design changes to improve fuel economy. With present technology, it can be shown that stringent exhaust emission standards will reduce fuel economy more than it can be improved by car design changes which do not seriously degrade many customer perceived values such as useful capacity, driveability and acceleration capability.

The effect of flexible automotive exterior substrates on paint procedures, flexibility, and durability.

The application of mini computers in conjunction with programmable controllers provides the manufacturing manager with new control capabilities not available previously. These systems have the ability to monitor in real-time the actual operation of machine tools, conveyors, and processes and report out-of-tolerance conditions as they occur.

Hot stamp foil is being used to provide a color, a woodgrain or a metallic effect on hard surfaces, both exterior and interior. Quality and economy are achieved in areas ranging from a fraction of a square inch to 4,500 square inches. The technology now includes a system of applying a bright chrome foil to the soft Polyurethane front and back ends of automobiles. Other developments include foil application to .015″ to .030″ ABS sheets, a new foil for thermoformable material, and the in-mold application of foil.

The scanning electron microscope is being applied in the rubber industry in two ways. First, as an extension of classical microscopy, the scanning microscope can provide a wealth of easily interpretable information about very complicated structures in a fast and precise manner. Second, by using this microscope as a micro x-ray analyzer, the investigator can gain new and important information regarding the chemical composition at a microscopic level that had previously been unattainable. These benefits apply to all phases of industrial technology, starting with investigations of raw materials and continuing on through product fabrication, product analysis, and product performance.

The acronym CAD/CAM is familiar to people using Computer Aids for Design and Manufacturing. This paper will present CAPE, Computer Aided Process Engineering, a system that has its impact between Design and Manufacturing. Group Technology is a related activity which is useful in the development of a CAPE system. Group Technology is a manufacturing concept of grouping items, in order to take advantage of their similarity. While neither the CAPE concept nor the Group Technology concept is new, an increasing need for expanding the application of the computer in the Manufacturing Engineering function has made these topics more frequent items of discussion and action.

This paper discusses a Flexible Manufacturing System, which has implemented design changes through simple program modifications. The system seems best suited for the manufacture of complex parts in intermediate quantities, showing poor returns on very simple parts or high produciton parts.

This paper presents a case for the growing application of Human Factors/Ergonomic expertise to develop decisions that take place within the transportation industry. It offers a definition of the HF/ERG engineering in traffic safety, research, training, and education.

For several staged collisions, results obtained with closed form reconstruction calculations and with a computerized step-by-step procedure are compared with measured responses. A refined, closed-form reconstruction procedure is defined, derivations of the analytical relationships are outlined and detailed results of sample applications are presented. Closed form calculation procedures for estimating impact conditions became a topic of interest in relation to the development of an automatic starting routine for iterative applications of the Simulation Model of Automobile Collisions (SMAC) computer program. The accuracy of initial estimates of speeds determines the total number of iterative adjustments of SMAC that are required to achieve an acceptable overall match of the evidence. Since a high degree of success was achieved in the refinement of such calculation procedures, the end product, by itself, is considered to be a valuable aid to accident investigations.

This paper discusses a data sampling plan that provides an accident data file representative of the national population. It is a system for data processing, storage, and retrieval to allow early determination of trends in accident, injury, and fatality frequencies. The system of data collection discussed lies somewhere between the very detailed team approach and the routine police reporting as established independently by the states.