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The contribution to measured viscosity at 0 F of a variety of additives used in modern engine oils has been studied using a cone-plate viscometer which correlates well with engine cranking measurements. The major contributors were found to be the base oils, the ashless dispersant, and the viscosity index (VI) improvers. In the latter case, the contribution was shown to be related to the efficiency of the VI improver with VI improvers of low efficiency contributing substantially more than those of high efficiency. Summing the contributions of the additives in a given base led to close prediction of the viscosity at 0 F.

It has long been known from various sonic and mechanical shear tests that most commercial multigraded oils suffer from a serious loss in viscosity during relatively short periods of use. These tests, except in special cases, were generally regarded as inadequate. In order to conduct a meaningful study of the effect of shear degradation on polymer-containing oils, the authors set up an engine test. The test, over a period of several months using three engines almost daily, proved reliable beyond all expectations. Tests of 15 different multigrade oils showed that seven did not qualify as SAE 30 oils after a running period equivalent to about 385 miles. All the remaining oils showed significant losses in viscosity in the same period. The effect of shear degradation on the 0°F measured viscosity was varied. Most of the oils showed a proportionately lower viscosity loss measured at 0°F than at 210°F. Complicating factors indicate that the area merits further investigation.

This is a presentation of automotive development and testing in Latin American countries now in the midst of an industrial revolution. It describes problems in testing which stem from shortages of technical personnel in most categories, low levels of man-hour efficiency, and a scarcity of material and equipment. Methods used to solve these problems are given. Existing conditions relating to local content and commonization, and their influence on the techniques and improvisations required in those countries are discussed. The paper also reviews vendor philosophy with respect to the actual need for testing.

Gas turbines have demonstrated their practicability in trucks, particularly those needing high horsepower and light weight combined with agility and reliability. These are the primary requirements of emergency vehicles such as fire fighting pumpers and crash trucks. Several installations powered by Boeing gas turbines are described, and comparisons to reciprocating engines are made. For vehicles of high power/weight ratio, the built-in torque converter feature of two-shaft gas turbines provides the automatic transmission feature that is needed for high density traffic operation or for hilly terrain. Trends in gas turbine design are briefly mentioned along with other system requirements for emergency vehicles.

This presentation describes the development and testing of automotive passenger and commercial vehicles in Australia. The author presents information on roads, climate, local content requirements, existing tax laws, and the importation duty applicable to imported K. D. (knocked down) vehicles from the United States, Canada, Europe, and Japan. Australian industry production versus importations is discussed. Included is a discussion of the unique requirements for vehicles in Australia and the testing techniques devised to assure achievement of satisfactory vehicles for this market.

This paper describes an engine laboratory where rationalization and automation are developed to a comparatively high level. Function test beds are arranged mainly for accurate measurements and flexible conditions. Endurance test beds feature flexible programed cycling, automatic data recording, and test control. All test beds include extensive arrangements for automatic handling of emergency situations with maximum safety for test engines and equipment. Endurance test beds simulate road conditions and show considerable savings in test time and running cost as compared with vehicle testing. Examples of correlation between road testing and statistics from equipment reliability are also presented.

The need for uniform legal requirements covering motor vehicles is evident when one considers the existing disparities in regulations not only between nations but within the states comprising a country (for example, the United States). Some of these differences are discussed, including measures taken by manufacturers to conform with the laws of the countries to which they export their products. It is stressed that some degree of uniformity in this area would not only be economical to both the producer and customer, but would also result in additional safety for all concerned.

Many special items of equipment are required for U. S. vehicles in overseas areas in order to meet local operating conditions and laws. Foreign laws have placed heavy emphasis on locally manufactured parts. This paper deals with the role of the export automotive engineer as it relates to the development and testing of products for export. The many and varied problems that the engineer is called upon to solve are discussed.

This paper sets up a mathematical model for measuring end-gas temperatures in spark ignition engines and the compression temperatures in compression ignition engines. The model is based on a modified thermodynamic equation, for which the nonlinear least square method is used to fit the parameters.

During recent years, America has relinquished its dominance in the world's automotive registrations. Now the combined areas “outside the U.S.A.”, known as “overseas”, possess a greater number of cars and trucks than contained within the United States. Projections up to 1975 indicate growth potentials in automotive registrations overseas will continue being greater than in the U.S.A. The anticipated automotive growth overseas will necessitate maximum attention of qualified engineering personnel by which to achieve local content requirements. Local content requirements are very important to the automotive industry because they are the tool by which many governments control automotive imports and manufacturing.

The management techniques described show how quality can be improved on a scheduled and controlled basis. Key considerations are an understanding of what is meant by quality, what are the causes of poor quality, the means for “putting a number on quality,” and the development of a system of numerical and administrative controls for management’s use. Management’s role in supplying company motivation and utilization of the controls provided by the product quality problem control system is discussed.

New inspection techniques which increase reliability and reduce costs are being used today. The problem of fast, accurate cam measurement is being solved. The gage block, as a standard, is being replaced. Operator errors in assembly matching are being eliminated. Visual and audible inspections are being automated.

Results of a psychophysical experiment indicated that “jerk” (that is, rate of change of fore and aft acceleration) associated with the clutch-actuated gear ratio change in an automatic transmission correlated well with subjective evaluations of shift-feel. A portable device, the GMR Jerkmeter, was constructed to measure acceleration and jerk during on-the-road evaluations of transmission performance. Techniques for using Jerkmeter data in automatic transmission fluid research and development projects are discussed. Examples are given of the use of Jerkmeter data to: 1. Produce a detailed characterization of shift performance. 2. Measure effect of fluid on shift performance. 3. Study effect of changes in fluid characteristics with use.

The influence of lubricant formulation and service degradation on automatic transmission shift quality was studied in full scale transmission cycling tests. Fluid frictional degradation was found to follow a well defined pattern. This pattern is influenced by fluid formulation as well as transmission environment. Both fluid oxidation and selective additive degradation affect the rate of progression through this pattern.

This paper reports results of a driver eye position survey made to provide the automobile industry with standardized data on driver eye location. Coordinate anthropometric measurements of eye position and top of head were recorded on film by a special photogrammetric technique. Data were smoothed into elliptical tangent cutoff percentile contours referenced to car body inch-lines and to points on the manikin. Results revealed a new shape to the driver’s eye position zone, compared to the area outlined in SAE J906, Glazing Manual.

Application to date of several turbine powered fire fighting vehicles has indicated that overall engine performance, starting, acceleration, gradability, and pumping ability are beyond expectations. Several such vehicles which have been built and are either in operation or undergoing evaluation tests are described, including some of the major problems encountered during construction. Areas which still require further development are outlined. It is believed that with continued experience and increased consumer demand the gas turbine engine will eventually replace the piston version as a vehicular prime mover.

This paper deals with the commercial version of the spark-ignition engine. Methods are discussed whereby future engines may be increased in horsepower output and reduced in weight and size. Variable compression methods, charge stratification, fuel injection, and turbocharging are discussed as means of increasing engine output. Unconventional engines are discussed, but it is felt they do not have any appreciable application to commercial spark-ignition of the future. It is concluded that commercial spark-ignition of tomorrow will remain essentially as we know it today except that it will be more compact and will weigh less per horse-power or per cubic foot.

In early 1965, the automobile industry announced the Highway Emergency Locating Plan, or H.E.L.P., a cooperative nationwide program in the public service to provide a means of communication for motorists in distress. Initial operation of the H.E.L.P. program utilizes one of the channels assigned to the Citizens Radio Service, and approximately 1000 monitoring stations manned by more than 20,000 volunteers are currently participating on a nationwide basis. A petition has been filed with the Federal Communications Commission asking for the establishment of the H.E.L.P. Radio Service, and for assignment of two “clear channels” that will assure interference-free communications, and will also allow development of new communications concepts which could lead to further increases in safety and convenience for drivers.