Volvo XC90: Best Engineered Vehicle for 2003

Two XC90 interior safety innovations supplied by Autoliv are seatbelts fitted with pretensioners and load limiters for every occupant as well as an inflatable curtain airbag that protects all three rows of passengers.

The XC90 was selected Automotive Engineering International's Best Engineered Vehicle for 2003 because its engineers focused much of their attention on addressing the safety and environmental criticisms aimed at today's SUVs. In fact, three of the five automotive "world firsts" Volvo claims for the vehicle—a rollover protection system with integrated gyro sensor, an inflatable safety curtain, and seatbelt pretensioners for all three rows of seats—are safety-related. The other two firsts are interior-related: an integrated sliding child booster seat in the center second-row position and the world's first Dolby 5.1 Pro Logic II surround sound stereo system. Engineers were also able to develop three engines that combine good power and fuel economy with excellent emissions performance.

Hans Wikman, the XC90 Project Director, agrees with the AEI readers and editors in putting safety and environmental compatibility at the top of the list of his program's accomplishments. But he is also proud of the vehicle's car-like driving characteristics and interior flexibility. These qualities are made possible, in large part, by a cab-forward architecture based on Volvo's flexible P2 large-car platform, which also underpins the S80, S60, and V70.

While many automakers are designing new cars with long hoods and set-back passenger compartments, Volvo decided to adopt a "cockpit forward design" for the XC90 to maximize passenger space and safety. The approach allowed the company to design a seven-seat SUV within an overall body length of just 4.80 m (15.7 ft).

The design "means that we can provide added roominess within a given footprint, and the XC90 is compact for an SUV," said Wikman. "It is just 90 mm longer than a Volvo V70, and we can seat seven people in a size where most competitors struggle to seat five—with adequate luggage space behind the third row."

Hans Wikman, the XC90 Project Director, says the significant engineering innovations of his vehicle are safety (active and passive), passenger car driving characteristics, flexibility (especially interior), and the meeting of car (rather than truck) emissions levels. He received the XC90 assignment from Volvo Car Corp. management in September 1998.

The XC90 can be ordered in either a five- or seven-seat configuration. In either configuration, the seats behind the front row can be folded down to create a fairly flat cargo "floor" no less than 1.89 m (6.2 ft) long, 1.13 m (3.7 ft) wide; the cargo space has an SAE volume of 2404 L (84.9 ft3).

Volvo says the XC90's unique architecture—using transverse inline engines having more than four cylinders, partnered with an extremely compact gearbox—offers it a competitive edge. "In recent years, this architecture has given us extra legroom in the rear seat of the Volvo S80, more luggage space in the Volvo V70...and now it's time for the XC90", said Wikman. The company cites three major benefits for its new SUV. The architecture makes it possible to maximize interior space. The inline engine can be designed with a "warm" and "cold" side, with the XC90 engine's warm side facing rearwards for one, short flow of exhaust to the catalytic converter for reduced emissions. And, Volvo says, an inline engine is ideal for turbocharging, which aids the low-end torque output needed by an SUV for good takeoff performance.

The XC90's large-car architecture base also helped engineers design-in passenger-car-like ride and road-holding. Compared to other vehicles on the platform, the suspension was beefed up and dimensioned to handle heavier loads and higher ground clearance. Though the XC90 is not intended for off-road driving, the combination of electronically controlled all-wheel drive and 218 mm (8.6 in) of ground clearance makes moderate off-road travel possible.

XC90 Engineering Highlights

• First rollover protection system with integrated gyro sensor
• First inflatable safety curtain for all three seat rows
• First seatbelt pretensioners for all three seat rows
• First integrated sliding child booster seat
• First automotive Dolby 5.1 Pro Logic II surround sound stereo system
• Three seat rows in a 189-in (4.8-m) vehicle length
• Third-row seating above rear axle for additional rear crush space
• Boron steel B-pillar and roof structure
• Front subframe for car compatibility
• Whiplash protection system on both first and second rows of seats
• Intake and exhaust variable valve timing for gasoline-engine emissions and fuel economy
• Electronic AWD with compact coupling and integrated control
• Interior air quality sensor and hypo-allergenic materials
• Premair "ozone eater" radiator

To read more about the XC90, see the March issue of AEI.

- Kevin Jost

SAE 2002 President reflects on past year of service

It has been a great honor to represent SAE. SAE is a highly respected organization all over the world. Mobility practitioners worldwide have expressed their appreciation of the energy and vitality of the Society. Some of the respect for SAE rubs off on the President—which helps—and makes representing SAE all the more enjoyable. It has been a great learning experience for me personally. I have interacted with industry leaders, technology leaders, policy makers, educators, and students—those shaping mobility technology.

My message to the mobility community worldwide has been that SAE does not just stand for the Society of American Engineers, but that it is a truly international and inclusive organization. SAE should make every effort to reflect its international character in all aspects of its work.

In my travels and meetings with many industry leaders, I have discussed with them how they can make SAE a formal part of their mainstream work planning process for engineers. The opportunities that SAE offers to develop technical skills by reading and reviewing technical papers, participating in seminars and courses; to develop leadership and organizational skills by participating in and leading committees to write standards, organize technical sessions, conferences; to develop future engineers through participation in A World in Motion and student design competitions—all of these opportunities can be made a planned part of the mainstream work processes. I have characterized this as a win-win-win situation, meaning the corporation, the individual, and SAE all win in the process. This message has been very well-received, and I hope it will soon begin to reflect itself in the work of SAE.

My interaction with SAE student members has been by far the most enjoyable experience. I am comfortable that, with this great pool of engineers coming up, the future of SAE is in good hands. We should assert every effort to make this young talent feel welcome and prepare them to take over the organization and its leadership.

There is still much for those of us entrenched in the automotive and aerospace industries to learn. Our industries often change as does the technology. The automobile may be 100-years old but its technology is far from mature. In the near future, 40% of the value of an automobile is likely to be in electronics and controls. SAE is well-poised to welcome this new group of technologists as major shapers of mobility products.

In that same vein, I would also like to mention another message that I have carried with me throughout my travels this past year as SAE President, which is that SAE is also the Society of Aerospace Engineers. As I mentioned, with the increasing role of electronics in ground mobility vehicles this technology provides an excellent opportunity for both air and ground mobility technologists to make full use of synergies. The history of such synergies is rich and includes the work of Orville Wright in strengthening SAE.

SAE has been through a tough year as has been the economy and the automotive and aerospace industries. The staff has been through a major reorganization adjusting to reduced revenues. With a refocused and revitalized organization, SAE is well-poised to serve all four of its customer groups—members, government, industry, and academia—and, at the same time, respond to the growth opportunities ahead of us.

For me, representing you as SAE President has been an honor and a privilege that stands far above any other experience of the past 32 years. It has also been enjoyable. I want to make sure to thank all of you again for giving me this great opportunity—clearly a major highlight of my career. I look forward to continuing my service to SAE in the years to come.

- S.M. Shahed

GM demonstrating "real" technologies

Neil Schilke says technologies such as those associated with hybrid vehicles constitute a bridge that will enable GM to realize its long-term vision for fuel-cell vehicles.

Former SAE President Neil Schilke, stalwart over the past two years in protecting and enhancing the value of the SAE World Congress, sees the event as the left hook that follows the right jab.

"In Detroit, we have a one-two punch of major events every year," he explained. "Punch one is the North American International Auto Show (NAIAS), and punch two is the SAE World Congress. If you want to find out whether the stuff that's introduced at the auto show is for real, then come to the SAE Congress—because if it's not backed up by meaningful presentations on what's under the skin, then chances are it's not real."

GM, for which he serves as General Director-Engineering, is displaying mainly "bridging technologies" that will get it from the current state to a fuel-cell future, he said. Displacement-on-demand, the hybrid powertrain, and the continuously variable transmission (CVT) are among the technologies the company is exhibiting at its display near the Technology Theater.

"GM is aimed at the fuel cell and the hydrogen economy," Schilke said. "That's the vision we see as making sense for the company and for the industry, but it will not happen instantaneously. We're also concentrating in the interim on technologies that get us from here to there."

At January's NAIAS, GM announced that it will offer optional hybrid powertrains on several of its most popular models including trucks, SUVs, and midsize sedans starting in late 2003.

"This is a major commitment to offer consumers three different hybrid propulsion systems on three vehicle architectures, representing more than a dozen of our most popular models," GM President and CEO Wagoner said. "If consumers were to select the hybrid option on all of the models included in our multi-year plan, it could eventually exceed 1 million vehicles."

The hybrid systems vary in complexity and cost, stretching from the "very aggressive" dual electric-motor Saturn VUE to the "more practical" combination of electric motor assist and technologies such as displacement on demand and CVT.

The ambitious hybrid program begins with the already announced production of the GMC Sierra and Chevrolet Silverado hybrid pickups, which start production in 2003 for fleet customers and retail consumers in 2004. The trucks will be able to haul and tow as much as its gasoline-only counterpart while getting 10-12% better fuel economy, with the added benefits of being able to power tools at a construction site or run appliances at a campground. Based on the GMT-800 full-size pickup, the hybrid truck features a 5.3-L Vortec V8 engine and, instead of a conventional starter motor and alternator, a compact electric motor integrated in a patented, space-efficient manner between the engine and transmission. The electric motor provides starting power and the ability to generate up to 14 kW of continuous electric power, which can be stored in a 42-V lead/acid battery pack, used to support onboard electric accessories or employed to operate power tools or other appliances by a pair of ac outlets in the cab and bed. Total available power output is 110 V at 20 A.

The advanced hybrid system in the Saturn VUE combines a four-cylinder engine with twin electric motors for fuel economy gains of up to 50%, improved 0-60 mph (0-97 km/h) and 50-70 mph (80-112 km/h) performance, and a Super Ultra Low Emissions Vehicle (SULEV) rating. The 125 hp (93 kW) of the 2.0-L Ecotec engine is augmented by two 20-kW electric motors for the transverse, front-wheel-drive application. GM says the system's adaptability makes it suitable for a range of future vehicle applications. Production of the hybrid VUE begins in 20005.

The company's "value-focused" belt alternator starter (BAS) hybrid system in the 2006 Equinox is a simple solution to making hybrid-electric powertrain technology available to more types of cars, trucks, and sport utility vehicles. GM engineers developed the BAS for improved fuel economy in stop-and-go driving by shutting the engine off at idle and by enabling early fuel cutoff during deceleration. The system combines sophisticated engine controls with GM's VTi variable transmission, an electric motor/generator, regenerative braking, and efficient charging. Estimated EPA composite fuel economy savings range from 12 to 15%.

- Patrick Ponticel and Kevin Jost

Technology Theater headlines new SAE World Congress

Congress General Chairperson Richard Schaum, Executive Vice President-Product Development and Quality for DaimlerChrysler Corp., is retiring at the end of the month.

Center stage at the SAE 2003 World Congress is...well...center stage. Occupying a prominent position on the show floor, the center stage (officially called the Technology Theater) will be venue for almost 20 panels and keynote presentations on a breadth of technological and business topics this week. The fully enclosed Technology Theater has 360 seats, and attendees filling them will be treated to insights from industry heavyweights such as DaimlerChrysler Corp.'s Richard Schuam, Ford's Jim Padilla, General Motors' Ned McClurg, and, perhaps, U.S. Energy Department Secretary Spencer Abraham and NHTSA Administrator Jeffrey Runge.

Increasing the number of presentations by automotive industry executives is one way in which SAE is trying to reshape the Congress. While technical papers and the exhibit retain their high value, the heretofore minimalist "executive perspectives" element of the Congress is a rapidly growing one that figures to rival in importance other executive forums that offer little, if anything, in the way of technical papers and displays. About 40 industry leaders of vice-president-or-higher rank will take the Technology Theater stage Monday through Thursday to address technology and business trends. Many others at the director and manager levels will address technology and business issues too, and more than a dozen other executives and managers in the non-technical side of the business will address issues such as business conditions in Mexico and other countries.

Schaum, the Executive Vice President-Product Development and Quality for DaimlerChrysler Corp. who is serving as Congress General Chairperson, will be among the first, if not the first, to stand behind the Technology Theater dais. He and many of the other executives will find time before or after their Congress speaking engagements to meander through the exhibit. Schaum laments the recent trend of Tier 1 suppliers pulling out of the Congress and instead conducting private technology previews at OEM engineering offices.

"What is lacking in that approach is the efficiency with which an engineer can look at a broad perspective of technology," he said. "And that's the role the Congress exposition fills. It's a chance for engineers, particularly among the OEM engineering community, to walk the floor and get an overview of the various technologies being developed. In just an afternoon, you can really learn a lot."

There figures to be a lot of OEM engineers walking the show floor: DaimlerChrysler, Ford, and General Motors each will conduct engineering staff meetings at Cobo Center during Congress week.

In an SAE Congress first, the Big 3 will have advanced vehicle technology displays situated close to the Technology Theater. Engineers and/or executives from each OEM will be on hand at the large displays to show off and talk about their latest technology triumphs.

Though not filled to absolute capacity as it was during the heyday of Congress of a few years ago, the exhibit hall at Cobo Center is still an enormous smorgasbord of innovation with more than 900 companies demonstrating their products and technical capabilities over 190,000 ft2 (18,000 m2) of floor space.

The exhibit opens daily at 8 a.m., two hours earlier than it did last year.

The show floor and the technical session program are closely linked—another SAE 2003 World Congress innovation that makes it easier for attendees to zero in on the specific types of sessions and displays they want to visit. Both the sessions and the exhibit are categorized according to engineering domain:

• Advanced propulsion/powertrain
• Advanced electronics
• Safety/testing
• Lightweight materials
• Emissions/environment.

The Technology Theater is linked in a similar way, with each day's presentations focusing, for the most part, on one of the domains listed above. Each days Technology Theater presentations are being sponsored by a company:
Monday: Advanced electronics (sponsor: Panasonic, displaying an H2)
Tuesday: Advanced propulsion/powertrain (sponsor: SiemensVDO, static display)
Wednesday: Emissions/environment (sponsor: Eaton, displaying a hybrid vehicle)
Thursday: Lightweight materials and safety/testing (sponsor: Trade Partners UK/Invest UK)

- Patrick Ponticel

Technology for technicians

The Service Technicians Society (STS), an affiliate of SAE International, will again stage activities at the SAE World Congress with its STS Conference-Within-a-Conference taking place today at 1:00 pm in Room W1-51. The conference includes several panel sessions that will focus on areas of interest to service and engineering professionals and include new technologies, linking service and engineering, and education. The session topics include:

On-Board Diagnostics (OBDII)—Since the introduction of second-generation onboard diagnostics in the 1996 model year, there has been a continued refinement of these passenger car and light-duty truck systems. The next phase of OBDII moves it into scan tool emissions tests. The session will cover service challenges, as well as problems and successes with state emissions inspection programs that incorporate OBDII testing. The organizer of the discussion, which is scheduled for 1-2 pm, is Jerry "G" Truglia of Automotive Technician Training Services.

The Future of Automotive A/C Service—OEMs are changing air-conditioning systems again. How will it impact the service departments? What will be the needed tools, equipment, and knowledge in the very near future? This session will take place from 2-2:30 pm and will cover CO2, hydrocarbons, and electric and hybrid systems. It is presented with the cooperation of the SAE Interior Climate Control Standards Committee, and the organizer is Phil Trigiani of UView Ultraviolet Systems.

Educating Future Engineers and Technicians—Technology advances in vehicles are dependent on future engineers and technicians. The current education system is straining to accommodate changes in student learning. This session, scheduled for 2:30-3:30 pm, will focus on current limitations in education and potential solutions for the future. The organizer of the panel is Robert Pattengale, STS President, and planned panelists include Jean Hart, GM Training; El Huntington, Metric-e; Kathleen O'Connor-Byrnes, SAE World in Motion; Ro Schilke, Ferndale Public Schools; and Ron Watkins, Sigma Interactive.

VTTi OBDConnect/Balboa Instruments is sponsoring the STS Conference-within-a-Conference.

- Ryan Gehm