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Current vehicle manufacturers must meet economic demands and design/manufacture more fuel efficient vehicles with increasingly better performance. As a result, they are turning to the use of more non-traditional lightweight materials in their products. One favorable material due to its excellent strength-to-weight ratio and high corrosion resistance is titanium. However, to warrant the replacement of traditional materials with titanium alloys there must be the benefit of reduced vehicle mass as well as performance enhancement gains from the substitution at a justifiable cost. In this work, an unsprung suspension component is selected and redesigned from the standpoint of (i) a direct material substitution and (ii) a material and requirements consideration based substitution. In addition, for the redesign of the component in titanium, the manufacturing procedure and process plan is integrated into the design phase for the component.

Tires manufactured from polyurethane (PU) have been espoused recently for reduced hysteretic loss, but the material provides poor traction or poor wear resistance in the application, requiring inclusion of a traditional vulcanized rubber tread at the contact surface. The tread can be attached by adhesive methods after the PU body is cured, or the PU can be directly cured to reception sites on the rubber chain molecules unoccupied by crosslinked (vulcanizing) sulfur atoms. This paper provides a study of the two bonding options, both as-manufactured and after dynamic loading representative of tire performance in service. Models of each process are introduced, and an experimental comparison of the bonding strength between each method is made. Results are applied to tire fatigue simulation.

Due to titanium's excellent strength-to-weight ratio and high corrosion resistance, titanium and its alloys have great potential to reduce energy usage in vehicles through a reduction in vehicle mass. The mass of a road vehicle is directly related to its energy consumption through inertial requirements and tire rolling resistance losses. However, when considering the manufacture of titanium automotive components, the machinability is poor, thus increasing processing cost through a trade-off between extended cycle time (labor cost) or increased tool wear (tooling cost). This fact has classified titanium as a “difficult-to-machine” material and consequently, titanium has been traditionally used for application areas having a comparatively higher end product cost such as in aerospace applications, the automotive racing segment, etc., as opposed to the consumer automotive segment.