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This paper describes the issues encountered in using conventionally acquired tire test data for dynamic total vehicle handling simulations and the need for improved methodology. It describes the new test procedure that was used to acquire all three forces and three moments in a transient mode for a matrix of loads, slip and camber angles. A study of the test data supports the premises that the overturning moment, Mx, should not be neglected in dynamic simulations, and that the effects of camber should not be treated as only an independent, linearly additive, camber thrust. Instead of the conventional application of a bi-cubic regression fit to a six region data division, a new algorithm is applied. The data is divided differently into five regions in the α - Fz plane, and a variable format regression equation is applied as appropriate. The resulting regression coefficients matrix is readily usable in dynamic simulations, and is shown to have a superior curve fit to the test data.

The aerodynamic development and characteristics of a four-passenger advanced concept automobile are described. An overview of the areas of the vehicle design which were dealt with to obtain a drag coefficient value of 0.153 is provided. The interior packaging philosophy is outlined which led to the potential for packaging four to six passengers within an extremely low drag automobile. Parametric shape studies of the major surface design elements are documented from the contributing development testing. The particular design treatments adopted and the rationale behind the choice of design are examined for each of the aerodynamically-sensitive areas of the vehicle. Examinations of the unique solutions to vehicle cooling, ramp and curb clearance, front wheel skirting and vehicle attitude are presented. Full scale wind tunnel data is shown for the configurations examined and vehicle stability parameters compared with conventional vehicles.

SAE J551a (radio interference from ignition systems) was the first Standard revised specifically for compatibility with international requirements. Subsequent revisions (presently 551g) have made it significantly more stringent than the standard used overseas. U.S. automotive manufacturers have voluntarily designed vehicles to conform since 1962, without the necessity of Federal regulation. Liaison with Canada resulted in the use of the SAE Standard when RFI regulations were promulgated. Twenty years international negotiations have resulted in a common concept for North American and world requirements. The RFI Subcommittee will continue harmonization toward the objective of achieving a worldwide standard.

As part of a continuing Ford Motor Company program to improve the seating packages of production cars, a simplified in-plant method was developed to check seating variations in production vehicles. The method also provided information helpful in determining causal factors when any irregularities were found. Equipment necessary for checking was designed to be easily transported to any site.

A Headlight Evaluation Model has been developed which provides a broader and more comprehensive method for characterizing the performance of headlamps than is possible in traditional headlight seeing distance field tests. The Headlamp Evaluation Model accepts as input the candlepower patterns of the headlamp system being evaluated and provides a measure of driver visual performance based on a large number of simulated seeing distance tests and glare discomfort checks on a standardized test route. The output of the Model, termed the Figure of Merit, is the percentage of the distance traveled by the simulated driver on the standardized test route in which the seeing distance to pedestrians and pavement lines, and the discomfort glare levels experienced by opposing drivers, simultaneously meet certain acceptance criteria.

The head, chest and femurs of three Hybrid II dummies were impacted with a ballistic pendulum at various angles to determine what differences in accelerometer and femur load cell output would result for a constant energy input. Also evaluated were suspicious tension loads in the femur load cell output when the legs were subjected to obvious off-center impacts during crash tests. It was found that the dummy legs can be subjected to very high torsion and bending loads which can have a significant effect on the femur load cell axial load outputs.

The braking system presented in this article represents a new and forward thinking philosophy regarding commercial vehicle air brake systems. A concept that provides responsive service and emergency brake applications with optimum vehicle control, by the same driver action on the brake pedal. The uniqueness of the total system, and each circuit's function thereof, is explained in basic detail. In addition, the engineering, quality control, and assembly techniques to manufacture the vehicle with assurance that design intent is achieved, are discussed.

The design of an automotive instrument panel has become an increasingly complex job as product evolution in terms of customer safety, mechanical improvements, optional features and customer wants have altered the content of the automotive vehicle, and added substantially to the design requirements that must be observed in this area of the vehicle. To provide a perspective of the total job required to accommodate the changing and diverse standards and engineering requirements, this report will tell the story of the Ford Motor Company instrument panel design process. The report will cover all of the major considerations that affect the finished appearance of the design as well as the considerations required for customer convenience, and instrument panel serviceability.

Ford Motor Company introduced a new intermediate displacement, 4V engine in several 1970 model carlines. This paper describes the planning objectives, the engineering and development program, design features, and several manufacturing techniques for this engine.

For the past seven years, the Ford Motor Company has been working on the development of catalytic exhaust treating systems designed to minimize the emission of certain vehicle exhaust gas constituents. In 1959, the development of a low-temperature, catalytic-converter system for the oxidation of exhaust gas hydrocarbons was described in a paper presented to the SAE. That system, which used vanadium pentoxide as the catalyst, has since been extensively developed in a program that included 250,000 miles of converter evaluation on vehicles. Many of the basic system requirements and problems covered in those tests are relevant in vehicle applications of a catalytic converter system with any type of catalyst. With the insertion of a carbon monoxide limit in the California Exhaust Standard, work on the low-temperature, catalytic converter system was discontinued since this system did not, and was not designed to, oxidize carbon monoxide.