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The application of polyalkylene glycol (PAG) as a base stock for engine oil formulation has been explored for substantial fuel economy gain over traditional formulations with mineral oils. Various PAG chemistries were explored depending on feed stock material used for manufacturing. All formulations except one have the same additive package. The friction performance of these oils was evaluated in a motored single cylinder engine with current production engine hardware in the temperature range 40°C-120°C and in the speed range of 500 RPM-2500 RPM. PAG formulations showed up to 50% friction reduction over GF-5 SAE 5W-20 oil depending on temperature, speed, and oil chemistry. Friction evaluation in a motored I-4 engine showed up to 11% friction reduction in the temperature range 40°C-100°C over GF-5 oil. The paper will share results on ASTM Sequence VID fuel economy, Sequence IVA wear, and Sequence VG sludge and varnish tests. Chassis roll fuel economy data will also be shared.

A catalyzed ceramic filter has been used on diesel engines for diesel particulate matter emission control. A key design criteria for a diesel particulate filter is to maximize DPF performance, i.e. low back pressure and compact size as well as near continuous regeneration operation. Based upon the modeling and deep understanding of material properties, a DPF system design has been successfully applied on a high performance diesel engine exhaust system, such as the Audi R10 TDI, the first diesel racing car that won the most prestigious endurance race in the world: the 24 hours of Le Mans in both 2006 and 2007. The design concept can be used for other materials and applications

To address the automotive industry's initiative to maximize the utility of each component by decreasing both weight and cost to improve the performance and value of its products, it is logical to try to minimize the thickness of any part whose main function is ostensibly decorative. A example of such a candidate part on the vehicle would be the fascia and body side claddings. The fascia and claddings of vehicles do provide some impact resistance and resiliency functionality to vehicles, but more and more, the energy management functionality is being taken on by improvements in the engineering design and support systems behind the exterior part. The function of these exterior parts then, is, to a large degree, to be aesthetically pleasing when painted, and maintain their high quality fit and finish over the life of the vehicle. These applications are therefore justifiably subject to investigations into the reduction of their wallstock.

It is difficult, if not impossible; to select any single test that will model the expected performance of any hydraulic fluid in a wide range of hydraulic pumps made by many different manufacturers. Increasing pressures often encountered in new hydraulic pump applications compounds this problem. However, some basic assessment of hydraulic fluid performance is necessary for numerous reasons such as: developing an appropriate fluid purchase policy, international standard development, fluid classification and others. Since the now-classic standard tests such as: ASTM D-2882, DIN 51389 and others are simply inadequate for this task and also since the manufacturer, Eaton Inc., no longer manufactures these pumps, it has been necessary to develop an alternative testing strategy [1, 2 and 3]. The Bosch-Rexroth Corporation has developed a high-pressure piston pump test that has been an excellent predictor of hydraulic fluid performance for many years.

For many years the ASTM D2882 test method, using the V-104C Vane pump, served the industry well to evaluate the lubricating properties of hydraulic fluids at low pressures (< 2000 psi). However, at higher pressures in different types of pumps (i.e. piston pumps), this method may not be reliable enough to predict satisfactory lubrication performance in commercial applications. In this paper the V-104C pump will be evaluated in terms of vane contact force and film thickness parameters to assertain the possibility of using a modified bench test to better predict hydraulic fluid performance at higher pressures.

In a joint effort between Ford Motor Company, Visteon Automotive Systems, Textron Automotive Company, and Dow Automotive the 1999 Mercury Cougar instrument panel (IP) was designed and engineered to reduce the weight and overall cost of the IP system. The original IP architecture changed from a traditional design that relied heavily upon the steel structure to absorb and dissipate unbelted occupant energy during frontal collisions to a hybrid design that utilizes both plastic and steel to manage energy. This design approach further reduced IP system weight by 1.88 Kg and yielded significant system cost savings. The hybrid instrument panel architecture in the Cougar utilizes a steel cross car beam coupled to steel energy absorbing brackets and a ductile thermoplastic substrate. The glove box assembly and the driver knee bolster are double shell injection molded structures that incorporate molded-in ribs for added stiffness.

The major element of contact between the occupant, the vehicle and the road surface is the automobile seat. Flexible polyurethane foams are the material of choice for this application, not only because of the economies offered by large-scale molding operations, but also because the cushioning characteristics of the foam/seat assembly can be adjusted. The automotive original equipment manufacturers (OEM’s) worldwide are looking for optimization of the balance between foam weight and foam specifications, with more emphasis than ever on comfort and durability. This goes with specific requirements for the various foam pads, i.e., front cushion, rear cushion, front backrest and rear backrest. Commercially useful foams can be made from a variety of polyurethane molding chemistries.

The use of Low Pressure Moulding (LPM), in its many forms, is becoming more widespread in the Automotive Industry. Design and setup of this process generally relies on experience built up over years of working with the process and often several tool and process changes in the development phase in order to optimise the process. This paper outlines a method of designing for LPM using C-Mold® software from AC-Technology, and the experience of working with the process and materials, which will reduce the number of iterations required to design for LPM and further increase the benefits to be gained by use of the process. The paper shows some of the characteristics of the process and the extent to which this can be simulated using the software.

This paper will present data that is the result of testing several rigid plastics by exposure to several automotive fuels. The fuels were selected from a list of fuels that have been suggested by several customers in the automotive industries. They are representative of fuels in service today and fuels that are expected to be used in the future. The plastics were selected because they are candidates for use in the rigid components of fuel handling systems. These plastics might be used in fuel filter housings, quick connectors, fuel rails or throttle bodies. The data are presented to provide design engineers with some of the information necessary for the design of rigid plastic components for fuel handling systems.