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Engineers doing squeak and rattle testing of instrument panels (IP's) have successfully used large electrodynamic vibration systems to identify sources of squeaks and rattles (S&R's). Their successes led to demands to test more IP's, i.e., to increase throughput of IP's to reflect the many design, material, and/or manufacturing process changes that occur, and to do so at any stage of the development, production, or QA process. What is needed is a radically different and portable way to find S&R's in a fraction of the time and at lower capital cost without compromising S&R detection results.

A laboratory wear test is used to evaluate the wear protection properties of new and used engine oils formulated for FFV service. Laboratory-blended mixtures of these oils with methanol and water have also been tested. The test consists of a steel ball rotating against three polished cast iron discs. Oil samples are obtained at periodic intervals from a fleet of 3.0L Taurus vehicles operating under controlled go-stop conditions. To account for the effects of fuel dilution, some oils are tested before and after a stripping procedure to eliminate gasoline, methanol and other volatile components. In addition to TAN and TBN measurements, a capillary electrophoresis technique is used to evaluate the formate content in the oils. The results suggest that wear properties of used FFV lubricants change significantly with their degree of usage.

This paper outlines the key elements in a laboratory reliability verification test program for an automotive sub-system. Many of these elements are described in some detail through the various stages of development from prototype concept to production. By means of an actual case study, verification testing of the 1970 Ford Anti-Theft Steering Column, steps required to design tests which yield meaningful information and the rationale used to analyze the results are presented. The steering column on a late model automobile is a complex system which combines several functions and features; steering, shifting, warning devices (turn signal and emergency flashers), ignition switch, anti-theft devices plus several safety features. The effectiveness of the overall verification program is evaluated through the presentation of actual field-feedback results.

A series of tests have been performed on a production vehicle to determine the characteristics of the external turbulent flow field in wind tunnel and road conditions. Empirical formulas are developed to use the measured data as source levels for a Statistical Energy Analysis (SEA) model of the vehicle structural and acoustical responses. Exterior turbulent flow and acoustical subsystems are used to receive power from the source excitations. This allows for both the magnitudes and wavelengths of the exterior excitations to be taken into account - a necessary condition for consistently accurate results. Comparisons of measured and calculated interior sound levels show good correlation.

A survey of industrial control computer applications presently operational in this user's facilities revealed an approximate 50/50 division between those that were internally and externally implemented. Problems encountered in the planning, launching, and follow-up phase of system installation were found to be common to both internal and external system implementations and are categorized and evaluated as being inherent and environmental in nature. In an effort to avoid anticipated problems characteristic of a computerized installation, proper staffing as an inhouse project team is essential. During the process of developing inhouse talent, three plateaus of system implementation maturity are attained. These plateaus range from complete dependency upon outside assistance to “do it yourself” inhouse implementation. Flow charts are developed to depict typical decision paths leading to a plateau of system implementation most appropriate for the particular user “turnkey dilemma.”

In nowadays market, highlighted by global products, companies are pushed to sell products that comply with legal and customer requirements in different countries and, not unusually, different continents. In order to achieve such challenge, and pressed to reduce project and production costs, companies are spreading design centers around the world, based on regional expertise. These excellence centers must work together to benefit from synergies and local skills from different regions. Such projects are staffed by Virtual Team (BINDER, 2007), whose members barely face each other. This means teams will work frequently with people they have never met, who live on different time zones and have different cultures. As a consequence, communication is done basically through computer-based media, mainly based on emailing, and must be even clearer and more direct than with the people who work on the next desk.

In 1985, the Body Division of the Automotive Corrosion and Prevention Committee of SAE (ACAP) concluded that an automotive body corrosion survey for public consumption was needed. The committee proceeded to develop a survey methodology and conducted surveys in the Detroit area every second year starting in 1985. The survey is a closed car parking lot survey of nineteen panels or partial panels checking for perforations, blisters and surface rust. Similar surveys have and will continue to be conducted at biyearly intervals for comparison purposes to track the results of industry wide corrosion protection “improvements”. This is a report of the results of the first three surveys. THE ACAP COMMITTEE BODY DIVISION has now completed the third in its series of biyearly surveys. It is now possible to see some very clear results of industry actions and some indication of future performance.

Since 1985, the Body Division of the Automotive Corrosion and Prevention Committee of SAE (ACAP) has conducted biannual surveys of automotive body corrosion in the Detroit area. The purpose of these surveys is to track industry wide corrosion protection improvements and to make this information available for public consumption. The survey consists of a closed car parking lot survey checking for perforations, blisters, and surface rust. This paper reports the results of the five surveys conducted to date.

This report is a comprehensive investigation into the use of resin transfer molded glass fiber reinforced plastics in a structural application. A pickup truck cab structure is an ideal application for plastic composites. The cab is designed to fit a production Ranger pickup truck and uses carryover frame and front end structure. The cab concept consists primarily of two molded pieces. This design demonstrates extensive parts integration and allows for low-cost tooling, along with automated assembly.

Structural composite materials offer automotive engineers an excellent opportunity to produce automotive components that achieve weight savings, improved NVH (noise, vibration, and harshness) and inherent corrosion protection. Components designed and fabricated from automotive structural composite systems have demonstrated these capabilities during laboratory and in-service durability testing. Components evaluated to date have been employed in areas of the vehicle not likely to encounter high temperatures and with controlled exposure to harsh environments. More extensive use of structural composites will demand that future structural components be located in areas where they will likely encounter a wider range of temperature extremes as well as increased exposure to various environmental and automotive fluids.

The salt spray test has been an industry wide standard corrosion test since its conception in 1914. A literary review of its history shows that it has· always been thought of as inconsistent and unreliable but, for a variety of reasons, has continued to be used. A study of more than 55 salt spray cabinets was performed using a controlled lot of parts and questionnaires on cabinet operation. Although the tested parts varied from mildly corroded to extremely rusted no factor could be found to account for the differences. Although the test has its uses it should be studied by an industry formed committee which should make recommendations as to further standardization and corrections to the test. A lengthy chronological bibliography aids the reader in further study and reference.

Gas carburized and quenched low alloy steels typically produce surface microstructures which contain martensite, retained austenite and often NMTP's (non-martensitic transformation products). The NMTP's are caused by a reduction of surface hardenability in the carburizing process from loss of alloying elements to oxidation. Gas carburized low alloy steels such as SAE 8620 with NMTP's on the surface have been shown to have inferior bending fatigue properties when compared to more highly alloyed steels which do not form NMTP's, such as SAE 4615M. One method of minimizing the formation of oxides and eliminating NMTP formation during carburizing and quenching is to use plasma carburizing instead of conventional gas carburizing. In this study the microstructures and bending fatigue performance of plasma carburized SAE 8620 and SAE 4615M is compared to the same alloys conventionally gas carburized and quenched.

This paper describes the rapid development of the Ford GT transmission, from concept phase to production, where the technical challenges involved are implicit in the specifications provided. It presents the steps taken at a project management level to expedite development, as well as the tools used to design and rate components at the design stage. Examples of concurrent engineering are given as well as management techniques used to predict and address key risks. In addition, details of analysis and test procedures are given, underlining their contribution to the rapid introduction of the transmission to the market place.

A small-scale oxidation test for automatic transmission fluids has been developed. In the test air flow rates, temperature and catalytic activity can be closely controlled at desired levels. A test procedure for screening automatic transmission fluids is described. Data are presented illustrating the ability of the test to distinguish between different levels of oxidation resistance, the repeatability of the test, and the correlation achieved thus far with a presently used full-scale transmission oxidation test.

Sound attenuation and flow loss reduction are often two competing demands in vehicle breathing systems. The present study considers a full vehicle exhaust system and investigates both the sound attenuation and the flow performance of production configurations including the catalyst, the resonator, and the muffler. Dynamometer experiments have been conducted with a firing Ford 3.0L, V-6 engine at wide-open throttle with speeds ranging from 1000 to 5000 rpm. Measurements including the flow rates, the temperatures and the absolute dynamic pressures of the hot exhaust gases at key locations (upstream and downstream of every component) with fast-response, water-cooled piezo-resistive pressure transducers facilitate the calculation of acoustic performance of each component, as well as the determination of flow losses caused by these elements and their influence on the engine performance.

Erosion damage to automotive car bodies caused by stones and small sand particles and road debris significantly affects the appearance of paint. Painted engineering plastics as well as precoated sheet steel are affected by erosion phenomenon. Erosion of painted plastic substrates results in cosmetic concerns while that on metal substrates results in cosmetic to perforation corrosion. This work describes a laboratory simulation of erosion of painted plastic substrates by small particles on various paint and substrate types. Gloss loss was used to quantitatively evaluate erosion of painted surfaces. Wear behavior of painted plastic substrates to slag sand impact was evaluated as a function of several variables including paint type (one-component melamine crosslinked (1K) vs. two-component isocyanate crosslinked (2K)), thermal history, and coating modulus. The effect of slag sand type (particle size and chemical composition) was studied.

The presence of a foreign substance on or within a polymer often affects the mechanical, chemical and thermal properties of the material. The change in strength and rigidity of a polymer resulting from the plasticizing action of a sorbed chemical or due to the withdrawal of an added plasticizer by the leaching operation can seriously affect the useful life of the material. In the real engineering world, incompatible chemicals and lubricants get onto various plastic components unexpectedly through design, manufacturing processes, customers services and repairs. This paper presents a number of case-studies which illustrate how undesirable chemicals found on plastic parts can affect product performance and cause damage to the parts.

This book presents an analysis on the potential effects of globalization on the automotive industry and the environment. Energy challenges, market economy growth, and population dynamics are considered. The authors also present future scenarios for transportation technologies to meet the ever growing global demand for transportation of goods and services while minimizing energy and environmental impacts and maximizing cost, value and widespread acceptance.

Ford Motor Company has established within its global Ford Product Development System (FPDS), a vehicle product system which strives to maximize recyclability and recoverability while minimizing the total environmental impact of vehicles. One aspect of how the automotive industry can move towards sustainability is to include sustainable materials like recycled and natural materials in its products as well as in its manufacturing process. Additional examples of using materials imparting low life cycle impact exist in both in the US and Europe. By introducing sustainable materials in mass production, huge figures for reducing environmental burdens result, for example, worldwide 140 million pounds of recycled non-metalic materials have been used just for Ford vehicles alone.

The tremendous growth of complexity in automotive control system electronics in the past 30 years has driven the industry to employ ever more advanced development techniques, ranging from formally managing functional architecture to employing more sophisticated functional safety development processes. The industry now finds itself facing emerging trends that will include more vehicle electrification, connectivity, personalization, and automation. Contextual and location awareness will also play larger roles. In light of these trends, vehicle control development processes will need to continue to evolve. This paper will explore some of the challenges that automakers will face as they move to incorporate these new technologies.