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This paper describes the OBD II System in the Volvo 850 Turbo. This car is equipped with a new engine, a 5-cylinder, in-line, 2.3 liter design, mounted transversely in the car. The system uses the new Bosch Motronic M4.3 Powertrain Control Module, The realization of the new diagnostic regulation is described with examples. The development of new, specialized diagnostic equipment is also described.

Flexible car body production, including prototyping, is one answer to the market targets where customers ask for an increasing number of models / variants and shorter lead time. The in-house interests of car builders are, besides investment and manpower flexibility, also improved product quality. Quality in body in white is mainly related to geometry (= high precision), to make sure that the final assembly shops will have the right conditions to keep customers satisfied (flush in doors, hood, fenders etc.). The consequences are that both the product and the process equipment have to be in a stable condition to guarantee low spread in the complete car-body. CAD technology is one of the keys to reach this goal, where: Off-line tooling Off-line programming Flow simulation Measurement strategy, off-line / in-line are the main powerful tools to reduce lead time as well as costs.

Galvanic corrosion of high purity die cast magnesium alloys AM50 and AZ91 was examined in accelerated atmospheric corrosion testing according to Volvo STD 1027,1375 for 6 weeks involving cycling of the relative humidity between 90% and 45% in combination with intermittent immersion in one of two NaCl-solutions (0.3% or 1.0%). The exposures were performed at two different CO2 levels; 0.01% and 0.3%. The initial general corrosion rate of the AM50 alloy is 50-100% higher than that of AZ91 depending on surface preparation. The corrosion weight loss of both materials depends linearly on salt load in the investigated range. CO2 has a moderate accelerating effect, being higher with decreased salt load. Extreme value analysis was used to evaluate the deepest pit distribution around the perimeter of mounted bolts in panels of AZ91 and AM50. Quite contrary to the general corrosion results, AZ91 showed 30% deeper pits than AM50.

Frontal collisions account for the majority of car accidents. Regulations have been in effect since the late sixties, aiming at assuring a basic safety performance for cars in this type of crash. From a legislative point of view tests as e.g. FMVSS 208 are about to be complemented by other frontal impact configurations. Two of the reasons behind this is to allow assessment also of asymmetric loads to the vehicle front and the level of passenger compartment intrusion. This paper offers a comparison of different frontal crash tests, including Volvo's Severe Partial Overlap Collision (SPOC) and offset tests against a deformable barrier. The methods are evaluated with respect to their results, both from a dummy performance point of view and based on car deformation characteristics. Also, the practicability and possible effect on vehicle designs are discussed.

This paper describes some of the engineering situations encountered during the development of a three point belt for the rear center seating position in a sedan car. The belt will be sold as an accessory for the after market. The reinforcement of the parcel shelf to achieve a sufficiently strong anchorage for the retractor and the geometrical locations of the belt anchorages are presented. The conflict between the geometrical requirements, the design and the visibility will be focussed. The need for updated requirements for belt installations in the rear center seating position will be pointed out. Data from the performed tests show that all demands from regulations and “in-house” requirements are fulfilled.