Automotive Engineering - September 2019

AUTOMOTIVE
ENGINEERING ®
Engineering the
2020
Corvette
PLUS:
Stuck on
structural
adhesives
New materials
for ADAS
sensors
Inside VW’s
SilV lab
September 2019 autoengineering.sae.org

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CONTENTS
FEATURES REGULARS
20 Engineering the 2020 Chevrolet 4 Editorial: There is no substitute for
Corvette COVER STORY ‘Automotive Grade’
The eighth-gen (C8) Corvette is a creative mix of novel and traditional 6 Standards News
technical solutions — unleashed at a shockingly low base price.
8 Supplier Eye
25 Stuck on structural adhesives MATERIALS 9 What we’re driving
As the need for lighter materials and enhanced body performance
intensifies, structural adhesives flourish as a materials-joining solution. 10 Technology Report
10 Latest mass-reducing innovations honored by
28 Rethinking ADAS materials Altair | MATERIALS
LIGHTWEIGHT MATERIALS | SENSORS 13 GM underway with plan to build U.S. electric-
New specialized thermoplastics offer greater design freedom to vehicle charging infrastructure | ELECTRIFICATION
improve sensor performance and packaging, at reduced cost.
14 Ford ‘cranks’ it up with another big V8 for
30 Inside VW’s expanding Silicon Mustang | PROPULSION
Valley lab RESEARCH & DEVELOPMENT 15 ZF shifts EV transmission efficiency up a gear |

ELECTRIFICATION
The pioneering California innovation hub enters its third decade on
a new wave of innovation. 16 Road Ready
16 2020 Hyundai Palisade: New chassis,
Atkinson V6
ON THE COVER 18 Ford returns to OHVs for new commercial-
The spirit of Zora Arkus-Duntov is alive and well in the eighth- truck V8
generation 2020 Chevrolet Corvette. Our first look at the all-new
mid-engine platform, LT2 V8, dual-clutch transmission, multi- 33 Product Briefs
materials matrix and more are detailed in this month’s cover story. Spotlight: Materials and Testing & Analysis Tools
(Cover photo: Steve Fecht/GM)
38 Reader Feedback
39 Companies Mentioned, Upcoming,
Ad Index
Follow us on social media
40 Q&A
American Battery Solutions Inc.’s Subash Dhar
@SAEAutoMag @saeaei SAE Magazines

Automotive Engineering®, September 2019, Volume 6, Number 8. Automotive Engineering
(ISSN 2331-7639) is published in January, February, March, April, May, June, September,
October, and with combined issues July/August and November/December by Tech Briefs
Media Group, an SAE International Company ®, 261 Fifth Avenue, Suite 1901, New York, NY
10016 and printed in Mechanicsburg, PA. Copyright © 2019 SAE International. Annual print
subscription for SAE members: first subscription, $15 included in dues; additional single copies,
30
$30 each North America, $35 each overseas. Prices for nonmember subscriptions are $115
North America, $175 overseas. Periodicals postage paid at New York, and additional mailing
offices. POSTMASTER: Please send address changes to Automotive Engineering, P. O. Box
3525, Northbrook, IL 60062. SAE International is not responsible for the accuracy of
information in the editorial, articles, and advertising sections of this publication. Readers
should independently evaluate the accuracy of any statement in the editorial, articles, and
advertising sections of this publication that are important to him/her and rely on his/her
independent evaluation. For permission to reproduce or use content in other media, contact
copyright@sae.org. To purchase reprints, contact advertising@sae.org. Claims for missing
issues of the magazine must be submitted within a six-month time frame of the claimed
issue’s publication date. The Automotive Engineering title is registered in the U.S. Patent and
Trademark Office. Full issues and feature articles are included in the SAE Digital Library. For
additional information, free demos are available at www.saedigitallibrary.org.
(ISSN 2331-7639 print)
(ISSN 2331-7647 digital)
Audited by
2 September 2019 AUTOMOTIVE ENGINEERING

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EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
Bill.Visnic@sae.org PA/DE:
Desiree Stygar
EDITORIAL
Lindsay Brooke
+1.908.300.2539
Editor-in-Chief
dstygar@techbriefs.com
Lindsay.Brooke@sae.org
Midwest/Great Lakes:
Paul Seredynski
IN, MI, WI, IA, IL, MN
Senior Editor
Chris Kennedy
Paul.Seredynski@sae.org
+1.847.498.4520, x3008
Ryan Gehm ckennedy@techbriefs.com
Associate Editor
Midwest/Central Canada:
There is no substitute for ‘Automotive Grade’ Ryan.Gehm@sae.org
Jennifer Shuttleworth
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
Associate Editor +1.847.223.5225
When you get in a vehicle and push the a discussion titled “State of the Art: Jennifer.Shuttleworth@sae.org bobc@techbriefs.com
‘start’ button, you’re betting that the ma- Connected and Automated Vehicle Lisa Arrigo Southern CA, AZ, NM,
Custom Electronic Rocky Mountain States:
chine will get you to your destination Technologies,” panelists admitted that Products Editor Tim Powers
Lisa.Arrigo@sae.org +1.424.247.9207
safely and reliably, regardless of the driv- realizing the connected-autonomous tpowers@techbriefs.com
ing conditions. Lives are at stake the mo- future is proving to be a greater chal- Contributors Northern CA, WA, OR,
Western Canada:
ment you lift off the brake pedal. lenge than the AV utopians imagined. Kami Buchholz Craig Pitcher
Detroit Editor
A high level of reliability and a su- Willard Tu, senior director at comput- +1.408.778.0300
cpitcher@techbriefs.com
Stuart Birch
premely robust useful life are what sepa- er-chip maker Xilinx, noted that silicon European Editor
rate Automotive Grade products from producers are struggling to keep pace Terry Costlow International
Electronic Technologies Editor
mere consumer-grade stuff. The old “10 with the mobility sector’s develop- Europe – Central & Eastern:
Bradley Berman Sven Anacker
years and 100,000 miles” design bogey ments. Because of the growing need for U.S. West Coast Editor Britta Steinberg
long used in vehicle development is now speed in this area, he offered that per- Dan Carney, Bruce Morey,
+49.202.27169.11
sa@intermediapartners.de
15 years and 150,000 miles, and it’s be- haps it was time to loosen the adher- Don Sherman, Paul Weissler steinberg@intermediapartners.de
come the design-life baseline for every- ence to Automotive Grade practices. Europe – Western:
thing from camshafts to cameras. Some audience members I spoke DESIGN Chris Shaw
+44.1270.522130
chris.shaw@chrisshawmedia.co.uk
Engineering new electrical, with later chalked up Mr. Lois Erlacher
electronic, and mechanical Is the need Tu’s suggestion to being

Creative Director
Ray Carlson
China:
Alan Ao
to speed
+86.21.6140.8920
components and systems yet another “deploy first, Associate Art Director alan.ao@sae.org
to automotive-level thermal validate later” comment
extremes (-40C to 125C) is development born of tech-sector busi- SALES &
Japan:
Shigenori Nagatomo
+81.3.3661.6138
second only to meeting
military-grade (-55C to
worth loosening ness culture. But it was
provocative enough to
MARKETING Nagatomo-pbi@gol.com
South Korea:
the industry’s
Joe Pramberger
Publisher Eun-Tae Kim
125C) spec. elicit a measured response joe@techbriefs.com +82-2-564-3971/2
adherence to
ksae1@ksae.org
By comparison, commer- from Tu’s fellow panelist, Debbie Rothwell
cial and industrial product Farid Khairallah, ZF’s port- Marketing Director
metrics—including those Automotive folio director for safety

drothwell@techbriefs.com
Martha Tress
Integrated Media
Consultants
for popular consumer Grade practices? domain control units. Recruitment Sales Manager
+1.724.772.7155 Angelo Danza
electronics—are a cinch. Mr. Khairallah chal- Martha.Tress@sae.org +1.973.874.0271
adanza@techbriefs.com
The rigor of Automotive Grade product lenged Tu on what he indicated would Christian DeLalla
development is a benchmark that has be an ill-advised route for the industry. REGIONAL +1.973.841.6035
christiand@techbriefs.com
proven its worth for more than a century. His subtle reply was reinforced in video SALES Casey Hanson
And it’s arguably even more valuable for clips showing ZF vehicle tests in which North America +1.973.841.6040
chanson@techbriefs.com
sensor-based, safety-critical electronic sensor arrays didn’t perform as expect- New England/Eastern Canada:
ME, VT, NH, MA, RI, QC Patrick Harvey
systems going forward. Says a systems ed. In one clip, the onboard camera Ed Marecki +1.973.409.4686
pharvey@techbriefs.com
engineer friend who works at Boeing’s mistook a toll booth for a truck. In an- +1.401.351.0274
emarecki@techbriefs.com Todd Holtz
Vertical Lift division, “’Automotive Grade’ other clip, a wind turbine blade being CT: +1.973.545.2566
tholtz@techbriefs.com
means meeting all engineering specs at transported on a flatbed trailer con- Stan Greenfield
+1.203.938.2418 Rick Rosenberg
60 jobs an hour while driving down the fused the test vehicle’s sensors. These greenco@optonline.net +1.973.545.2565
unit cost year after year. And that’s an are typical AV development issues, to Mid-Atlantic/Southeast/TX: rrosenberg@techbriefs.com
MD, DC, VA, WV, TN, NC, SC, GA,
eternal hurdle for those of us in the air- be sure, but they would likely be far FL, AL, MS, LA, AR, OK, TX
Scott Williams
+1.973.545.2464
Ray Tompkins
planes-and-rotorcraft world.” more serious without an unrelenting +1.281.313.1004
swilliams@techbriefs.com
As a study conducted by the Linux focus on Automotive Grade, and its rayt@techbriefs.com
Foundation, concluded, “No wonder the backbone of standards and qualifica- SUBSCRIPTIONS
product development cycle for automo- tions including AEC-Q200, ISO 26262, +1.866.354.1125
AUE@OMEDA.COM
tive companies is so much longer than and SAE J1879.
for technology companies.” Automotive systems demand devel-
And so, it was surprising for me to opment, testing and validation process- REPRINTS
Jill Kaletha
hear skepticism aimed at the value of es that remain tougher than those used +1.574.347.4211
automotive-grade engineering, during for consumer-grade products. Human jkaletha@mossbergco.com
the Center for Automotive Research’s lives depend on it.

2019 Management Briefing seminars. In Lindsay Brooke, Editor-in-Chief

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SAE STANDARDS NEWS
SAE embraces micromobility and its macro challenges
B
ike lanes aren’t just for bikes anymore. mobility partners, address these issues. One of
And in many cases, pathways aren’t her first tasks with micromobility is establishing
just for pedestrians. Tiny vehicles are a common vocabulary. Currently in develop-
rapidly altering the way many people ment, SAE J3194 (Recommended Practice –
who live in cities travel short distances. They’re Taxonomy and Classification of Micromobility
also raising questions and concerns within the Vehicles) will provide a foundation of effective
greater mobility ecosystem. communication to help facilitate adoption and
SAE International’s charge is to embrace op- understanding of the new vehicles.
portunities and tackle challenges presented by “Everybody has a different definition, and
the evolving transportation landscape. That now there is no right or simple answer,” Chang as-
includes micromobility—the rapidly-growing serts. “SAE is developing the taxonomy because
travel mode that includes electric bicycles and Jennifer we have this traditionally black-and-white divi-
electric scooters. Shuttleworth sion.” The sides are defined as non-motorized
“Micromobility brings this kind of promise to Associate Editor transport, a.k.a., “active transportation,” which is
serve that short-distance trip. Trips that are a Jennifer.Shuttleworth propelled solely by human power, while the
little bit too long to walk—awkwardly short to @sae.org “motorized transport” category is comprised of
drive, so within one or two miles to five miles conventional motor vehicles (e.g. passenger cars
distance,” noted Annie Chang, SAE’s Manager, and trucks).
Emerging Mobility. New SAE In addition, Chang explained that new types
“We see new modes of affordable mobility
becoming part of our lives,” said Jack Pokrzywa,
standard of micromobility vehicles that continue to enter
the marketplace are difficult to categorize. Some
SAE Director of Global Ground Vehicle J3194, now in seem, on first glance, to be toys that cross the
Standards. “Micromobility is one of them. We
don’t need to drive a car to get an ice cream a
development, threshold into micromobility vehicle—and from
micromobility vehicle to conventional motor
mile away. It could be a e-bike, an e-scooter or will help vehicle. “We’re trying to figure out a way to de-
e-skateboard. These new modes of mobility
present new options we never had. And advanc-
establish fine those thresholds and what parameters we
should be using,” she said.
ing mobility is SAE’s mission.” a common J3194 will provide a set of terminology “so
Due mainly to the rapid proliferation and language that for example, we can look at an electric
adoption of shared electric scooters in cities, skateboard and classify it as a powered non-
some bumps in the road have emerged. They around e-bikes, self-balancing board per SAE J3194.” A criterial
include a spike in injured scooter riders and scooters, guideline is being developed that outlines the
curbspace management issues caused by riders different technical elements that a vehicle must
randomly abandoning their scooters and bikes and other meet for it to be considered a micromobility ve-
wherever they choose (described in one city as micromobility hicle. The new Recommended Practice will be a
“scootermageddon”). All of which have contrib-
uted to curbspace management issues, contro-
devices. living document that will be revisited as the in-
dustry evolves.
versy, and incendiary reactions from the non- Also in the works is formation of the Mobility
scootering public. Data Collaborative to develop a framework of
Chang elaborated, “How do we regulate these best practices to support effective and secure
things, and how can we ensure the safety of mobility data sharing.
these vehicles for the riders, as well as those SAE’s newly-launched micromobility website
who are sharing the road with these riders? And, (www.sae.org/micromobility) contains informa-
how can we all work together to do it?” tion about new developments in this emerging
Chang’s job as manager of Emerging Mobility technology, and in the micromobility industry
is to help SAE, as a neutral convener among in general.

WHO IS
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SUPPLIER EYE
The value - and risks - of Technology Testbeds
T
he world has been awaiting the arrival of propulsion), lessons will be learned and applied
the latest generation Chevrolet Corvette across a spectrum of applications.
for some time. This past July, among Technology incubators such as the C8 Corvette
much fanfare the mid-engined C8 (8th allow OEMs to absorb higher costs and the lack
generation of this iconic nameplate) Stingray of scale to control the risk of introducing impor-
was revealed to the world. As an early owner of tant new technologies. Scores of innovations such
the C7, I know my car will be the last front-en- as anti-lock brakes, airbags, radars, forward cam-
gined Corvette. And while some fellow enthusi- eras, head-up displays, engineering plastics, light
asts are defiantly asserting that “real” Corvettes metals and new forms of LED lighting were
have their engines ahead of the driver, there is launched on low-volume nameplates then slowly
no looking back. rolled out in a measured fashion – some taking
Nostalgia aside, this industry is always in need Michael Robinet decades until full adoption. Simply too much risk
of ‘technology testbeds’, a role that Corvette has Managing Director would be in play to introduce these innovations in
played since the C1 debuted in 1953. Such pro- IHS Markit a haphazard format.
duction vehicles stretch the limit in terms of per- michael.robinet In the next decade, OEMs will need to stretch
formance, design, efficiency, or all of the above. @ihsmarkit.com the envelope further and faster due to the un-
During the past decade, General Motors has in- precedented industry change. The intersection
troduced other products which the organization, of regulated vehicle efficiency, and the safety
suppliers and dealers have been using as incu- Technology and convenience benefits of automated driving,
bators for related technologies, business pro-
cesses, and new sourcing models.
incubators brings the unavoidable consequence of higher
investment and operating costs. Only improving
These groundbreaking vehicles also include such as the scale economies, swifter consumer acceptance
the Chevrolet Bolt EV (driving range, packaging
and supplier interaction), and the short-lived
C8 Corvette and adjustments by the ecosystem can speed
these along.
Cadillac CT6 sedan with Super Cruise (true SAE allow OEMs to Testbed offerings can be utilized to alter the
Level 2 automated driving capability). Along
with the C8 Corvette, these vehicles are critical
absorb higher perception and image of a brand. Porsche’s up-
coming Taycan EV will alter the perception of
to technology adoption and improvements costs and the Porsche for many purists who live by the hum of
through proving new concepts in the real world lack of scale to a flat 6. Ford’s been there and done it, however,
– ideas that are eventually being applied to oth- changing the minds of millions of F-Series cus-
er offerings within the portfolio. control the risk tomers (and delighting them) with aluminum
Lessons learned and data collation of BEV of introducing bodies and downsized, turbocharged V6s.
systems and customer use/interaction with the Tesla’s done the same with its over-the-air up-
Bolt is being applied to future BEVs. While the important new dates, as has Toyota with hybrids in general.
CT6 is slated for an early retirement, lessons technologies. And we expect the looming wave of new
from its Super Cruise and the data accumulated Volkswagen BEVs to do the same.
is already being used to improve next genera- While it is up the OEM to commit resources to
tion autonomous systems. ground-breaking technology, in the end it is sup-
And the new Corvette? While it is doubtful pliers who take the biggest risks. Only the brave
that GM will proliferate the C8’s mid-engine strive to re-invent themselves. Look for this in-
structure to other nameplates other than per- dustry to stretch its use of lower-volume tech
haps Cadillac (potentially with battery-electric incubators even further and faster in the future.

WHAT WE’RE
DRIVING
2019 Volvo S60 T6 2019 Hyundai Kona 2019 Volkswagen
AWD R-Design Ultimate AWD Jetta GLI
As the sporting player in Volvo’s The Hyundai Kona was this year’s North The sixth-generation 2019 Jetta GLI now
C-segment sedan lineup, this all-wheel American Utility Vehicle of the Year joins the range of Volkswagen models
drive, turbocharged-and-supercharged (NAUVOY), sharing this accolade with its leveraging the excellent MQB front-drive
R-Design S60 faces benchmark competi- EV variant. The model Hyundai loaned architecture. It also re-establishes a spar-
tion in the BMW 3-Series, Audi A4 and us is one of five gasoline-engine trims, kling-good sport sedan, reaffirming
Mercedes-Benz C-Class. In pure perfor- the almost top-spec Ultimate. one’s faith that Volkswagen still can ex-
mance, the stylish Swede stacks up nicely ecute what used to be its prime calling
against the Germans: Its 316 hp (236 kW) card: entertaining vehicle dynamics at an
pushes the 3,900 lb (1769 kg) car plus my affordable price.
200-lb (91 kg) of dead weight from a
standstill to 60 mph (97 km/h) in 5.5 s,
according to my stopwatch. Dynamically,
the S60 T6 (not my choice of nomencla-
ture, as it’s a 4-cyl., not a six) feels solid
and secure, if not exceptionally nimble,
when pushed hard in the corners. Checking the AWD option box ($1,400
across all trims) also nets a fully-inde-
pendent multilink rear suspension versus
the standard torsion-beam setup for The GLI’s 2.0-L turbocharged four-
front-drivers. Our AWD Ultimate press cylinder is a treat, even if its 228-hp
vehicle also benefitted from the lineup’s (170 kW) rating is a little calm in the
higher-spec 1.6-liter turbocharged 4-cyl. ubiquitous turbo-2.0-liter engine class.
rated at 175 hp (130 kW) and 195 lb-ft It revs robustly to its 6500-rpm redline
(264 Nm). It delivers ample thrust for a and the max torque of 258 lb-ft (350
3,200-lb (1452-kg) compact ute. Nm) weighs in with a plump linearity
But where the S60 R-Design clearly The lower two Kona trims provide a that similar engines can’t match.
beats the others is inside, the area where standard 6-speed automatic, with the Further supporting the contention
Volvo shows its taillamps to the other top three trims boasting the eager that VW’s back on its game, the GLI’s
premium brands. The S60’s cabin is a 7-speed EcoShift automated dual- 6-speed manual transmission is pretty
beautifully integrated blend of rich ma- clutch transmission. For those accus- special: brilliantly-considered “weight”
terials and tasteful accents – brushed tomed to a larger SUV or pickup, the and effort, excellent mechanical feel
aluminum of the lower IP contrasting 5-door, 5-passenger Kona hatchback without a hint of notichiness. Every au-
with deep ebony, offset by delightful-to- makes you feel like you just shed 100 tomaker still interested in offering man-
touch control knobs. The front seats are pounds on a fad diet. ual ‘boxes could stand to emulate the
both handsome and comfortable. Rear- The flip-side to the Kona’s refreshingly GLI’s gearshift—yes, even you, Honda.
seat legroom is excellent, as my 37-in. compact form-factor is a back seat best Volkswagen’s recurring bugaboo—
(940-mm) inseam can attest. inflicted only on good friends or small value—gets at least a fair shake here.
The heavily-optioned test car’s bags. In daily use, however, the SUV Although this front-driver (all-wheel
$55,490 sticker included a $2,500 form factor is entirely practical, easily drive is not available) in 35th
‘Advanced Package’ with head-up dis- swallowing cargo from grocery and Anniversary Edition trim had a manual
play, full LED lighting with headlamp Home Deport runs. With the rear seats transmission, manual-adjust cloth
FROM LEFT: VOLVO CARS; HYUNDAI; BILL VISNIC
cleaning system and Volvo’s ‘Pilot Assist’ folded, the Kona provides an ample 45.8 seats, no nav or satellite radio and few
(SAE Level 2) automated driver-assis- ft2 of cargo space. other features, the $27,890 price is
tance system that generally behaved The Kona is a genuinely fun and prac- quite digestible.
well on the open road. And while there’s tical little runabout, particularly in the Add in scrumptious damping (the
still luxury and feature headroom in sporty AWD Ultimate trim. The turbo 4-setting DCC adaptive suspension pro-
higher-priced S60 models (including the engine is willing and efficient when vides controlled glide over almost every
400-hp/298-kW T8 plug-in-hybrid), I’d combined with the 7-speed transmis- surface) and the Jetta GLI is a convincing
put my hard-earned kronors on the AWD sion, and the fully independent suspen- riposte to those who whine nobody’s
T6 R-Design to strike the ideal balance in sion encourages you to take advantage making good sport sedans anymore, par-
a premium sports sedan. of the Kona’s able transient responses. ticularly for those with modest budgets.
Lindsay Brooke Paul Seredynski Bill Visnic
AUTOMOTIVE ENGINEERING September 2019 9

TECHNOLOGY
REPORT
MATERIALS SAE INTERNATIONAL
Latest mass-reducing innovations honored by Altair BOARD OF DIRECTORS
The latest-generation Paul Mascarenas, OBE

(JL) Jeep Wrangler President
won the Full Vehicle
Mircea Gradu, PhD
high-volume
2018 President
production category
for its comprehensive Todd Zarfos
multi-material 2020 President Elect
strategy.
Pascal Joly
Vice President – Aerospace
Ken Washington, PhD

Vice President – Automotive
Landon Sproull
Vice President –
Commercial Vehicle
Pierre Alegre
Treasurer
The fourth-generation Jeep Wrangler, which the author, editor-in-chief of SAE’s Truck & Off- David L. Schutt, PhD
Chief Executive Officer
eliminated 92 kg (203 lb) compared to the previ- Highway Engineering magazine).
ous-generation vehicle, and Ferrari’s Portofino, Judges obviously considered the mass-cut- Gregory L. Bradley, Esq.
which is 80 kg (176 lb) lighter yet 35% stiffer than ting efficacy of the technologies, but cost re- Secretary
the outgoing California T it replaces, were the Full duction, improved performance, part count
Vehicle category winners of the 7th annual Altair reduction and applicability to other vehicle Donald Nilson
Enlighten Awards, the widely-anticipated light- programs were other major metrics. “Cost is an
weighting competition sponsored by Altair and important component,” Carla Bailo, president Jeff Varick
presented at the Center for Automotive and CEO at CAR, asserted during the awards Rhonda Walthall
Research (CAR) 2019 Management Briefing ceremony. “It’s easier to reduce weight when
Seminars (MBS) conference in Traverse City, Mich. cost isn’t a consideration—but to do both is a
In the competition’s Module category, mega- challenge and true accomplishment.” SAE International Sections
SAE International Sections are local
supplier ZF won for its latest low-mounted Full Vehicle—Winning the high-volume pro- units comprised of 100 or more SAE
knee airbag design that replaces the typical duction segment, the Wrangler boasts a multi- International Members in a defined
technical or geographic area. The purpose
metal housing with an industry-first fabric material strategy employing aluminum, sheet of local Sections is to meet the technical,
housing. Material Sciences Corp. (MSC) won molding compound (SMC) and high-strength developmental, and personal needs of the
SAE Members in a given area. For more
top honors in the Enabling Technology cat- steel (HSS). Nearly 15 kg (33 lb) were added to information, please visit sae.org/sections
or contact SAE Member Relations Specialist
egory for MSC Smart Steel, the first ever spot- the previous-gen (JK) body for NVH, safety and Abby Hartman at abby.hartman@sae.org.
weldable, low-density composite laminate to other functional objectives, but 66 kg (145 lb) of
be used in a body application. lightweighting was achieved to make the new JL
The Future in Lightweighting category win- body system 51 kg (112 lb) lighter than its prede- SAE International
Collegiate Chapters
ner again was determined by MBS attendees, cessor, a greater-than-12% reduction. Body-in- Collegiate Chapters are a way for SAE
who selected a feasibility study for an ultra- white (BIW) material and design optimization International Student Members to get
together on their campus and develop
lightweight vehicle seat that resulted from a accounted for 24.7 kg (54 lb) of that savings, the skills in a student-run and -elected
collaboration between Alba Tooling & Al-intensive closures another 36.3 kg (80 lb) and environment. Student Members are vital
to the continued success and future of
Engineering, Automotive Management the move from standard SMC to low-density SMC SAE. While your course work teaches
you the engineering knowledge you
Consulting GmbH and csi entwicklungstechnik for the hardtop cut an additional 5 kg (11 lb). need, participation in your SAE Collegiate
GmbH. This category, reserved for technology “This is the most extensive use of high- Chapter can develop or enhance other
important skills, including leadership,
that has not yet been employed on a commer- strength steels [at 79%] you’ll see on any time management, project management,
cial-production vehicle platform, was narrowed frame,” said James Truskin, FCA technical fel- communications, organization, planning,
delegation, budgeting, and finance. For
to nine finalists by the international judging low – body advanced architecture, noting the more information, please visit students.
panel, consisting of experts from industry, aca- new-generation Wrangler’s frame is 52.5 kg sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
FCA
demia and the engineering media (including (116 lb) lighter than the previous one. Hartman at abby.hartman@sae.org.

TECHNOLOGY REPORT
The result of a four-year development

program, this year’s low-volume pro-
duction category winner, the 2018
Portofino, benefitted from Ferrari engi-
neers’ intense focus on structural opti-
mization and integration of components
for the new platform of the front-en-
gine architecture. The A-pillar, for ex-
ample, now consists of two pieces rath-
er than the 21 different components in
the previous model. An innovative alu-
minum low-pressure die-casting pro-
cess was developed to make this pos-
sible: thin-wall hollow components, with Ferrari’s Portofino took the top spot
in the Full Vehicle low-volume production category
a minimum thickness of 2.6 mm (0.1 in),
due largely to its focus on structural optimization and parts integration.
were developed.
Ferrari’s parts-integration approach
also enabled a 30% reduction in length engine, exterior and electrical/electronics. two years in application development
of the welding seams. Because the application of new technolo- to launch its new fabric-housing knee
Some 40% of the Portofino’s overall gies has been balanced by the mass sav- airbag module on the Skoda Scala in
weight loss is attributable to the alumi- ings, the final cost impact was “complete- May 2019. Initially, replacing metal with
num BIW (12 different alloys are used for ly neutral,” according to Ferrari. fabric for the application seemed “so
FERRARI
extrusions, castings and sheet metal), Module—ZF spent about three years impossible that it starts to get interest-
30% to its interior and 10% each from the in core development and an additional ing,” explained Werner Freisler, who led
AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73008-706 September 2019 11

TECHNOLOGY REPORT
Future of Lightweighting
winner: A hybrid-material seat
structure created in 7 months
via a completely simulation-
driven design approach.
A specialized thermo-
fixation process enables ZF’s
industry-first fabric-housing
knee airbag module, which
won the Module category.
the core engineering efforts within ZF Passive Safety Systems

Engineering. A specialized thermo-fixation process, which
applies heat to the module after the folding process and re-
quires the use of new automated processes and machinery,
helped to overcome some challenges. The result is a product
that is not only 30% lighter than previous designs but also
20% more compact, the company claims.
The housing fabric is a typical nylon like that used in an
CLOCKWISE FROM TOP LEFT: ZF; ALBA TOOLING & ENGINEERING, AUTOMOTIVE MANAGEMENT CONSULTING, AND CSI; MATERIAL SCIENCES CORP
airbag but is uncoated. ZF is evaluating other commodities
such as passenger airbags for this technology. The fabric-
housing module will launch with other customers/brands late
this year and early 2020. Several patents have been filed for
the design.
Runner-up in the Module category was General Motors and
Continental Structural Plastics for the CarbonPro pickup box,
an industry-first carbon fiber-reinforced thermoplastic design Lincoln Corsair) will start production in the third quarter of
that saves 28 kg (62 lb) and offers best-in-class impact resis- 2019 with Smart Steel roof bows. In the case of the Escape,
tance on special editions of the 2019 GMC Sierra. each of the three Smart Steel roof bows results in a 31% mass
Enabling Technology—The result of a five-year develop- savings or 0.5 lb (0.2 kg) per part. Additional applications
ment program, MSC Smart Steel is a new multilayer steel lam- now in the engineering phase at various OEMs and Tier 1 sup-
inate engineered as a direct substitute for vehicle body parts pliers include a seat structure, exposed truck bumpers, roof
stamped from low-carbon steel. The three-layer laminate—the systems and BIW stampings.
outer skins are steel and the middle layer consists of a low- The Enabling Technology runner-up was the all-new
density conductive polymer core—achieves a claimed overall Arnitel thermoplastic copolyester (TPC) hot charge air duct
density reduction of about 35% compared with monolithic for the 2019 Cadillac XT4 turbo 2.0-L, replacing a thermoset
steel. MSC can adjust the metal-to-core thickness ratio to rubber solution. DSM Engineering Plastics, Cikautxo Group,
“tune” the Smart Steel to the stiffness/mass savings require- GM and Henn GmbH & Co KG were recognized.
ments of different applications. Future of Lightweighting—A feasibility study for
The first application of MSC Smart Steel is for the roof bows #ULTRALEICHTBAUSITZ, a collaborative effort by Alba
on the upper body structure of the recently launched 2020 Tooling & Engineering, Automotive Management Consulting,
Lincoln Aviator. The all-new Ford C2 platform (Escape/Kuga/ and csi entwicklungstechnik, aims to completely rethink car
seat design via generative technologies, moving from an idea
to hardware prototype in seven months. Their goal was to
manufacture a comfortable and highly adaptable seat proto-
type weighing about 10 kg (22 lb), or a 20% mass savings.
Technologies used for the creation of the hybrid-material
structure include metal and polymer additive manufacturing,
generative carbon-fiber filament winding (xFK in 3D), 3D
printing for backrest cushions and an intra-laminar reinforc-
ing-core back panel (3D|CORE).
For a list of finalists and their innovations, visit
MSC Smart Steel, winner of the Enabling Technology category, is designed http://altairenlighten.com/award/.
to offer up to 35% mass savings compared with standard monolithic steel. Ryan Gehm

TECHNOLOGY REPORT
ELECTRIFICATION
GM underway with plan to build U.S.

electric-vehicle charging infrastructure
Tesla has its coveted
Supercharger network of
high-voltage fast chargers,
but despite a widely-dis-
cussed goal of contributing
to a future with zero vehicle
emissions, Mike Abelson,
General Motors’ vice presi-
dent of EV infrastructure,
admitted at the 2019 CAR
Management Briefing
Seminars conference that his
company doesn’t “wish to
spend our capital to build
(DC) fast chargers—we wish
to spend our capital to build A public-access DC fast charger
more electric vehicles.” installed by Electrify America
charges Jaguar’s 2019 I-Pace.
Abelson said an extensive
and robust public EV charging
network—one presumably populated mostly with high-voltage,
direct-current fast chargers—is “the key to convince people the
EV really can be their primary vehicle.” The company’s VP of
EV infrastructure (a relatively new position at GM, incidentally)
said the nation still doesn’t have nearly enough so-called “en-
route” charging, citing the conference’s northern-Michigan lo-
cale as an example. Abelson showed a map of the state’s up-
permost region that indicated not a single DC fast-charger to
accommodate the company’s Chevy Bolt, the only EV currently
sold by GM.
“It’s been a long time since [automakers] had to worry
about infrastructure,” he said. With EVs, it appears to be
time to start worrying again.
Partnering to expand fast-charging

To accelerate the EV infrastructure expansion, Abelson said GM
is collaborating with Virginia-based multinational construction
and engineering giant Bechtel to begin building DC fast-charg-
ing stations in an open network. And, crucially, in locations
where they’re most in demand, some of that information
gleaned from GM’s OnStar telematics service.
Abelson added that GM intends to explore outside invest-
ment options to pay for the charging network, saying the
model should be akin to other infrastructure-funding projects.
He said he is confident there will be investor interest.
The GM executive did not provide a timeline for when the
charging-station installations will begin, but added, “I don’t think
[DC fast-charging] will follow the [liquid] fuel infrastructure mod-
el.” Instead, he envisions fast-charging being in “places that peo-
ple go to” and intend to stay for a time, as opposed to the desti-
nation stations of today’s liquid refueling network.
SAE
Bill Visnic
AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73008-707 13

TECHNOLOGY REPORT
PROPULSION
Ford ‘cranks’ it up with another big V8 for Mustang

When Ford introduced the Mustang
Shelby GT350 in 2015, it was the pin-
nacle of Mustang-ness thanks to its
5.2-L DOHC “Voodoo” V8 that featured
a flat-plane crankshaft design to en-
able sky-high revs (the GT350’s 8200-
rpm redline is one reason Ferrari has
long specified flat-plane V8s) and a
rollicking 526 hp at 7,500. Then there’s
the exotic “rip” exhaust note unique to
flat-plane V8s.
But contemporary musclecar devel-
opment times seemingly are as quick as
their ever-dropping 0-to-60 mph runs—
and before Ford released the Shelby With 760 hp,
GT350, its SAE-certified 526 hp already the Shelby Mustang
had been eclipsed by the 707-hp super- GT500’s supercharged
5.2-L V8 makes for the
charged 6.2-L Hemi V8 in the Dodge
most-powerful street-legal car
Challenger SRT Hellcat and later the Ford has ever sold.
797-hp Hellcat Redeye. Prior to all this,
GM’s Chevrolet started the hyper-power
frenzy by generating 650 hp from the mated-manual transmission. In early hand-built by a pair of technicians at
supercharged 6.2-L OHV V8 launched August, Ford offered the media a look Ford’s plant in Romeo, Mich.
for the 2012 Camaro ZL1. at some of the new driveline’s details. The redline is still an ambitious 7500
So in early summer, Ford confirmed rpm thanks to 6-bolt main bearings,
its newest entry in this arms race, an- Hand-built ‘supercar all-new forged-steel connecting rods
other 5.2-L V8—but supercharged and performance’ and pistons, uprated valves and valves-
with a conventional crossplane crank- The new 5.2-L V8 is based on the prings and even longer cylinder-head
shaft—that generates a thumping 760 GT350’s engine, said Patrick Morgan, bolts. The specially-ported heads “are
hp and 625 lb-ft (847 Nm; both SAE powertrain manager for Ford an evolution of what we’ve done with
rated) for the 2020 Mustang Shelby Performance. As well as the more-con- the GT350,” said Morgan. He added that
GT500. Adding intrigue, the super- ventional crankshaft layout, almost ev- although the engine remains port fuel-
charged V8 is backed by a new, ery internal component is changed, he injected, engineers have studied the
Tremec-built 7-speed dual-clutch auto- added. And like the GT350’s V8, each is potential for direct injection and the
increasingly popular combination of
port and direct injection.
Also to enhance durability, the en-
gine’s oil pan is structurally tied to the
transmission (the 11-quart oil pan fea-
tures clever passively-moving baffles
that keep oil directed to the center
sump during high-g cornering). The
aluminium cylinder block’s bores are
spray-coated. Compression ratio is a
modest 9.5:1 and the Eaton 2.65-L su-
percharger operates at 12 psi—while its
reverse-flow design pulls airflow from
below rather than above. To cool it all,
BOTH IMAGES: FORD
the GT500’s frontal intake area is 50%

larger than the GT350, the better to
Tremec-made 7-speed dual- feed the six distinct heat exchangers
clutch automated manual is a
760 hp demands.
first for any Mustang.
Morgan summed up the GT500 and

TECHNOLOGY REPORT
ELECTRIFICATION
ZF shifts EV transmission efficiency up a gear
ZF R&D is driving towards

2-speed EVs and called
its 2-speed concept
transmission “a paradigm shift
for electromobility.”
2020 Mustang
Shelby GT500.
its claimed 1-100-0 mph time of 10.3s

(Ford steadfastly refused to commit to
a figure for the car’s 0-to-60 mph ac- ZF Project Engineer Volker Vogel munication to a GPS/camera system able
celeration) by saying the GT500 is the checked that the Lausitzring test track to anticipate downgrades, corners, traffic
most-powerful street-legal Ford ever ahead was clear and announced: “Now light changes and other predictive sce-
offered—for “the true ponycar enthusi- from stationary on full throttle.” From narios in both urban or motorway situa-
ast who wants supercar performance.” the rear of the prototype van came the tions. It also has scalability, embracing
He added the car’s validation included almost instant and familiar whine of a heavier and faster vehicles, and better
more than 5500 laps at racetracks very busy electric motor as the speed tackles towing, explained Demmerer.
across the U.S. built. Then, the unexpected: A slight The new transmission also has an
change in volume at 70 kph (44 mph) automatic hill-start capability when
First Mustang dual-clutch as the transmission shifted to a second both clutches are closed. The compact
The Tremec TR-9070 7-speed DCT was gear. “It is only at prototype stage.” 2-speed unit incorporates both shift
specified largely for its ability to deliver Implicit in Vogel’s words was the and power electronics.
fast and smooth shifts, said Morgan. need to make allowances. But that was
The design has five friction plates for not necessary; as shifters go, this is a Efficiency sweet spot
the odd-gear pack, while gears 2-4-6 real smoothie. In the prototype, the 2-speed is claimed
have six friction plates. Although it’s a The EV transmission debate for pas- to deliver more than 200 km/h (125
wet-clutch design, Ford said transmis- senger vehicles has so far been on the mph) compared to a single speed’s 160
sion fluid is applied to the clutch sur- side of a single ratio, mainly for reasons km/h (100 mph) from a series produc-
faces only during “thermal events” to of cost, complexity and weight. But ZF tion 140-kWh motor. The real aim is to
minimize parasitic losses and optimize reckons it is time to look again at the keep in the motor’s efficiency sweet
cooling. math—and has decided that for many spot to reduce motor rotation speed.
The TR-9070’s electrohydraulic shift applications, two ratios make sense. “With longer range we can use a small-
mechanism employs low-leak solenoids It seems a natural thing to do from the er battery, which reduces cost and
that Morgan claims can execute shifts in manufacturer whose first initial stands weight,” said Demmerer. “The 2-speed
as little as 80 milliseconds if the driver for Zahnradfabrik: gear factory. transmission can be accommodated in
selects sport mode, one of five distinct Automotive Engineering recently had a package similar to that of a single
modes (normal, sport, track, drag, an early drive experience of the speed. So we are developing a modular
launch) of automatic operation. The 2-speed transmission at Lausitzring, and scalable transmission and e-motor
transmission of course can be manually between Berlin and Dresden. There, set—great combinations!”
shifted via steering-wheel paddles. Stephan Demmerer, Head of ZF A new e-motor is also being devel-
The transmission’s final drive is 3.73:1 Advanced Engineering e-Mobility, plain- oped with a maximum power rating of
and power flows through a Torsen limit- ly regarded the new transmission as a 140 kW. The present situation of OEMs
ed-slip differential. The 2020 Mustang “paradigm shift for electromobility;” having to choose between high initial
Shelby GT500 goes on sale later this pun intended. A totally new design, its torque or high top speed may be re-
FROM LEFT: FORD; ZF
year starting at $73,995 “all in,” Morgan optimal combined efficiency is claimed solved by 2-speed use. ZF’s 2-speed
grinned. A Carbon Fiber Track Package to be 4.7% better than that of a compa- gearbox has been designed to cope
can be selected to hike the price for rable single-speed. with motors delivering outputs up to
those who must. This could be honed if the “sailing 250 kW.
Bill Visnic mode” is linked via the car’s CAN com- Stuart Birch

ROAD
READY
2020 Hyundai Palisade: New chassis, Atkinson V6

torsional-stiffness decline for the sun-
roof body-in-white, he noted.
Quiet cabin
Noise-reduction techniques were another
focal point in the Palisade’s BIW develop-
ment. “Our vehicle body engineers
worked simultaneously with our NVH
engineers to develop an optimized floor
stamping pattern to help reduce the noise
that enters the cabin,” O’Brien said.
Palisade has foam-filled pillars, anti-
vibration floor pads and dash, tunnel,
floor and other sound insulators—as well
as an acoustic windshield and side glass,
The 2020 Hyundai Palisade comes in front- and all-wheel-drive configurations, with AWD models
offering six distinct driving modes, including AWD lock. according to Chahe Apelian, vehicle test
and development director for HATCI
(Hyundai America Technical Center Inc).
The three-row 2020 Hyundai Palisade’s the B- and C-pillar sections and the “You can’t eliminate noise paths, but you
strong, stable and quiet body structure tailgate section, as well as longitudi- can isolate noise and vibration to make it
serves as the starting point for ride nally in the front-door section. “These very transparent,” said Apelian.
quality, roll control and a quiet cabin. reinforcing hoop-type sections con-
“We put a lot of resources toward this tribute to a strong, quiet, and stable Smart AWD with Snow mode
vehicle knowing it was going to be body structure,” he noted. Palisade’s available HTRAC all-wheel
Hyundai’s flagship SUV,” Michael Ride quality also gets an improve- drive (AWD) system provides an elec-
O’Brien, vice president of product, cor- ment via a reinforced sunroof structure. tronic, variable torque-split clutch with
porate and digital planning for Hyundai Vehicles with sunroofs tend to lack the active torque control between the front
Motor America, said at a recent media stiffness of those with a solid roof. The and rear axles. “Part of our AWD tuning is
ride-and-drive program. previous Santa Fe XL had a 6.2% tor- about giving better driver confidence and
With more headroom and legroom, sional stiffness drop-off in the sunroof better control in normal conditions as well
larger exterior dimensions and more car- body-in-white (BIW) versus the solid- as outstanding capability in rough weath-
go volume than the three-row, 7-passen- roof version. “We wanted to close that er or rough road conditions,” said O’Brien.
ger Santa Fe XL it replaces, the 8-pas- torsional stiffness gap,” O’Brien ex- Unlike AWD systems that react when
senger Palisade is a newcomer to the plained. The Palisade only has a 1.5% the tires start slipping or when yaw oc-
segment that includes the all-new, 6th-
generation Ford Explorer, Honda Pilot,
Mazda CX-9, Toyota Highlander, Nissan
Pathfinder and Volkswagen Atlas.
Stiff body a priority

With a vehicle structure comprised of
59% advanced high strength steels
(AHSS), the Palisade outpaces the for-
mer Santa Fe XL (42%) and the Ford
Explorer (25%) in using AHSS.
“Palisade also has 18 suspension com-
ponents made of AHSS, and those
BOTH IMAGES: HYUNDAI
parts are hot-stamped for even further

rigidity and strength,” O’Brien said. To
help achieve its torsional body stiff-
ness increase of 34.4%, the Palisade
uses lateral hoop-type structure rein- With a standard 3-row seating configuration, the 2020 Palisade takes over from Hyundai’s
forcements around the cowl section, discontinued Santa Fe XL.

ROAD READY
Telluride. The two SUVs differ via exte- Georgia. Both SUVs are dealership avail-
rior sheetmetal as well as tunings and able in summer 2019. The base Palisade
calibrations, wheels and tires. Palisade is SE model has a MSRP of $31,550 with
assembled in Ulsan, South Korea, while the top-of-the-line Limited priced at
the Telluride is assembled at Kia Motor $44,700.
Manufacturing Georgia in West Point, Kami Buchholz
The 2020 Palisade’s independent rear Shield sensitive

suspension and subframe.
electronics from
curs, the HTRAC is a predictive system
that uses 50 vehicle inputs from the driver,
the elements.
the engine, the transmission, the electronic
stability program (ESP) and the environ-
ment to calculate the torque split 100
times per second. In a Hyundai AWD ap-
plication first, the system also links to six
drive modes (eco, comfort, sport, smart,
snow, AWD lock). The Snow mode, new
for any Hyundai vehicle, launches with the
transmission in second gear with a front-
to-rear torque distribution of 80:20 or
50:50, depending on vehicle inputs.
1st Atkinson cycle V6

A gasoline direct injection (GDI) 3.8-L
With low-temp
V6 produces a claimed 291 hp at 6000
rpm and 262 lb-ft (355 Nm) at 5200
Dual-Shrink™ from Zeus.
rpm. It’s Hyundai’s first V6 with
Atkinson-cycle operation, according to Safely encapsulate your critical components.
Jerome Gregeois, senior manager for We know there are certain sensitive
eco and performance powertrain at electronics and components that
HATCI. “If you want power, the engine is require coatings with tight, moisture
in Otto-cycle. If you’re driving in a mild seals, strong chemical resistance,
way, then the engine is in Atkinson- and lower recovery temperatures.
cycle,” said Gregeois. Low-temperature Dual-Shrink™
The Lambda II-family engine mates to offers comprehensive environmental
an in-house developed 8-speed auto- protection without harming
matic transmission. That powertrain com- equipment.
bination provides the front-wheel drive Five decades of extrusion
(FWD) Palisade with 19 mpg city/26 mpg experience have made us a leader
highway/22 combined mpg; for AWD in the heat shrink industry. As we
models, it’s 19 city/24 highway/21 com- continue our commitment to
bined. “We’re always trying to find the supplying products that emphasize
best way to deliver fuel economy, so safety and performance in harsh
that’s the core reason for the Atkinson- environments, let’s see what we
cycle on the V6,” Gregeois said. can develop together.
KAMI BUCHHOLZ
AMERICAS: +1 803.268.9500
Call for a consultation or visit
DNA sharing EUROPE: +353 (0)74 9109700
zeusinc.com/ltds for free samples ASIA/PACIFIC: +(86) 20-38254909
Palisade shares its engineering funda-
and get started today. support@zeusinc.com | zeusinc.com
mentals with its sibling, the 2020 Kia

ROAD READY
Ford returns to OHV for new commercial-truck V8

In a still-heated market for highly profitable heavy-duty pick-
ups and commercial vehicles, Ford doesn’t intend to be out-
done by General Motors’ and FiatChrysler’s recently-launched
new lineups. It announced the SAE-certified power and
torque figures for its all-new 7.3-L gasoline V8 for its 2020
models, while reminding that major revisions for its 2020
Power Stroke diesel V8 also portend to increased power.
At a late-July media event, Ford revealed that the new 7.3-L,
which revives the overhead-valve layout the company aban-
doned years ago for gasoline engines, generates 430 hp at
5500 rpm and 475 lb-ft (644 Nm) at 4000 rpm. The figures
strategically slip past the 401 hp and 464 lb-ft (629 Nm) avail-
able from GM’s 6.6-L gasoline V8 and the 410 hp and 429 lb-ft
(582 Nm) FCA delivers in its 6.4-L Hemi V8—both of which, it
Ford’s all-new 7.3-L OHV V8 will figure prominently in company’s new
may be no coincidence, use pushrod-actuated valvetrains. Super Duty pickup line that includes the new offroad-oriented Tremor.
Joel Beltramo. Ford manager for gasoline V8 engines, said
the return to an OHV layout (Ford’s overhead-cam 6.2-L
gasoline V8 will remain available for the F-250 and F-350
Super Duty pickups, as well as the F-350 chassis-cab) was
driven by the higher power and torque available lower in the
rpm range. “It’s the most-powerful gasoline Super Duty en-
gine ever,” he added.
Further, a variant of the new V8 generates 350 hp and 468
lb-ft (635 Nm) at 3900 rpm. That variant is standard for the
2020 F-450 chassis cab, F-550 and F-600, F-650 and F-750
medium-duty trucks, as well as the F-53 and F-59 stripped-
chassis. The 2020 E-Series cutaway van also will benefit from
the new 7.3-liter V8.
For heavy-duty pickups and commercial models, Ford likes the low-rpm
power and torque offered by a lower-revving overhead-valve engine.
Priority: durability
Beltramo detailed the durability-focused details Ford engi-
neered into the 7.3-L, including oversized main bearings, a
forged-steel crankshaft and special coatings for the piston
rings, valves and valve seats borrowed from Ford’s turbo-
charged-engine experience. And cast-steel rocker arms have
nitrided roller bearings and a unique design that promotes
enhanced oil flow. Oil jets cool the underside of the pistons.
The new 7.3-L has port fuel injection, variable valve timing
and a variable-displacement oil pump to reduce parasitic loss-
es. The workhorse V8 will be standard or optional in a broad
spectrum of Ford commercial vehicles that spans the
With the F-250/350 Super Duty pickups all the way to the F-350 to
all-new 7.3-L V8, F-600 chassis trucks and the previously mentioned medium-
Ford joins its direct duty and stripped-chassis models.
ALL IMAGES: FORD
rivals with a cam-in-block

OHV gasoline V8 for its
heavy-duty pickups and
More ratios in the mix
commercial vehicles. Coinciding with the 2020 launch of the 7.3-L V8 is a new
10-speed automatic transmission, the 10R140 TorqShift.

ROAD READY
Specifically engineered to complement the torque curves of

the new gasoline V-8 and revised-for-2020 Power Stroke tur-
bodiesel V8, the transmission surprisingly packages in the
same-size case as the 6-speed automatic that remains avail-
able for some of Ford’s commercial-vehicle lineup. And the
four extra ratios—the top three of which are overdrives—and
associated hardware upgrades bring just 3.5-lb. (1.6-kg) of
extra weight compared to the 6-speed automatic.
“We’ve basically taken the formula from the F-150 10-speed,”
said 10-speed transmissions system manager Greg Stout, “and
expanded it into the Super Duty class.” Stout added, however,
that just 7% of the new 10R140’s parts are shared with the
light-duty 10-speed automatic. He also told Automotive
Engineering that although the light-duty 10-speed transmission The new 10R140 10-speed automatic transmission uses experience from
Ford’s light-duty 10-speed automatic and fits in the same case as the existing
was developed in cooperation with GM, the heavy-duty vari-
6-speed heavy-duty transmission.
ants (GM also has a new 10-speed automatic for its redesigned
2020 HD lineup) were engineered separately.
Although Ford is not yet prepared to make efficiency com- In addition to five new pre-programmed shift strategies
parisons between the 10-speed and 6-speed automatics, Stout that include eco, tow and slippery modes, the new 10-speed
said there is a demonstrable improvement from having four transmission provides for a standard power-takeoff (PTO)
more ratios, but the 10-speed also engages a maximum of only when backing the Power Stroke diesel. Stout said it offers a
two clutches now, compared to three previously. And the new best-in-class 300 lb-ft (407 Nm), a 20% upgrade over Ford’s
transmission’s variable-displacement oil pump also enhances 2019 PTO maximum.
FORD
efficiency, he said. Bill Visnic
ICU HV Connector HV Junction HV Charging

(Integrated Block Coupler
Central control
B FA
LV Wiring Harness Unit) HV Wiring Harness Battery Disconnect Unit (Busbar Frame Assembly)

Engineering the
2020 CHEVROLET CORVETTE
The eighth-gen (C8) Corvette

is a creative mix of novel and
traditional technical solutions
unleashed at a shockingly low
base price.
By Don Sherman
Veteran Corvette executive chief engineer Tadge Juechter
unveils the long-awaited 2020 C8 in July 2019.
T
wo days before the 50th anniversary of astronaut Neil crankshaft nose is longer, to power revised accessory
Armstrong’s leap for mankind and 10 years after General drives. There’s an oil reservoir mounted at the top-left
Motors emerged from bankruptcy, the camouflage was fi- corner of the engine and the oil cooler’s capacity is
nally ripped from the eighth-generation (C8) 2020 25% greater than in C7 for more dependable operation
Chevrolet Corvette. As widely anticipated, C8 now flaunts a mid- during extreme (track or desert driving) conditions.
engine layout that ostensibly puts it on equal terms with the world’s More aggressive valve timing and 11.5:1 compression
most venerated supercars. along with new intake and exhaust manifolds raise
After six decades of experimentation and concept-car teasing, GM output to an SAE-rated 490-495 hp (365-369-kW) at
acknowledged that the new Stingray will enter production before 6450 rpm (with and without the optional low-restric-
year’s end. The truly shocking announcement is a base price of tion exhaust system). Peak torque is rated at 465-470
$59,995 including destination, only $3,000 more than today’s front- lb-ft (630-637 Nm) at 5150 rpm. The LT2 is redlined at
engine C7. Along with moving the cockpit forward 16.5 inches (419 6500 rpm. Cylinder deactivation remains to help en-
mm) to facilitate shifting the engine rearward, the new Corvette is an hance fuel economy.
innovative mix of novel and traditional engineering solutions. Asked what kept GM from clearing the worthy
500-horsepower (373-kW) hurdle for the LT2, Jordan
Lee, the global chief engineer for small-block engines,
New V8 and DCT propulsion acknowledged, “Honesty stopped us at the level we
GM’s new 6.2-L LT2 fifth-generation small-block V8 may have roots were confident could be provided in all of the engines
extending back to 1955, but it brings a long list of new features to the we’ll build for the new Corvette. As the only naturally-
party. Its aluminum block has revised oiling and venting arrange- aspirated V8 in the segment, this engine will deliver
ments in support of a dry-sump lubrication system with one pressure the visceral experience expected of a Corvette,” he
and three scavenge pumps. The sump casting is shallower to allow told Automotive Engineering during the car’s unveiling
mounting the engine 1 in. (25 mm) lower in the car versus C7. The in Tustin, California.
GM

COVER STORY
Uncloaked view of GM’s new mixed-materials flagship shows extensively-

webbed castings serving multiple structural roles, along with various aluminum
sheet and extrusions. Note exhaust routing, fan location ahead of rear wheels, More ‘Bedford’ castings in C8’s AL-intensive front structure. Note rear
airbox design and packaging, and electronically ‘tunable’ exhaust outlets. bulkhead and A-pillar construction, IP casting and coolant radiator location.
Tremec will supply a U.S.-made 8-speed dual-clutch Track driving modes, two additional choices have been added to C8.
automated-manual transmission with paddle shift con- MyMode is a configurable setting, and “Z mode” goes beyond
trol. Along with the absence of a clutch pedal, a con- MyMode to permit tuning of up to twelve engine, transmission, steer-
ventional shift lever is also a thing of the Corvette’s ing and damper performance variables.
past. Instead, two console-mounted pull toggles select
Drive or Reverse while three buttons choose either
Park, Neutral, or the Low/Manual modes. Executive
Thermal-management challenge
chief engineer Tadge Juechter added, “Regardless of Asked to name the greatest challenge faced during C8 development,
driving mode, our performance shift algorithms are so Juechter doesn’t hesitate to cite the cooling system. “With the en-
driver-focused they can sense spirited driving and hold gine and radiator up front, cooling air entering the nose sweeps
lower gears longer for optimum throttle response.” through the heat exchangers, over the hot exhaust manifolds, out the
Explaining the loss of the manual transmission se- fender wells and side gills, or under the car. That’s straightforward,”
lected by 20% of C7 buyers, Juechter noted, “With no he explained. “The solution for the mid-engine Stingray we validated
interruption of torque delivery during upshifts, the at 100-degrees F with a pro driver at the wheel is significantly more
DCT is the superior performance solution. Squeezing a involved. There are two radiators in front and a third positioned in the
clutch pedal into the foot box and shift linkage down left-side scoop, which also routes fresh intake air to the engine.
the structural center tunnel would have posed design “Airflow has to bend abruptly toward the car’s centerline before
compromises we weren’t prepared to make. And we sweeping past the exhaust headers,” he continued. “Then it slams
know our customers will be thrilled with the sub- into our huge rear trunk wall. Since there’s no room for ductwork, we
3-second zero-to-60 [mph] acceleration we’ve fitted large air outlet vents, aided by electric fans, in the rear corners
achieved with the Z51 [equipment] option.” of the car to cool the powertrain during sweltering traffic conditions.”
To exploit the benefits of a mid-engine car’s en- In addition, the cantilevered glass hatch has an open “mail slot” at its
hanced traction at the rear wheels, first gear provides trailing edge to vent hot air. “The DCT’s substantial cooling needs are
more torque multiplication, while seventh and eighth satisfied using a lubricant-to-coolant heat exchanger mounted atop
are tall overdrive ratios for quiet and efficient highway the transaxle and a dedicated flow loop,” Juechter added.
BOTH IMAGES: STEVE FECHT/GM
cruising. The middle five gear ratios are closely spaced

for optimum acceleration and track performance. Like
a race car, the transaxle’s input shaft is positioned be-
Structure from experience
low (versus above) half-shaft height to facilitate Like the C7, the new C8’s structure is a bonded-and-welded-aluminum
mounting the engine lower in the car. Electronic trac- spaceframe built at GM’s Bowling Green, Kentucky, assembly plant. This
tion management and limited-slip differential controls second-generation design consists of stampings, extrusions, castings,
are both available. hydroformed tubes and six intricate die-cast aluminum assemblies
In addition to previous Weather, Tour, Sport and aimed at improving torsional rigidity while also reducing the number of

Engineering the
Materials mix of the C8 structure. Note the

deep center tunnel.
welds. Known as the ‘Bedford Six,’ these structural nodes are made at a
GM Powertrain plant in Bedford, Indiana.
New mid-engine packaging
Thanks to its robust 12-in. (305-mm)-tall center tunnel, the new Here the C8 bears little resemblance to its immediate
spaceframe is relatively light and claimed to be 10% stiffer than before predecessor. Except for a 2-in. (51-mm) loss of hip
to provide a solid foundation for steering, suspension and powertrain room, occupant space is unchanged. Rearward seat
components. With no need for tall, wide rocker sections to supply the travel is an inch longer and the backrest recline angle
desired structural integrity, the C8’s ingress and egress are exemplary. is nearly doubled to better accommodate taller occu-
Suspension control arms are cast- and forged-aluminum as before. pants. In spite of a more steeply angled hood and low
In place of the fiberglass monoleaf springs long employed in Corvettes, cowl height, there’s space available in the front cargo
C8 has conventional coil springs encircling a damper at each wheel compartment for a carry-on suitcase and a briefcase.
location. GM’s optional Magnetic Ride Control, which senses wheel mo- The rear trunk will swallow two sets of golf bags or the
tion and automatically adjusts the dampers using BWI’s magneto-rhe- standard removable roof panel. An entertaining view of
ologic technology, has been retuned for improved ride and handling. the well-dressed LT2 V8 is available through the hatch
“No Corvette has ever felt so comfortable, nimble, and stable,” glass, which has an unsealed trailing edge to vent heat.
Juechter exclaimed. “We’re confident our customers will admire the Key dimensions are larger: 0.5-in. (12.7-mm) of increased
strides we’ve achieved in ride quality. And now that the car’s center wheelbase; 5.4-in. (137-mm) longer overall length; 2.2-in.
of gravity is very close to the occupants’ hip points, the feeling dur- (55.9-mm) more width and a 1.4-in. (35.5-mm) wider
ing acceleration and braking is analogous to riding at the center—in- front track. Height is reduced by 0.2-in. (5 mm).
stead of the ends—of a teeter-totter. There’s practically no sense of Curb weight is inconveniently increased by roughly
pitch motion in the cockpit.” 200 lb. (90.7 kg) versus C7’s base weight. Program
Moving the engine rearward also cleared a path for a straighter, stiff- engineering manager Josh Holden explains why:
er connection between the steering wheel and the electrically-assisted “While we spent more on weight-saving measures,
rack-and-pinion gear. Less weight on the front wheels enabled quick- there is significant added equipment in the base C8:
ening the steering ratio from 16.25:1 to 15.7:1 to sharpen agility. Michelin the automatic transmission and dry-sump lubrication
will continue as Corvette’s sole tire supplier. Standard tires are Pilot system for example. The substantial spaceframe an-
Sport ALS (all season) radials while Pilot Sport 4S (summer) rubber is chor points for the coil springs, larger rear tires and
included with the optional Z51 performance package. wheels and a more-complex cooling system also in-
The 20-in. (508-mm) diameter rear wheels are an inch wider than crease mass.”
before, while rear tire section width has been increased by 20 mm
(0.8-in.) in keeping with the increased rear-axle loading. Brembo will
continue supplying the four-piston fixed caliper, vented-rotor brake
The skin – and underneath it
components but no longer delivers corner modules to the Bowling Two key C7 body-systems suppliers return to C8.
Green manufacturing plant. The brake booster is electrically powered. According to GM engineers, Continental Structural
GM

COVER STORY
Dry-sump LT2 carries its lubricant in the black tank shown at

right. Note ignition coils moved from top of rocker covers to new
location low on block, underneath the exhaust ports.
A look inside the new Tremec 8-speed DCT. The transaxle’s input shaft is
positioned as on a racecar, below half-shaft height to facilitate mounting the
Plastics supplies the primary molded-SMC exterior pan-
engine lower in the car.
els, while the car’s triangular engine-bay trim panels are
sourced from Plasan Carbon Composites (see sidebar).
The exterior fascias, in TPO, are from Magna, as is the leather seat and dash trim adorned with contrasting color stitching.
Stingray’s removable roof panel. The rear bumper beam Instead of molded plastic door and console surfaces, aluminum or gen-
is a carbon-fiber pultrusion to save weight. A large front uine carbon-fiber panels are fitted. Speaker grilles are stainless steel.
air splitter, in collaboration with a combination spoiler Vertically-oriented vents and climate controls help reduce the height of
and airfoil on the rear deck, contribute 400 lb. (181 kg) the instrument panel, enhancing the feeling of spaciousness.
ALL IMAGES: GM
of downforce at speed. Relocating the exhaust outlets C8’s small-diameter, two-spoke steering wheel is flattened top and
to the rear corners of the car clears space for a trunk bottom to avoid obscuring the view of the 12-in. (305-mm) recon-
capable of stowing the roof panel or two golf bags. figurable instrument cluster. There are three seat choices to balance
Inside, attention to detail is evident in the standard comfort and support under aggressive (racetrack) driving conditions,
Plasan’s classy carbon fiber

The new Stingray’s engine compartment brims PCC is well versed in the art of light- the program. “Chris was key in working with
with visual delight. Its centerpiece, of course, weight, functional aesthetics for Corvettes. us and with the engineering team at GM to
is the mighty LT2, but equally fetching are the The Walker, Michigan-based company sup- ensure that the proper robustness was ap-
two pieces of “eye candy” flanking the V8: plied the exposed-weave hood and roof pan- plied to those components,” Murch said.
beautiful carbon-fiber trim panels supplied by el for the sixth-generation ZR-1 and reprised The PCC development team took a tradi-
Plasan Carbon Composites (PCC). The trian- it on the base and Z06 C7 by adding CFRP tional approach in using one-sided steel au-
gular panels’ deep gloss and exposed-weave rockers and splitters. toclave tooling, with manual lay-up “primarily
design are as likely to draw a crowd as the The C8’s panels “are constructed from the due to the detail that goes into these compo-
495-hp heart beating between them. same family of carbon-fiber epoxies that nents,” Murch explained. “Each ply is hand
“Class-A was GM’s goal with those parts,” we’ve worked with on past Class-A woven placed into the tool, with careful consider-
explained Robert Murch, R&D principle engi- cosmetics,” Murch told AE. “The twist to ation to the processes to ensure proper grain
neer at PCC. “And while we’re not in the styl- these is there is a bit more temperature re- direction of the weave—it’s an opposing pat-
ing business, we are in the business of mak- quirements due to their [engine compart- tern from left-hand to right-hand sides on
ing the stylist’s dreams come true.” ment] location. We had to meet a minimal those covers. That’s GM’s intention that we
150C thermal requirement, match that appearance part to part.” Nest
but we know the material tooling allows the panels for each Corvette to
can take a lot more than be molded in vehicle pairs.
that.” Murch has high praise “In each generation of Corvette, GM has
for Chris Basela, who as the upped the ante of where they want to put
BFO (global bill-of-material carbon-fiber material,” Murch noted. “To date,
family owner) for carbon these [the C8 panels] are the most challeng-
fiber components at GM, ing and rewarding at the same time.”
served as PCC’s interface on Lindsay Brooke

Engineering the COVER STORY

More engineering highlights
GM’s new Global B electrical architecture provides
quicker subsystem communication, fewer wires, en-
hanced display screen resolution, greater security mea-
sures and the ability to update the Corvette’s software
over the air via WiFi. The low-profile headlamps are lit
by projector beams and the taillamps are LED.
For the first time, Bowling Green will manufacture
Corvettes with right-hand drive to better serve foreign
markets. A new proprietary glass-reinforced resin mate-
rial trims weight from the instrument panel and trunk
moldings. To reduce the likelihood of scraping the car’s
chin over driveway verges, an optional lift system in-
creases front ground clearance by 40 mm (1.6 in.) in 2.8
s. That equipment can be programmed using GPS data
Extensive CFD and wind-tunnel work optimized the mid-engine Corvette’s to remember thousands of raise-the-chin locations.
aerodynamics and thermal management.
Considering the revolutionary design, engineering
and development invested in C8, it’s evident why this
six interior colors, two optional upholstery stitch choices and six latest Corvette was a long time coming. Now that this
seatbelt colors. Add to that two wheel designs and an unprecedent- Ferrari-for-working-stiffs is here, the anticipation will
ed 12 exterior colors. The options list includes a wireless phone char- begin concerning more powerful editions, a potential
ger, 14-speaker Bose audio system and a high-definition performance Cadillac-branded version of the Stingray and how
data recorder. One thoughtful feature is a traditional round volume electrification might stretch Corvette’s appeal into un-
knob on the center console’s touchscreen. explored territory.
GM
Instron® provides automotive engineers with the tools needed to gain insights
around material and part performance throughout the full development cycle.
Learn more at go.instron.com/automotive
24 September 2019 Free Info at http://info.hotims.com/73008-710 AUTOMOTIVE ENGINEERING

MATERIALS FEATURE
Stuck on As the need

for lighter
structural materials and
enhanced body
adhesives performance
intensifies,
structural
adhesives flourish
as a materials-
joining solution.
by Bill Visnic
and Lindsay Brooke
DuPont’s Toughened Betamate structural
adhesive is applied to a vehicle bodyside.
A
funny thing happened on the way to the total-vehicle light- of popular and innovative vehicles. “It’s just that the
weighting that’s now a common engineering dictate for amount of confidence in them has drastically changed
nearly every new vehicle: structural adhesives—which en- [in recent years].”
tered low-volume automotive use in the 1980s—got pulled
into the mainstream.
The widening reliance on high- and ultrahigh-strength steels and alu-
Ramp up to big programs, big gains
minum for body structures, particularly unitized bodies-in-white (BIW), Lightweighting for electric vehicles (EVs) with their fright-
to cut weight without sacrificing crash-mitigating strength or handling- fully heavy battery packs, as well as coming automated
degrading rigidity, is the prime factor driving the expanding use of struc- vehicles (AVs), also is a gathering force behind the ex-
tural adhesives. Particularly where dissimilar materials need to be joined, panding use of structural adhesives, suggests Eric
engineered adhesives are the way to go—alone or in tandem with more- Aldstadt, Henkel’s head of engineering, automotive
conventional joining technologies such as riveting and spot-welding. acoustics and structurals NA/LAN. Conductive adhesives
In the mid-1990s, several automakers, including Ford and are particularly useful for strengthening battery packs, he
Jaguar, were experimenting with aluminum for BIW and were us- said, and total EV weight can be reduced by downgaug-
ing adhesives as part of the materials-joining strategy. But it was ing body materials without impacting crash performance.
more recently that adhesives began to literally and figuratively But on the way to the EV and AV revolution, today’s
“take hold” in CAE design software and assembly-plant body conventional vehicles are proving the point.
shops all over the world. The BMW i3, launched in 2013, still might be consid-
“I think there’s been a lot of technological breakthroughs in the past ered the poster vehicle for structural adhesives’ com-
ten years on structural adhesives,” offered Ben Meaige, senior materials ing of age. The unique car’s BIW is made of carbon-
research engineer for Honda R&D Americas, noting the explosion of composite panels and assemblies that are adhesively
adhesives applications for body and chassis. Meaige believes about a bonded, while this entire “Life Module” is affixed to the
decade ago, adhesives suppliers including Henkel, DuPont, Lord, 3M chassis with structural adhesives. Both DuPont and
and Sika, among others, made significant breakthroughs in the epoxies Sika have applications on the car.
tyically used in most adhesives’ base chemistry. It’s probably no coinci- “Anything you can possibly imagine, they glued to-
dence, then, that some industry estimates indicate adhesives use has gether. The polyurethanes they are using are unreal,”
nearly doubled since around 2005. observed Munro. The adhesives’ advantages are many
“Previously, epoxy had an inherent problem of being brittle. The on the i3: Apart from the obvious joining of material
adhesive suppliers have been working on toughening—and “tough- that is difficult to mechanically join, the adhesives ably
ening” is adding rubber groups into the epoxy formulation to give it provide for varying material expansion rates, enhance
more flexibility,” Meaige explained. “About ten years ago, they made stiffness with a more continuous and consistent bond
some major breakthroughs in the quality of that toughening.” line and help counter any areas of potential galvanic
“We’ve used adhesives forever,” said Sandy Munro, CEO at Munro corrosion around fasteners and locators.
DUPONT
& Associates, the benchmarking and competitive analysis engineer- For the current Ford F-150, now famous for its alu-
ing firm renowned for its revealing competitive-analysis “teardowns” minum-intensive bodyshell, Ford naturally turned to

Stuck on
structural
adhesives
structural adhesives for wedding various areas of the
body structure. DuPont’s Betamate epoxy-based ma-
terial was the choice to combine with specially-devel-
oped mechanical fasteners. Ford said this monument
to adhesives-as-lightweighting-enabler uses some 350 Henkel’s epoxy-based
ft (107 m) of structural adhesives. structural foam can be tactically
General Motors also has been on pitched strategy to located to add strength with less weight
than conventional metal reinforcements.
lightweight vehicles with an appropriately applied mix of
materials. “[Cadillac’s] CT6 is still our production vehicle
that represents the leading edge in structural adhesive And it doesn’t stop with adhesives. Henkel is excited about the
usage,” said Jeff McGarry, executive general manager - potential for epoxy-based 3D structural-foam that adds strength in
BIW Dispense Technologies and executive general man- vital areas with markedly less weight than metal. These “hybrid rein-
ager - Body Execution at General Motors’ Bowling Green, forcements” can be tactically applied in places such as door panels,
Ky. assembly plant “It’s got the most material. We’re fenders, bumper beams and even hinges to deliver required strength
bonding aluminum to aluminum and aluminum to steel, without excess weight.
with a primary joiner of either a rivet or a flow-drill screw. The structural foam only now is coming into production use.
“Our new trucks are more representative of current “We’re trying to get the word out,” said Henkel’s Aldstadt.
design in lightweighting—we’re using six times more
adhesive on the current trucks than on our outgoing
trucks,” McGarry continued. “If you compare a new
Japan comes on strong
truck BIW to one of our latest SUVs, they look very Equally intriguing, Japanese automakers have in the past few years
similar in terms of panel break, material gauge, when visibly accelerated their use of structural adhesives. Some sources
and where we use HSS. The adhesives play a much believe the Japanese companies were at first cautious in some part
larger role in getting to our vehicle-performance goals because of their reluctance to devote precious assembly-plant floor-
of durability, ride and handling and lightweighting.” space to adhesive-application “cells” that even the most ardent ad-
GM’s next showcase is the 2020 Corvette, a multi- hesives advocates admit can be square-footage hogs.
material matrix that utilizes aluminum castings, sheet But that thinking clearly has changed.
and extrusions, composites and steel. Honda’s begun employing vastly more body adhesive in its newer
With six times more adhesives on a high-volume vehicle programs. The fifth-generation 2018 Odyssey minivan dou-
pickup, it’s little wonder that DuPont forecasts growth bled adhesives use to 144 ft (44 m), which Honda reckoned saved 11
at 3% to 5% annually for the NA transportation market. lb (5 kg) of metal stampings and reinforcement. Engineers added 115
“The adoption rate is accelerating, for sure,” Frank ft (35 m) of structural adhesives to help the new tenth-generation
Billotto, strategic market manager for the Americas, 2018 Accord sedan increase bending and torsional rigidity by a re-
DuPont Transportation and Industrial, told Automotive spective 24% and 32%—while simultaneously helping cut the car’s
Engineering. “[Automakers] have validated the ability overall weight by 110 to 176 lb (50 to 80 kg), depending on trim level.
of adhesives in conjunction with welding and riveting,” “If we can add in, let’s say 50 m (164 ft) of adhesive and take out
to enhance structures and improve load-transferring .2 mm thickness of our steel, the reduction in our weight from the
HENKEL
ability. He said 18 global automakers are using some steel reduction is significantly greater than the addition from the
form of his company’s adhesives. weight from the adhesive,” said Honda’s Meaige.
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MATERIALS FEATURE
lengthy cycle times for adhesives, veterans alike.

Billotto noted. “Nobody really wants to take a risk
Sandy Munro adds that despite prov- upstream,” he said. And at the assem-
en advantages, use of adhesives still bly-plant, the ‘old hands’ can be reluc-
can be inhibited by lack of education tant to incorporate new joining meth-
for BIW engineers and assembly-plant ods, he noted.
A detail view of the Cadillac CT6 body-in-

white shows the interface of sheet, extrusions
and castings in the car’s aluminum-intensive
structure, where adhesives are widely employed.
Fluoroelastomers
For the all-new 2019 Acura RDX, for
example, 37 m (121 ft) of added adhe-
sives to augment the structural welds
netted a weight savings of 9 kg (20
lb), while body rigidity increased by a
not-insignificant 38%.
When Toyota’s current 4th-genera-
tion Prius migrated to the company’s
wide-ranging TNGA platform, its body-
in-white moved from 3% high-tensile
steel to 19%. Adhesives paired with oth-
er advanced joining techniques helped
to increase the car’s torsional rigidity by
a stomping 60%.
What’s the hangup? A single component

Although structural adhesives’ benefits
are undeniable, there are impediments turbocharges your
imagination.
to unbridled acceptance.
GM’s McGarry said adding adhesives
late in a program can be difficult to in-
corporate at the assembly plant.
“While we do have templated cell lay- We call it the Imagination Component, the fluoroelastomer
outs with adhesive equipment in it, once you know as Viton™. It’s the original fluoroelastomer that lets
you have a cell layout ‘footprint’ in a plant innovators and designers reach their greatest breakthroughs.
and product engineering comes back and Viton™ makes whatever you make better, including parts that
says, ‘we need adhesive here,’ it can be-
help engines save fuel while packing higher performance
come cumbersome sometimes to execute
a ‘wet’ joint versus a ‘dry’ joint.” into smaller spaces. Contact your local Viton™ rep for help in
DuPont’s Billotto agrees that coveted building something the world never knew it needed.
body-shop floorspace can inhibit the
enthusiasm for increasing the use of viton.com
structural adhesive. “Some OEMs have
been reluctant” to add adhesives, he
explained, because of the space re-
LINDSAY BROOKE
quirements. Properly preparing the sub-

strates to be adhered and curbing © 2019 The Chemours Company FC, LLC. Viton™, and any associated logos are trademarks or copyrights of
“washout” of the adhesive also can be The Chemours Company FC, LLC. Chemours™ and the Chemours Logo are trademarks of The Chemours Company.
challenging, adding to the stigma of

Rethinking
ADAS
materials
New specialized thermoplastics
offer greater design freedom to
improve sensor performance and
packaging, at reduced cost.
by John Pedrotti
New thermoplastics can aid in integrating the disparate hardware in today’s
rooftop ‘sensor farms’ (Chevrolet Bolt AV show) and those throughout the body.
A
dvanced driver assistance system (ADAS) technologies— plate. The metal plate acts as a heat sink and shields
including automatic emergency braking, collision avoid- against interference from other sensor signals.
ance, adaptive cruise control and parking assist—are quick- Designers and manufacturers could benefit from
ly going mainstream. OEMs, regulators and consumers rec- switching to all-thermoplastic housings. Specialty
ognize their value in improving driving and preventing accidents. As compounds offering thermal management properties,
a global market, ADAS is expected to grow at a CAGR of 19.0% EMI shielding capability and radar absorption can re-
through 2025, according to Grand View Research. place metal, which further enables part consolidation,
The current ADAS sensor suite also is evolving rapidly to respond simplifies molding operations and offers potential cost
to market demand for improved performance, more efficient packag- savings by avoiding secondary operations.
ing, and lower costs. For example, engineers are exploring the inte- Looking ahead, polyetherimide (PEI) resins address
gration of different sensors into a single unit, as well as “fusing” the the need for higher thermal performance as radar sen-
radar and camera data into a single output to overcome limitations of sor designs become smaller—possibly shrinking to a
the individual technologies and provide safety redundancy. single microchip.
Miniaturization of sensor hardware is aimed at reducing its “foot- Camera sensors also must be shielded from compet-
print” at the expense of potentially generating more heat. ing electronic signals. Their housings, which are typi-
And lidar technology, currently focused on autonomous-driving cally large and made from aluminum, can be replaced
(SAE Levels 3-5) systems more than on ADAS applications, is transi- with specialty thermoplastics to streamline manufac-
tioning to solid state, from today’s electro-mechanical units. turing and increase productivity, and aid in weight re-
Specialized thermoplastics are being developed to offer greater design duction. In the “every-gram-counts” mantra of vehicle
freedom than traditional metal, glass, and lower-performing plastics cur- lightweighting, sensor suites with reduced mass con-
rently used in sensor systems. They’re key to creating the next generation tribute to better fuel economy.
of ADAS technologies that are more compact and cost-effective. The new Since camera sensors must have a clear line of sight,
materials aim to help engineers consolidate parts, minimize secondary they are installed flush with the bumper or mounted
operations, and help improve performance and cost-effectiveness. Key on the windshield. Their housings must protect against
values include EMI/RFI shielding; radar absorption; and heat dissipation. moisture absorption and exposure to thermal cycling
The new materials also can provide excellent impact and chemical and UV light that can cause warpage. Specialty grades
resistance, UV protection; reduction of moisture uptake; and warpage of polyphenylene ether (PPE) and PEI resins provide
prevention. They also help enable lower total system costs through dimensional stability and support laser welding that
high-volume, high-speed injection molding processes. helps prevent moisture ingress.
Like cameras, lidar sensors must be completely unob-
LINDSAY BROOKE
structed to operate properly. While the mechanical

PEI and PPE advantages “spinning can” lidars typically are roof mounted, the new
Radar sensors for ADAS are typically manufactured from a combina- generation of solid state lidars will be increasingly em-
tion of materials with a plastic housing enclosing a die-cast metal bedded into front and rear fascia and are trending into

LIGHTWEIGHT MATERIALS | SENSORS FEATURE
Most of the structure and shielding of on-board camera sensors,

currently in aluminum, can be replaced with specialty thermoplastics
including PPE and PEI resins to streamline manufacturing, increase
productivity, and provide enhanced weatherproofing.
The new family of Lexan CXT resins offer high temperature resistance, a refractive
headlight systems. Depending on location, these units index that can exceed 1.6, and high IR transparency.
are exposed to weathering, road chemicals and debris
that can affect their optical transparency and durability.
Many lidar units use glass or standard plastic mate-
rial for protective lens covers to ensure infrared (IR)
transparency, optical performance and weather resis-
tance. Specialized thermoplastics offer advantages
over these traditional materials. Compared to glass,
specialty thermoplastics (with or without coatings)
could provide greater freedom to design complex
shapes and superior resistance to impact and abra-
sion. The new materials also can deliver superior UV-,
impact-, and scratch-resistance performance.
For example, SABIC’s new family of Lexan CXT res- As automotive sensors are reduced in size, they
ins deliver a unique balance of high temperature resis- will require materials with better heat dissipation
tance, a refractive index that can exceed 1.6, and high capabilities such as PEI and TPI, which also provide
IR transparency. Their high flow properties make these high light transmittance in the IR spectrum range.
resins well-suited candidates for molding complex or
thin-wall parts.
Each of the primary ADAS and AV sensors has strengths and weak-
Next-gen “fusion” designs nesses. The concept of sensor fusion involves combining inputs from
Another factor spurring the need for innovative mate- two or more types of sensors to overcome shortcomings, improve
rials is the transition from lidar designs with multiple sensing capabilities in several different scenarios (bad weather, dark-
mechanical parts to solid-state technology. One ap- ness, far distances) and build in redundancy.
proach uses liquid crystals to steer the laser beam Advanced thermoplastics enable new fusion designs, such as
electronically, with no moving parts. The resulting re- “smart” headlamps with integrated sensors, which may require part
duction in the size of the lidar sensor unit will require consolidation and miniaturization. They also offer potential system cost
materials with better heat dissipation capabilities. savings through part consolidation and ease of manufacturing.
High-heat resins such as PEI and thermoplastic poly- Material suppliers with automotive experience, especially in lighting
ALL IMAGES: SABIC
imide (TPI) provide excellent thermal performance and bumper systems, can assist with next-generation design, proto-
(glass transition temperatures of 217°C and 267°C, re- typing and commercialization of the new components and systems.
spectively) combined with high light transmittance in
the IR spectrum range. John Pedrotti is Marketing Business Manager, Mobility, SABIC

Inside VW’s expanding
SILICON VALLEY
LAB
Virtual Reality is used at the

IECC to evaluate prospective
new-vehicle interiors.
The pioneering California innovation hub enters its third decade on a new wave
of innovation.
by Bradley Berman
O
n July 1, Volkswagen renamed its Silicon Valley outpost. formula to change minds.
The former Electronics Research Lab (ERL) based in When he started at the center 15 years ago, the
Belmont, Calif., is now the Innovation and Engineering iPod was cutting-edge tech. “The consensus within
Center California (IECC). In its 20-year history, the list of the company at that time was that the iPod was a
the center’s achievements includes winning the 2005 DARPA Grand gimmick that would never take off,” he said. “They
Challenge, the first use of Google Earth and predictive models in ve- said the Zune was just as good.” So Lathrop had to
hicle navigation and approximately 175 patents related mostly to au- settle with VW developing an iPod adapter, which
tonomous driving and connected mobility. The engineers and social became the iPod Satellite Adapter (ISA), the lab’s
scientists in Belmont are in the business of cracking tough nuts - but first official product.
none as hard as the entrenched mindset of auto-industry veterans Since then, Lathrop spent a decade building a team
resistant to change. of UX designers, investigated the use of virtual reality
A day after the official renaming, VW gave a tour to a small group in car cabins and promoted generative design that
of media including Automotive Engineering. There we met Brian allows computers to produce new forms. His passion
Lathrop, senior principal scientist, who joined then-ERL in 2004 as a these days is applying the concept of edge computing
freshly minted Ph.D in cognitive psychology from the University of to mass manufacturing.
California at Santa Cruz. “Why not take your manufacturing resources and
“I don’t think they knew what they hired me to do at the time,” capacity and put them closest to where they are need-
Lathrop quipped. His part of the tour was a demo showing off VW ed?” he asked.
Group’s first series-production part produced using 3D digital light
synthesis (DLS) technology - in this case, the interior structure of a
3D printing advances
BRADLEY BERMAN
side mirror for the Lamborghini Urus sport-utility.

“The technology is easy,” said Lathrop. “The hard part is convinc- Lathrop’s change-making formula at VW is multi-fac-
ing people that the risks are not as high as they perceive.” He ad- eted. Procurement and finance guys want to know
mitted that it had taken years to develop the right psychological about cost savings. The production teams needed to

RESEARCH & DEVELOPMENT FEATURE
and electrical integration at Tesla. Lathrop. “But guess what: There are
It’s essential that VW’s Innovation 200 to 300 guys across the rest of the
and Engineering Center California is company working on it. If we could le-
located in Silicon Valley. “We only have verage technology from a company
a couple of guys working on additive that’s five miles down the road, that
manufacturing here in Belmont,” said gives us a significant advantage.”
NUTRITION
HEALTH
SUSTAINABLE LIVING
Brian Lathrop, senior principal scientist at the

IECC: Finding the right psychological formula to
change engineers’ minds.
hear that 3D additive manufacturing Fit for any environment.

on-site could make the process
100-times faster - an actual fact. Our plastics can operate in many environments, taking the
Designers want to know about the pos- requirements of any job in stride. Our innovative spirit drives
sibility of new form factors. Logistics the creation of next-generation lightweight material solutions
teams want to reduce operational fric- capable of adapting to any specification. From flame retardancy
tion. “You need different arguments to withstanding mechanical loads, our high-performance
lined up depending on who your audi- plastics are stronger, safer, and more effective components.
ence is,” he said. “It’s a lot of fun.”
Meanwhile, engineers can often be Find your next adaptable plastic at dsm.com/plastics.
convinced by superior technology - in
the case of additive manufacturing,
with technology developed by
Carbon3D, a five-year-old startup head-
quartered in in nearby Redwood City.
Based on its latest funding round,
Carbon3D is valuated at a mind-bog-
gling $2.5 billion.
Instead of using a traditional printer
head, Carbon3D exposes pools of liquid
resin to UV light, essentially pulling the
desired part out from the material.
“Think Terminator 2,” said Lathrop.
The net result is a stronger single
structure. “It’s the difference between a
solid piece of oak and particle board,”
FROM LEFT: IECC; BRADLEY BERMAN
Lathrop explained. He is also excited

that all of Carbon3D’s printers, includ-
ing the one housed at the Belmont fa-
cility, get over-the-air (OTA) updates to Akulon® Arnite® Arnitel® EcoPaXX®
improve its algorithms over time. If that ForTii
®
Novamid ®
Stanyl®
Xytron™
approach sounds similar to what a cer-
tain Bay Area OEM does, it’s not a coin-
cidence. Carbon 3D’s chief technology
officer was formerly the VP of software

Inside VW’s RESEARCH & DEVELOPMENT
Can your auto lube

FEATURE
SILICON VALLEY
LAB
handle a 450ºF
(232ºC) temp shift?
Download the white paper
to find one that does:
krytox.com/extremes
Performance Lubricants
An array of 3D printed parts, including the interior structure of a side mirror

for the Lamborghini Urus.
‘Epic turning point’

Nikolai Reimer, senior VP of the IECC and its executive direc-
tor, explained that the timing for introducing innovations can
TOUGHENED EPOXY
ytox_Automotive_Print_Ad_3.375x4.625_v2.indd 1 7/10/2019 5:15:12 PM
be tricky. Too much change, too fast, can kill good ideas.
Reimer recounted the story of how the lab in 2007 built a per-
for STRUCTURAL sonal assistant/robot to sit on the car’s dashboard and have a
conversation with the driver.
BONDING The reaction from VW teams outside of Silicon Valley was

less than enthusiastic. “People said that we will never have
One Part Supreme 10HT something like that in one of our cars’” Reimer said. “At the
time, there was no Alexa, no Siri, and no connectivity.” With
some satisfaction, Reimer explained that more than a decade
HIGH BOND STRENGTH later nearly every showcase concept car features a voice-con-
trolled digital assistant in the car.
Lap shear strength | 3,600-3,800 psi
Fortunately, as VW’s California innovation office enters its
Tensile modulus | 450,000-500,000 psi third decade, reluctance to change has given way to a new era
of rapid-fire innovation. “With the technology and infrastruc-
ture evolving so fast, things just happen,” said Reimer. “We’re
NASA LOW OUTGASSING APPROVED at an epic turning point.”
Per ASTM E595 standards On the tour of the facility, we saw how virtual reality is be-
ing used to iterate vehicle interior design. We also learned
about collaborations on autonomous vehicles between IECC
and national disability groups. In the prototyping lab, we saw
WIDE SERVICE TEMPERATURE RANGE a steering wheel in which its buttons and airbag stay in place,
but the rim used by drivers to steer recedes into the dash.
From 4K to +400°F
For every idea that might sound crazy today, Reimer and
the 200-strong staff see the potential to deploy new technol-
ogy to enhance the driving experience. That’s the case with
innovative navigation tools first rolled out by VW in 2016. The
code that predicts the best route for millions of commuters
Hackensack, NJ 07601 USA • +1.201.343.8983 • main@masterbond.com around the world every day continues to be refined and en-
www.masterbond.com hanced at the Belmont facility.
32 Free Info at http://info.hotims.com/73008-715 AUTOMOTIVE ENGINEERING

PRODUCT Driven by quality and innovation.
BRIEFS
SPOTLIGHT: MATERIALS
Nylon 6/46 blend
DSM Engineering Plastics’ (Troy, Mich.) Akulon IG is
a blend of the company’s Stanyl PA46 and Akulon
PA6 resins, creating a resin combination comparable
to PA66 for many automotive applications, including
those in a high-temperature air or oil environment.
Akulon IG has been engineered to be interchange-
able with standard PA66 and has a property profile
very similar to PA66, including modulus, yield
strength and elongation. Since the blend of PA6/
PA46 does not rely on adiponitrile (ADN) or hexa-
methylenediamine (HMDA) raw material building blocks, it avoids temporary
capacity constraints in those markets that have troubled molders of PA66 re-
cently. DSM offers Akulon IG-HG5, which is 25% glass-fiber reinforced, and also
Akulon IG-HG7 and IG-HG10, which contain 35% and 50% glass fiber respective-
ly. IG-UH is an unfilled version that also is available.
For more information, visit http://info.hotims.com/73008-400
Advanced silicone adhesive

Capable of room-temperature curing at faster speeds
while maintaining the performance advantages ex-
pected from silicone adhesives, Dow’s (Midland,
Mich.) DOWSIL EA-4700 CV adhesive is a next-gen-
eration silicone solution for transportation assembly.
This advanced new assembly solution bonds at room
temperature (25°C/77°F) to traditional metals and
plastics used in electronics assembly. DOWSIL EA-
DATALOGGER
4700 CV adhesive also offers low levels of volatile
FOR THE HIGHEST REQUIREMENTS
condensable materials to support its use near sensitive electronic components.
The adhesive achieves 1 MPa adhesion strength within three hours, depending
on the substrate material. Using new chemistry and formulation techniques,
faster cure times are achieved with reasonable open time and dispensing. By ▸ Fleet testing & endurance testing
reducing or eliminating oven curing, manufacturers can reduce capital expense ▸ E-mobility testing
and energy use during operation.
▸ HV engineering services
▸ HV temperature modules & shunts
GaN-based switches ▸ Mobile power supply units
The new members of Power combine primary, secondary ▸ Proven use in hybrid and e-vehicles
Integrations’ (San Jose, Calif.) and feedback circuits in a sin-
▸ Ruggedized hardware
InnoSwitch3 families of offline gle surface-mounted package.
CV/CC flyback switcher ICs In the newly released family ▸ Proven in harsh environments
feature up to 95% efficiency members, GaN switches re- ▸ Maximum reliability of data acquisition
across the full load range and place the traditional silicon
up to 100 W in enclosed high-voltage transistors on the ▸ Input range up to 1000 VDC/900 A
adapter implementations without requir- primary side of the IC, reducing conduc- ▸ CAN, CAN-FD, LIN, FlexRay, SOME/IP
ing a heatsink. This increase in perfor- tion losses when current is flowing, and
mance is achieved using an internally de- considerably reducing switching losses
veloped high-voltage GaN switch technol- during operation.
ogy. Quasi-resonant InnoSwitch3-CP, For more information,
www.IPETRONIK.com
InnoSwitch3-EP and InnoSwitch3-Pro ICs visit http://info.hotims.com/73008-402
AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73008-716

PRODUCT BRIEFS
SPOTLIGHT: TESTING & ANALYSIS TOOLS

Data acquisition system
Kistler’s (Novi, Mich.) KiDAQ data acquisition system
provides users with high-fidelity measurements as
standalone DAQ and optionally the complete measuring
chain from sensor to cloud. The new KiXact functionality
automatically calculates measurement uncertainty,
which according to Kistler is the “world’s first” DAQ to do so. As the measuring chain
components are each qualified and individually calibrated for the customer’s applica-
tion, KiXact is intimately acquainted with their characteristics, and so can reliably in-
crease the certainty of measurement for the application. Customers have always been
able to significantly reduce the effect of this uncertainty by consulting Kistler to opti-
mize deployment conditions and their selection of equipment. Now with KiDAQ, they
can have complete confidence in the true level of uncertainty for their full measuring
chain. KiDAQ is modularly designed and can be configured to suit any customer re-
quirement or application. Depending on the application sector, measurement techni-
cians and engineers can choose from diverse ranges of versions.
Industrial computed tomography software

Version 3.3 of VGSTUDIO MAX, VGSTUDIO, VGMETROLOGY, and
VGinLINE is the latest generation of Volume Graphics (Charlotte,
N.C.) software solutions for non-destructive quality assurance
with industrial computed tomography (CT). VGSTUDIO MAX
software is used for the analysis and visualization of industrial
computed tomography (CT) data and covers all requirements
related to metrology, defect detection and assessment, material
properties and simulation. Using the new version, customers can
determine the surfaces of multi-material components, export
measurement and analysis results to store them centrally in qual-
ity-management software, automate inspection processes more flexibly based on
text recognition and translate real CT data into volume meshes for simulation. To fur-
ther support their customers, Volume Graphics has also added a new Technical
Consulting unit that provides professional consulting and evaluation services.
According to the company, with Version 3.3 of the software solutions, Volume
Graphics is laying the foundation for customers to make their processes smarter.
Light-cure epoxy
EpoxySet’s (Woonsocket, utes for handling. Full cure
R.I.) light-cure chemistry will occur over the next 16
allows fast processing and hours at room temperature.
fixturing of parts even if If desired, cure also can be
both parts are opaque. UV- accomplished with UV en-
5608DC is one of a series of ergy or higher-intensity
epoxy adhesives that can be activated blue light for a full cure in under 10 sec-
by 405 nm light with an intensity of onds. Variations with alternative dwell
about 150mW/cm2 for 5-10 seconds. and cure times and/or viscosities are
Parts are mated and aligned within 45- available.
60 seconds of activation. The adhesive For more information,
will yield green strength after 30 min- visit http://info.hotims.com/73008-405
Free Info at http://info.hotims.com/73008-717 AUTOMOTIVE ENGINEERING

PRODUCT BRIEFS
Cable assemblies Immersive visualization

Suitable for IoT, Virtalis (Kettering,
broadband and instru- Ohio) is using
mentation applica- Tech Soft 3D’s
tions, Amphenol RF’s (Bend, Ore.)
(Danbury, Conn.) HOOPS Exchange from
Concept to
newly expanded cable to create rich data
assemblies feature the sets that fuel enterprise data models that
BNC connector to compact AMC micro serve as the visualization backbone for
Reality
connector designed with the widely used multiple types of applications across the
RG-178 cable. This assembly combines enterprise. Virtalis is focused on support-
the quick connect and disconnect versa- ing industrial applications and manufac-
tility of the bayonet coupling mechanism turers creating large complex products
with the most commonly-used micro RF for aerospace, defense and automotive,
connector on the market. The new series as well as construction and more. Being
features a straight BNC bulkhead jack on able to review the data in an immersive
one end, which allows for various mount- environment on a one-to-one scale, rath-
ing options, connected to a right-angle er than seeing a 2D view of a 3D object, is
AMC plug. The durable RG-178 cable can effective for communicating to those not
be used in more rugged environments skilled in CAD. Virtalis goes beyond visu-
unsuited for most standard micro cables. alizing CAD data from an external view
The BNC to AMC fixed length cable as- by immersing users in the environment
sembly is available in standard metric where the model may live, allowing them Make the Leap
lengths of 50 through 300 mm (1.9 to experience the product.
through 11.8 in), with custom lengths For more information,
with our new Automotive
available through our convenient RF ca- visit http://info.hotims.com/73008-408 Passive Components!
ble assembly configurator, QuickBuild RF.
For more information, Specialty Resistors
visit http://info.hotims.com/73008-406
On-demand manufacturing UÊ}ÊÛÌ>}i]Ê>ÌÃÕvÕÀ>ÌÊÊ
platform Ê >`Ê}Ê«ÜiÀÊÜìÊÌiÀ>ÊÊ
Ê V«ÊÀiÃÃÌÀÃÊ
Xometry
Rugged EPCOS MKD (Gaithersburg, Md.)
UÊiÃ}i`ÊvÀÊ>ÕÌÌÛiÊÊ
Ê >««V>ÌÃ
capacitors now offers Carbon
TDK Corp.’s (Iselin, N.J.) DLS technology as Power Shunt Resistors
UÊ}Ê«ÜiÀÊÕ«ÊÌÊ£ä7®ÊVÕÀÀiÌÊÊ
DeltaCap X Black Premium is a 3D printing pro- Ê ÃiÃ}ÊV«ÊÀiÃÃÌÀÃÊ
a new series of EPCOS MKD cess option. Customers can get an in- UÊ7ìÊÀ>}iÊvÊÀiÃÃÌ>ViÊÛ>ÕiÃ
capacitors for power-factor stant quote, design feedback, and lead
correction (PFC). Capacitors times for parts produced with Carbon Current Sense Resistors
in the series have rated volt- DLS technology through the Xometry UÊ/VÊw]ÊiÌ>Ê«>ÌiÊ>`Êì`ÊÊ
Ê V«ÊVÕÀÀiÌÊÃiÃiÊÀiÃÃÌÀÃÊ
ages of between 440-V AC Instant Quoting Engine. Carbon DLS UÊ``ÀiÃÃÊ}ÊÌi«iÀ>ÌÕÀiÃ]ÊÊ
and 850-V AC. With an inter- uses digital light projection, oxygen per- Ê VÀÀÃÊ>`ÊÌiÀ>ÊiÝ«>Ã
nal delta connection, the capacitors are meable optics, and programmable liquid
designed for power-factor correction resins to produce products with end-use Check out our new solutions for
and filtering of harmonics at the low- durability, resolution and surface finish. Automotive Applications at
voltage level. With capacitance values
of 3 x 51 µF to 3 x 165 µF, power correc-
This technology, along with Carbon’s
custom liquid resins, unlocks new busi-
KOASpeerAuto.com
tion performances ranging from 20 kvar ness opportunities and product designs
to 44 kvar (50/60 Hz) per capacitor are previously impossible, including mass
achieved. The special black coating im- customization and on-demand inventory.
proves the dissipation of heat, thereby According to Xometry, the Carbon
achieving a very long service life of up Platform enables companies to make the
to 300,000 hours in accordance with unmakeable and bring products to mar-
temperature class -40/D. ket that were never thought possible. MORE THAN JUST RESISTORS
For more information, For more information,
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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73008-718

UPCOMING WEBINARS
IMPACT OF AUTONOMOUS AND ELECTRIC
VEHICLES IN NEW PRODUCT DEVELOPMENT
Tuesday, September 24, 2019 at 1:30 pm U.S. EDT
Product design in autonomous and electric vehicles requires a product architecture of systems,
subsystems, hardware, and software, as well as requirements management and the “Engineering V.” This
Webinar explains the fundamental building blocks of autonomous and electric vehicles and the standards
that govern them. An audience Q&A follows the technical presentation.
Sponsored by: Hosted by:
For additional details and to register visit: www.sae.org/webcasts
CONNECTIVITY SOLUTIONS FOR ROBUST DATA

TRANSMISSION IN FUTURE VEHICLE WIRING SYSTEMS
Wednesday, September 25, 2019 at 11:00 am U.S. EDT
Recently discussed approaches show a trend toward centralization of computation power on one side and the
need for redundancy and decentralized aggregation of high-speed sensor and camera data on the other side.
The focus of the presentation will be on essential aspects of the development of economical and robust
connection solutions for future applications including realization of automotive communication links with
data rates of 10 Gbps and higher; requirements for topologies, component performance, and EMC and more.
An audience Q&A follows the technical presentation.
AUTONOMOUS VEHICLE SENSORS: HOW TO

ENSURE THEY WORK WELL AND STAY CLEAN
Wednesday, September 25, 2019 at 12:00 pm U.S. EDT
The sensors found on self-driving vehicles and advanced driving assistance systems are the eyes that see
in place of the driver, so exceptional performance in every situation is absolutely critical. This webinar
discusses how electromagnetic and computational fluid dynamics software can be used to drastically
improve sensor performance and increase safety of autonomous systems, with a specific focus on radar
technology. An audience Q&A follows the technical presentation.

WEBINARS
ADAPTIVE AUTOSAR AND A READY-TO-GO
VEHICLE RUN-TIME ENVIRONMENT
Available On Demand
Adaptive AUTOSAR is an excellent building block for augmenting the solid foundation of the AUTOSAR
Classic Platform with support for a flexible, dynamic, high-performance computation environment. During
this Webinar, the Adaptive AUTOSAR platform will be introduced, as well as the extensions provided by
the ETAS VRTE (Vehicle Run-Time Environment).
NON-CONTACT STRAIN AND DISPLACEMENT

MEASUREMENTS IN THE AUTOMOTIVE INDUSTRY
Available On Demand
3D Digital Image Correlation (DIC) provides the ability to measure non-contact 3D coordinates, material
displacements/strains, and structures. This Webinar explores 3D DIC and how it allows equipment to be
used for rapid full-field measurements from material characterization to full component testing. 3D DIC is
used across industries for improving the quality and accuracy of data collected to understand mechanical
behaviors of components or validate FEA models.
REDUCING DEVELOPMENT TIME FOR MACHINE

CONTROL SYSTEMS
Available On Demand
This Webinar examines how you can use a powerful programming environment to increase engineering
productivity and help you bring high-performing, intelligent vehicles to market faster. Specifically in regard
to machine control systems, it discusses a library of drag-and-drop visual blocks that significantly reduce the
amount of time it takes to complete system and subsystem design work.

READER
FEEDBACK
The ICE’s Not Dead Yet! The ICE may not be dead – yet – but it’s on terminal drip-
Excellent write-up in your July magazine on what GM, Ford, feed. It’s expected lifespan is waning. It’s a goner. Those of us
Fiat-Chrysler and Hyundai are developing to extend the life of working in the EV space can’t wait to bury the dirty old thing
the internal-combustion engine. I work in the powertrain-en- – using electric backhoes, of course!
gineering management area for a Tier-2 supplier and will say Ron007
that the ICE is the lifeblood of my company in terms of past, via email
present, and future business. Those who have predicted its
demise during the past 20 years have been wrong. We need Continued engineering effort to “perfect” the inherently inef-
ICEs to bridge the (long) gap to the electrified future. ficient ICE system is a waste of money and engineering talent.
Adrian Moore Auto industry executives know this but lack the courage to
via email fight the powerful and wealthy oil/gas industry, especially in
an economic system in which the oil/gas industry has capti-
I have a forecast in my office from 2004 that was done by vated the U.S. and other governments…Electric powertrains
one of the big consulting houses, that predicted most of us are the powertrains of the future and that future must be real-
would be driving electric cars by ized immediately. Global Warming
now. I keep the forecast to remind is real… July 2019 was the hottest
me of why I’m skeptical of most month ever recorded in human his-
forecasts. tory. The trend will continue to get
Pete Rubinstein worse as we continue to extract,
Madison, Wisconsin process and burn fossil fuels in
ICEs. The trillions of dollars recently
Good article on the ICE’s future, as spent on the oil wars would have
seen by Detroit and Hyundai. I work easily paid for clean power genera-
for Honda and although we’re in- tion and a properly designed and
vestigating hybrids, EVs and even built distribution grid for electrical
hydrogen fuel cells, our view is sim- power. It is time for the ICE to be
ilar to those of the competitors you laid to rest.
spoke to. The adoption curve to- Name withheld
ward the battery-electric future will via email
be, in my opinion, long and gradual.
The gasoline-fueled spark-ignited Harley’s Electric Live Wire
engine still has the potential to de- Hey, AE, I enjoyed your conversa-
liver greater thermodynamic effi- tion with Harley-Davidson EV engi-
ciency than we are realizing today, neer Sean Stanley on development
for light-duty vehicle applications. of the new LiveWire electric “hog.”
Name withheld The $30-grand price is steep only
via email when talking about one metric: rid-
ing range. My 2019 Dyna Low Rider
Thanks for the very straightforward set me back nearly 20 large, and it
article in your latest AE magazine on ICE’s “not dead yet.” would get smoked by a LiveWire in acceleration, braking and
Most engineers realize the potential of electric motors to re- handling! But right now in the U.S.A., electric motorcycles are
place cranks, pistons and combustion, but we also realize the a non-starter. My local Harley dealer says he doesn’t expect
current limitations and cost of lithium batteries, as well as the many LiveWire customers, and he had to invest thousands for
limitations of the U.S. electric grid to support mass adoption. all the hardware that goes along with selling them.
Marc Ross Lou Bartz
Dublin, Ohio via email
READERS: Let us know what you think about Automotive

Engineering magazine. Email the Editor at Lindsay.Brooke@
sae.org. We appreciate your comments and reserve the
right to edit for brevity.

COMPANIES MENTIONED
Company Page
3D|CORE .................................................................................................12 EnerDel ..................................................................................................40 Mercedes-Benz .......................................................................................9
3M ..........................................................................................................25 EpoxySet................................................................................................34 Michelin ..................................................................................................22
Alba Tooling & Engineering .................................................................10 Ferrari ......................................................................................... 10, 14, 24 Munro & Associates..............................................................................25
Altair........................................................................................................10 Fiat Chrysler Automobiles .......................................................10, 18, 38 Nissan ......................................................................................................16
American Battery Solutions. ..............................................................40 Ford .......................................................................8, 12, 14, 16, 18, 25, 38 Ovonic ....................................................................................................40
Amphenol RF ........................................................................................ 35 General Motors ......................................8, 12, 13, 14, 18, 20, 26, 38, 40 Plasan Carbon Composites ................................................................. 23
Audi ..........................................................................................................9 GMC .........................................................................................................12 Porsche .................................................................................................... 8
Automotive Management Consulting................................................10 Grand View Research ..........................................................................28 Power Integrations............................................................................... 33
Bechtel ....................................................................................................13 Harley-Davidson...................................................................................38 SABIC .....................................................................................................29
BMW ...................................................................................................9, 25 Henkel ....................................................................................................25 SAE International ............................................4, 6, 9, 10, 14, 18, 20, 28
Boeing ......................................................................................................4 Henn ........................................................................................................12 Samsung ................................................................................................40
Bosch ......................................................................................................40 Honda............................................................................................... 16, 38 Shelby .....................................................................................................14
Bose ........................................................................................................24 Honda R&D Americas ..........................................................................25 Sika .........................................................................................................25
Brembo ..................................................................................................22 Hyundai........................................................................................9, 16, 38 Skoda........................................................................................................11
BWI .........................................................................................................22 Hyundai America Technical Center ....................................................16 TDK ......................................................................................................... 35
Cadillac...................................................................................8, 12, 24, 26 Hyundai Motor America .......................................................................16 Tech Soft 3D .......................................................................................... 35
Carbon3D................................................................................................31 Jaguar ...............................................................................................13, 25 Tesla............................................................................................... 8, 13, 31
Center for Automotive Research ..............................................4, 10, 13 Jeep .........................................................................................................10 Torsen......................................................................................................15
Chevrolet ...............................................................................8, 13, 20, 28 KCK Group .............................................................................................40 Toyota.....................................................................................8, 16, 27, 40
Cikautxo Group ......................................................................................12 Kia ...........................................................................................................17 Tremec .............................................................................................. 14, 21
Continental Structural Plastics ......................................................12, 22 Kia Motor Manufacturing Georgia ......................................................17 Virtalis .................................................................................................... 35
csi entwicklungstechnik .......................................................................10 Kistler .....................................................................................................34 Volkswagen ............................................................................ 8, 9, 16, 30
Dodge......................................................................................................14 Lamborghini ..........................................................................................30 Volume Graphics ..................................................................................34
Dow ........................................................................................................ 33 LG ..........................................................................................................40 Volvo ........................................................................................................9
DSM Engineering Plastics ..............................................................12, 33 Lincoln .....................................................................................................12 XALT Energy..........................................................................................40
DuPont ...................................................................................................25 Linux Foundation ...................................................................................4 Xilinx.........................................................................................................4
DuPont Transportation and Industrial ..............................................26 Lord ........................................................................................................25 Xometry ................................................................................................. 35
Eaton .......................................................................................................14 Magna..................................................................................................... 23 ZF .................................................................................................4, 10, 15
Electrify America ...................................................................................13 Material Sciences Corp. ........................................................................10
Ener-1......................................................................................................40 Mazda ......................................................................................................16
UPCOMING FROM THE EDITORS AD INDEX

September 5: Automotive Engineering October: Truck & Off-Highway
Technology eNewsletter Engineering
Advertiser Page Web Link
Print Magazine Atlas Material Testing Technology...............Cover 3 ...................................... atlas-mts.com
September 12: Vehicle Engineering • Hydraulics/Electric Actuation:
Technology eNewsletter (all markets) Intelligent Machine Control COMSOL, Inc. ...................................................Cover 4 ................................www.comsol.com
• NACV Show Preview DSM Engineering Plastics .......................................31 ................................ dsm.com/plastics
September 18: Truck & Off-Highway • Engines & Subsystems: Powertrain
Engineering Management EA Elektro-Automatik, Inc. ....................................34 ............................elektroautomatik.us
Technology eNewsletter • Hydraulics/Flow Control and Evonik Performance Materials .....................Cover 2 .............www.acrylite-polymers.com
Test & Measurement spotlights
September 23: Automotive Instron .......................................................................24 ...............go.instron.com/automotive
Manufacturing & Machining October 7: Automotive Engineering IPETRONIK GmbH & Co. KG ...................................33 .........................www.IPETRONIK.com
Technology eNewsletter Technology eNewsletter
KOA Speer Electronics, Inc.....................................35 ............................KOASpeerAuto.com
September 27: Autonomous Vehicle October 14: Vehicle Engineering Master Bond Inc.......................................................32 .......................www.masterbond.com
Engineering Technology eNewsletter (all markets)
Matthews Marking Systems ......................................1 ...................... matthewsmarking.com
Technology eNewsletter
October 17: Truck & Off-Highway Pickering Interfaces ..................................................5 ................................pickeringtest.com
October: Automotive Engineering Engineering Quaker Houghton .....................................................3 .........................quakerhoughton.com
Print Magazine Technology eNewsletter
• Lightweighting Schweitzer-Manduit International, Inc. (SWM) ...... 7 ...........................swmintl.com/optical
• Testing & Simulation Software October 23: Automotive Engineering Sonceboz SA ............................................................26 ................................sonceboz.com/git
• Sensors Technology eNewsletter
• Metals & Data Acquisition Tools Synopsys, Inc. ........................................................... 11 ............ www.synopsys.com/autovdk
Spotlights October 29: Automotive Manufacturing TAMAGAWA SEIKI Co., Ltd......................................13 ..... http://www.tamagawa-seiki.co.jp
& Machining
The Chemours Company (Krytox Division) ........32 ......................... krytox.com/extremes
Technology eNewsletter
The Chemours Company (Viton Division) ..........27 ..............................................viton.com
October 30: Autonomous Vehicle
Yura Corporation ..................................................... 19 ............................ www.yuracorp.co.kr
Engineering
Technology eNewsletter Zeus, Inc. ....................................................................17 ..........................................zeusinc.com

Q&A
Engineering battery packs for the ‘underserved’ OEMs
Few battery experts in the mobility industry can match the en- That would be our sweet spot. That’s exactly what I want to do. If
gineer/entrepreneur spirit of Subash Dhar. In a career spanning I say 5,000 buses, that’s a huge number in the bus industry.
nearly 40 years, Dhar is co-inventor of over 45 patents and pat-
ent applications in the field of advanced batteries and fuel cell The EV market outlook is fairly bleak for the short term.
technologies. He led the team that developed and commercial- Bosch pulled out of EV cell manufacture and is focused on
ized the nickel-metal hydride technology used in the Toyota 48V systems. So why is this a good time to start your new
Prius and has served in leadership positions at XALT Energy, company?
Ener-1, EnerDel, and Ovonic. My view is slightly different. In the last seven-to-eight years, lithi-
Dhar, a chemical engineer, recently founded a new com- um-ion technology, performance and manufacturing processes
pany, American Battery Solutions, Inc., focused on module have improved by at least a factor of three. A while back GM an-
and pack engineering, assembly, and nounced it was buying cells from LG for
battery-systems integration. He’s aim- $140/kWh, versus maybe $400 kWh in
ing for EV customers in the transporta- 2011. So, lithium battery costs have come
tion, industrial-, and commercial-vehi- down to a point where they are beginning
cle sectors who are seeking expertise to look economically viable in a traditional
at low and medium volumes. With $50 commerce stream. To where even the tra-
million in capital backing from NY- ditional lead-acid battery users, such as
based KCK Group, Dhar purchased forklift trucks, are now seriously thinking
foundational assets from Bosch’s North there may be a [lithium] value here.
American battery-systems business, I don’t want to spend time in cell
including a testing lab, a 172,000 chemistry. That space is now occupied
square-foot plant in Ohio, and the by those with enormously deep pockets
lease on a 40,000 square-foot plant and very broad knowledge of battery
complex in Lake Orion, Michigan. chemistry and materials science.
Dhar spoke with Automotive I want to focus on where I can add
Engineering editor Lindsay Brooke. value: in buying cells and turning them
Veteran into engineered modules, packs and
battery innovator
Makers of electric airport tugs, delivery systems for the users. The ‘underserved’
and entrepreneur
vans, or perhaps mail trucks would Subash Dhar. EV markets need expertise and knowl-
engage with your company to help edge and some capital to do that.
them design, engineer, manufacture
and integrate battery packs for their
EVs, correct?
Lithium battery costs Will ABS have some input into pack
design?
Exactly. I have an engineering team and have come down to We have three kinds of potential custom-
probably the second-best high-voltage
battery test facility in the Midwest, after a point where they ers. The first says, ‘Here’s my vehicle and
here’s the space I’ve designed for the bat-
GM’s. And outside of LG, I have the larg-
est battery-assembly plant in the
are beginning to tery.’ And we’ll design the pack as a com-
plete system to fit that space.
Midwest. I’m ready to offer that service look economically The second type of customer makes
to the smaller OEMs who wouldn’t ex-
pect to get such service from Samsung, viable in a traditional commercial vehicles, trucks and buses,
and has a lot of room to package the bat-
LG, and other big battery makers who
are geared to volumes of 200,000 to
commerce stream. tery. For that customer we’ll create stan-
dard modules to assemble into a pack.
400,000 vehicles per year. I want to sup- And the third customer will have de-
port the middle-volume customer who’s signed its own pack but needs someone
making vans or airport shuttles. I can do to manufacture it. So, in some applica-
AMERICAN BATTERY SYSTEMS
that. We have hard assets, no debt, and tions we will have significant engineering
we’re based in the U.S. input into the pack designing the com-
plete pack, while others we will simply
What is ABS’s production-volume manufacture it for them.
threshold? Could you handle the new We’re chemistry agnostic and will do
US Postal Service delivery vehicle whatever makes economic and business
contract of up to 200,000 units? sense for the customer.

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