Sae Automotive May

MULTIPHYSICS FOR EVERYONE
The evolution of computational tools for

numerical simulation of physics-based systems
has reached a major milestone.
COMSOL MULTIPHYSICS
APPLICATION BUILDER
Custom applications are now being developed

by simulation specialists using the Application
Builder in COMSOL Multiphysics.
With a local installation of COMSOL Server,
applications can be deployed within an entire
organization and accessed worldwide.
APPLICATION
Make your organization truly benet from the

power of analysis.
comsol.com/application-builder
Copyright 2016 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, COMSOL Server, LiveLink, and Simulation for Everyone are either registered trademarks or
trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB and its subsidiaries and products are not aliated with, endorsed by, sponsored by, or
supported by those trademark owners. For a list of such trademark owners, see www.comsol.com/trademarks
AUTOMOTIVE
ENGINEERING
EXCLUSIVE
PLUS:
Honda R&Ds new president

talks technology
NHTSA and
Euro NCAP
face the
Autonomous
future
Yoshiyuki
Matsumoto
and Clarity FCV
May 2016
magazine.sae.org/auto
Transforming our business

to provide the best value
for our customers.

are good business!
Brock Miller
Caster Operator
Gerdau is steel. For nearly half a century Gerdau has been a singular
source of excellence for all your SBQ needs. And were getting better
every day. More capacity, new capabilities, a renewed focus on
service and delivery - all centered on adding value for our customers.
All of our people are aware that our success depends on your
success, and we thrive on accepting tough challenges head-on.
www.gerdau.com/northamerica
CONTENTS
FEATURES
REGULARS
12 New dawn at Honda R&D COVER STORY
2 Editorial: Send in Yamaguchi!

4 Technology Report
President Yoshiyuki Matsumoto aims to invigorate Hondas

technology and product-development organization with full soul.
16 Automated driving meets regulation:

NHTSA and the next 50 years
4 2016 SAE World Congress: Connected

vehicles will be hackers trophy | ELECTRONICS
6 2016 SAE World Congress: Nautilus claims
radical advance in HCCI engine development |
POWERTRAIN
REGULATIONS | STANDARDS
The challenges and opportunities on the road to zero deaths

demand a new level of federal automotive safety technical standards,
and a new safety-defect reporting and recall system. NHTSA and the
U.S. Congress must act boldly and quickly to make it happen.
20 Autonomous driving meets

regulation: Hands off, eyes off,
brain off SAFETY
Euro NCAPS president warns that without coherent policies, the

growing availability of automated technologies may result in
piecemeal technology developmentand unintentional
consequences.
23 Designer yin meets engineer yang

DESIGN | STYLING
Efficient and effective vehicle development means even closer

collaboration between the two former sparring partners.
26 The e-LSD alternative to AWD POWERTRAIN

Eatons new-for-2018 electronic limited-slip differential offers mass,
fuel-consumption, and packaging benefits over typical AWD while
enhancing vehicle dynamic control.
ON THE COVER
AEs veteran Asia correspondent Jack Yamaguchiknown as the
dean of Japanese auto writerswas the first journalist to get a
sit-down interview with Yoshiyuki Matsumoto in his new role as
Honda R&D President. Matsumoto said he intends to re-invigorate
Hondas technology and product-development organization.
Follow us on social media
@SAEAutoMag
@saeaei
AUTOMOTIVE ENGINEERING
SAE Magazines
8 2016 SAE World Congress: Electric propulsion

now inescapable | ELECTRONICS
10 Chipmakers gearing up for onboard wireless
charging | INTERIORS
28 Global Vehicles
28 Teslas highly-anticipated Model 3 brings
technology questions
30 Mazda reveals retractable-hardtop MX-5 RF
30 Enter two new plug-ins: 2017 Mitsubishi
Outlander PHEV and Toyota Prius Prime
32 Lincoln unveils big-SUV future with Navigator
concept
33 Nissan targets cabin NVH with big investment
in Sentra upgrade
34 Product Briefs
Spotlight: Test equipment & software
42 Companies Mentioned, Ad Index

44 Q&A
Unveiling the reengineered 2017 version of Nissans
revered GT-R supercar, Keno Kato, Corporate Vice
President, Global Product Strategy & Product
Planning, talks about the GT-Rs role in Nissans
product-development ethic and the relevance of
drivers cars in the autonomous future.
Automotive Engineering, May 2016, Volume 3, Number 4. Automotive Engineering
(ISSN 2331-7639) is published in February, March, April, May, June, August, September,
October, and November by Tech Briefs Media Group, an SAE International, 261 Fifth Avenue,
Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright 2016 SAE
International. Annual print subscription for SAE members: first subscription, $20 included in
dues; additional single copies, $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 47857, Plymouth, MN 55447. 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 issues 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
May 2016 1
EDITORIAL
NY, NJ, OH:

Ryan Beckman
+1.973.409.4687
rbeckman@techbriefs.com
Bill Visnic
Editorial Director
bvisnic@sae.org
EDITORIAL
Yamaguchi
(at right)
talks NSX
with Ted
Klaus.
When Kyoichi Jack Yamaguchi
talks, industry engineers listen because
theyre hearing the dean of Japans
automotive journalists. Over a career
spanning 50 years, Jack has conducted
hundreds of interviews with experts at
the OEMs and suppliers. Doors open
when Jack visits and top executives
return his calls. Hes reported on new
technologies and driven prototypes and
production vehicleson two wheels
and fourwell ahead of launch.
Jack filed his first English-language
articles in 1967, and went on to become
the Japan correspondent for Road &
Track and Cycle World in the U.S. SAE
International was smart to hire him in
the early 1980s to be Automotive
Engineerings Asia Editor, a post he still
holds today while penning monthly columns in four Japanese car magazines.
And students of Mazdas sports cars
know Jack as the author of books on
the RX-7, RX-8, and MX-5 Miata.
2 May 2016
Midwest/Great Lakes:
IN, MI, WI, IA, IL, MN
Chris Kennedy
+1.847.498.4520, x3008
ckennedy@techbriefs.com
Ryan Gehm
Associate Editor
rgehm@sae.org
Patrick Ponticel
Membership Editor
ponticel@sae.org
Send in Yamaguchi!
Ted Klaus is not given to hyperbole. So
when the Chief Engineer of Hondas
2017 NSX says something is the best,
he means it. And thats how Klaus described hearing Jack Yamaguchis first
impressions of the all-new supercar,
during a pre-production drive event last
winter at the Tochigi Proving Ground.
Jack got out of the car, looked me in
the eye and said, Its still an NSX! Then
he smiled. Coming from Jack, that was
the best comment Ive heard about this
vehicle, Klaus proudly recounted to
me in early March at the NSXs global
media launch.
PA/DE:
Desiree Stygar
+1.908.300.2539
dstygar@techbriefs.com
Lindsay Brooke
Editor-in-Chief
abrooke@sae.org
How did a kid living among the devastation of post-WWII Japan, who was
crazy for bikes and cars, get started as
a renowned industry journalist?
I mostly learned English by watching
movies and listening to Armed Forces
Radio at home, Jack told me during
the 2016 SAE Congress. He learned the
nuts-and-bolts of machines while working for Japans BMW and BSA motorcycle importer and going to races.
Jacks coverage of the industry in major publications soon got the attention
of top management within Japans
OEMs. Three senior engineers became
my mentors and helped me get started
in this business: Yoshio Nakamura at
Honda, Jiro Kawano at Toyota, and
Shinichiro Sakurai at Nissan, Jack said.
Each of the three are iconsNakamura
was Soichiro Hondas R&D director;
Kawano led development of the 2000GT
and Toyotas Group 7 racecar; and
Sakurai headed Nissan GTR engineering,
among many other projects by each.
It was Nakamura, then president of
Japan SAE, who approached Jack with
a proposal: Would he be interested in
writing for SAEs flagship magazine?
My first reaction was, No way! The
standards of a professional engineering
publication are much higher than those
for enthusiast magazines, Jack recalled. But his mentors encouragement
prevailed. I told Nakamura that I would
write for AE for one year...and 40 years
later Im still doing it!
So when the grapevine told me that
Honda was about to promote Yoshiyuki
Matsumoto to head Honda R&D earlier
this year, my immediate reaction was,
better send in Yamaguchi! Jack, who
lives in Tokyo, just happened to have a
lunch scheduled with his R&D contacts at
Tochigi. His request for a sit-down interview with Matsumoto-santhe first for
an industry magazineresulted in this
months cover story. Our domo arigatou
gozaimasu to Honda for making it happenand to Jack for being the dean.
Lindsay Brooke, Editor-in-Chief
Midwest/Central Canada:
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
+1.847.223.5225
bobc@techbriefs.com
Lisa Arrigo
Custom Electronic
Products Editor
larrigo@sae.org
Rocky Mountain States/NM:

CO, ID, MT, UT, WY, NM
Tim Powers
+1.973.409.4762
tpowers@techbriefs.com
Contributors
Kami Buchholz
Detroit Editor
Southern CA, AZ, NV:

Tom Boris
+1.949.715.7779
tomboris@techbriefs.com
Stuart Birch
European Editor
Jack Yamaguchi
Asia Editor
Steven Ashley, Dan Carney,
Terry Costlow, Richard Gardner,
John Kendall, Bruce Morey,
Jennifer Shuttleworth, Linda Trego,
Paul Weissler
DESIGN
Northern CA, WA, OR,

Western Canada:
Craig Pitcher
+1.408.778.0300
cpitcher@techbriefs.com
International
Europe Central & Eastern:
Sven Anacker
Britta Steinberg
+49.202.27169.11
sa@intermediapartners.de
steinberg@intermediapartners.de
Lois Erlacher
Creative Director
Ray Carlson
Associate Art Director
Europe Western:
Chris Shaw
+44.1270.522130
chris.shaw@chrisshawmedia.co.uk
SALES &
MARKETING
China:
Alan Ao
+86.21.6140.8920
alan.ao@sae.org
Joe Pramberger
Publisher
joe@techbriefs.com
Japan:
Shigenori Nagatomo
+81.3.3661.6138
Nagatomo-pbi@gol.com
Marcie L. Hineman
Global Field Sales Manager
hineman@sae.org
Debbie Rothwell
Marketing Director
drothwell@techbriefs.com
South Korea:
Eun-Tae Kim
+82-2-564-3971/2
ksae1@ksae.org
Martha Schanno
Recruitment Sales Manager
+1.724.772.7155
mschanno@sae.org
Integrated Media
Consultants
REGIONAL
SALES
Angelo Danza
+1.973.874.0271
adanza@techbriefs.com
North America
New England/Eastern Canada:
ME, VT, NH, MA, RI, QC
Ed Marecki
+1.401.351.0274
emarecki@techbriefs.com
Patrick Harvey
+1.973.409.4686
pharvey@techbriefs.com
Todd Holtz
+1.973.545.2566
tholtz@techbriefs.com
Rick Rosenberg
+1.973.545.2565
rrosenberg@techbriefs.com
CT:
Stan Greenfield
+1.203.938.2418
greenco@optonline.net
Mid-Atlantic/Southeast/TX:
MD, DC, VA, WV, KY, TN, NC, SC,
GA, FL, AL, MS, LA, AR, OK, TX
Ray Tompkins
+1.281.313.1004
rayt@techbriefs.com
Scott Williams
+1.973.545.2464
swilliams@techbriefs.com
SUBSCRIPTIONS
+1.800.869.6882
AEI@kmpsgroup.com
TECHNOLOGY
REPORT
ELECTRONICS
2016 SAE World Congress: Connected vehicles will be

hackers trophy
Cybersecurity has swiftly gone from a loose
concept to an issue that rivals quality, safety
and other mainstays of design must-haves. Its
a multi-faceted challenge that extends from
simple vehicle systems to cloud connectivity.
The biggest challenge is how many interconnections there are to many different
things, said Tejas Desai, Head of Interior
Electronics Solutions, North America, for
Continental AG. All different types of things
connect to the vehicle and we dont know
about whats on the other side.
Its not just the dark side of the Internet that
concerns automakers. While hackers are a major concern, automakers also must ensure that
a disgruntled employee at a supplier does not
create problems.
Threats are not just external, they can be
internal, from within the company or the
supply chain, said Joe Kwederis, Principal,
Deloitte & Touche. Thats not to discount
that a predicted 200 million connected vehicles by 2020 will be a huge target; vehicles
Cuneyt L. Oge
President
Richard W. Greaves, FREng
2015 President
Douglas Patton
2017 President Elect
Robert L. Ireland
Vice President Aerospace
Carla Bailo
Vice President Automotive
Thomas Stover
Vice President
Commercial Vehicle
Toyotas Derek Lewis and Densos Roger Berg ruminate

on the many security challenges being detailed by Tejas
Desai of Continental. (Terry Costlow)
will be a real trophy for hackers.
Companies have to protect systems that
might not seem to be of interest to hackers.
But mundane systems could be taken over by
extortionists who search for easy targets.
Even the heating-air conditioning system
has to be protected, said Roger Berg, Vice
President at Denso
International America.
You might well wonder
who would attack that,
but its still something we
have to consider.
Experts described a
number of issues that
arise with connectivity
during the 2016 SAE
World Congress Panel,
Controlling Digital
Exhaust: Cyber Risk and
Security in the Age of
Autonomous and
Connected Vehicles.
Panelists all cited the
need for defense in depth,
with a number of layers of
protection to an attack
that bypasses one protective technology will be
Numerous conduits to onboard
vehicle systems will be
required for connected-vehicle
capabilities and features (Image
courtesy of Infineon).
4 May 2016
SAE INTERNATIONAL
BOARD OF DIRECTORS
Pierre Alegre
Treasurer
David L. Schutt, PhD
Chief Executive Officer
Gregory L. Bradley, Esq.
Secretary
Daniel Basch
Alba Colon
Haoran Hu, PhD
Alain P. Jablonowski
James R. Keller
Jay Meldrum
Christopher Myers
Eric Tech
Gareth Williams, PhD
Todd Zarfos
SAE Publications Board

David B. Stout - Chair
Mohamed El-Sayed, PhD
Derek J. Logan
Ronald D. Matthews, PhD
June Ogawa
Dr. Andrew C. Pickard
Mark Zachos
SAE Sections
and Affiliate Activities
SAE International offers educational and

networking opportunities at the grassroots
level through more than 80 sections
around the world. Sections are currently
located in Belarus, Canada, Colombia,
Ecuador, Egypt, Hong Kong, Israel, Italy,
Malaysia, Mexico, Romania, Russia, Taiwan,
U.K., Ukraine, U.S., and Venezuela. SAE
also operates affiliates in Brazil and India.
More information about sections, along
with a complete listing and links, can be
found at www.sae.org/sections.
www.dspace.com
www.dspace.com
From HIL Simulator to PC

and Back
Realistic hardware-in-the-loop tests need complex, real-time-capable models
of the plant and its environment and dSPACE Automotive Simulation Models
lead the eld. These same models can also be used to test virtual electronic
control units on VEOS, dSPACEs PC-based simulation platform. So you can
simulate test drives at your desk without adapting a thing. Its total synergy!
The result: earlier testing, higher-quality electronic control units, and more
efcient use of HIL simulator time.
Just get in the car and drive off with realistic simulations on your own PC.
For more examples of

VEOS applications, visit
www.dspace.com/viva_en
TECHNOLOGY REPORT
caught by another security feature. Many

of the charts presented showed scores
of factors that must be considered and
options that can be implemented.
That has made security an integral part
of development programs, much akin to
functional safety. Its becoming a part of
processes within Toyota and its suppliers.
In every development project Im
part of at Toyota, the OEM and suppliers work closely together for a common
goal, said Derek Lewis, Manager,
Electronic Systems at Toyota Technical
Center. Its really critical to have a constant discussion back and forth.
Corporate searches for solutions extend outside the automotive industry.
Many are tapping information technology teams and military providers who
have dealt with security for years.
We want to partner with companies
in other industries, Desai said. We
want to gain insight from what theyve
already learned.
Companies also must address longterm factors. Hackers will be looking for
vulnerabilities throughout the vehicles
lifecycle, so it will be important to deal
with evolving threats. Information sharing may become common.
We need global standards about how
to react to attacks and minimize vulnerabilities, Berg said. The industry has to
look at the complete lifecycle domain,
from concept through decommissioning.
We need to look at lifecycle of 15 years.
The attack surface is a long-term thing.
Panelists also noted that it will be
helpful to provide a way for relevant
companies to share information about
attacks. That way, it will be easier for
them to stay up-to-date. When companies learn about new types of attacks,
they can create fixes and send them out
using over the air updating technology.
Updates are seen as an essential tool in
the OEMs security arsenal.
There has to be a refined tracking
system for attacks, said Richard
Popovich, Executive Vice President of
FEDITC LLC. The risk will turn more to
OEMs if there are accidents. OEMs have
to ensure that updates are installed to
minimize their risks.
Terry Costlow
6 May 2016
POWERTRAIN
2016 SAE World Congress: Nautilus claims

radical advance in HCCI engine development
Nautilus says
its HCCI engine
should be
cheaper to
build than a
spark-ignition
gasoline
engine and
require
no special
manufacturing
investment in
return for as
much as 30%
improved fuel
economy and
near-zero NOx
emissions
(Nautilus
Engineering).
Claiming its novel base-engine design
solves most of the intrinsic drawbacks
that have slowed auto-industry development of homogenous-charge compression-ignition (HCCI) engines, Nautilus
Engineering used the 2016 SAE World
Congress to introduce its Nautilus Cycle
engine, saying the unique platform offers an opportunity to introduce efficient, low-emissions HCCI technology to
a variety of industries.
Although Nautilus said in a news release the company believes it now
holds patents to make controlled HCCI
combustion possible for a wide range
of engines and applications, company
CEO and chief research scientist
Matthew Riley said he started the
Nautilus effort with a somewhat humbler horizon: I just wanted to clean up
lawn-mower engines.
Low-temperature HCCI combustion
has been a lingering Holy Grail of automotive powertrain development, promising to impart on gasoline engines the
efficiency of dieselwithout diesels
emissions and cost baggage. But a decade or more of serious development
has proved HCCI an elusive target, its
need for intensive combustion control,
issues with cold-start operation and difficulty in addressing the entire automotive rpm range suppressing introduction
for production-vehicle application.
Nautilus, however, said its approach
to the issue was not to layer on yet
more levels of costly engine software
control. Instead the engines defining
featurea novel piston design that creates a small primary combustion
chamber that propagates the air/fuel
detonation to the larger secondary cylinder for full and controlled expansion
and an equally unique approach to
dealing with the intake and exhaust
paths of the two-stroke cycle create an
architecture conducive to relatively simple control of full-range HCCI operation.
Everybodys always tried to take a
spark-ignition engine and make it
HCCI, Riley said at the 2016 SAE World
Congress. Bad idea.
On its website, Nautilus said, With
this new technology, weve achieved full
control over the HCCI cycle in all conventional rpm ranges, loads and temperatures. This may be rapidly implemented into existing platforms and will
meet and even exceed 2025 EPA (emissions) regs.
Full
Fu
ull SSpectrum
pectrum Monitor
Monitoring
ring
430
30 466 502 538 574 610 646 68
FSM
WXView
An integrated full
spectrum monitoring
system that
continuously verifies
compliance with
performance based
test methods
WeatherView, an innovative
data acquisition software that
provides remote access to
view all test parameters
Email
S3T
Advises you when tests are

completed, maintenance
is due, or alarm conditions
are met
An online measurement
system that provides
specific specimen surface
temperatures of test
samples on exposure
Weve perfected
the time machine.
Atlas can give you a glimpse into the future of your products
performance. With the introduction of four new innovations to its
Ci Series Weather-Ometers, that future can become more clear.
For more information on Ci Series Weather-Ometers visit
www.atlas-mts.com
Visit Atlas at:
June 29 - July 01
Nagoya, Japan
Booth 165
TECHNOLOGY REPORT
Cutaway shows the Nautilus Cycle engines

defining feature: a piston with a top protrusion
that creates the engines primary combustion
chamber as the piston approaches the top of
the stroke (Nautilus Engineering).
Its all about that small

combustion chamber
Air and fuel are mixed outside the cylinder in the intake manifold via a fuel injector ideally operating at something
approaching 160-200 psi. A couple of
potential design options for the Nautilus
engines small primary combustion
chamber mean compression ratio could
be fixed (perhaps for small single-cylinder engines) or enable a variable compression ratio of perhaps 1.5 to 2.5 times
the large secondary combustion chambers fixed compression ratio of somewhere around 10.5:1. Twin intake and
exhaust ports are valved with conventional-looking poppets envisioned to be
driven by digital hydraulic (or potentially
even electric) actuators. The valves also
could be operated by a more conventional camshaft arrangement.
The engine design uses a single
8 May 2016
check valve, the company said, to minimize the typical two-stroke engines
exposure of the intake and exhaust
streams to engine lubricating oil.
The Nautilus Cycle engine will run air/
fuel ratios approximately ranging from
24:1 to 31:1, as the engine design means
the air/fuel ratio is determined strictly by
engine load. As for a projected noise, vibration and harshness signature for the
engine, Were not sure yet, Riley admits.
He seemed to indicate an ideal configuration for the Nautilus engine could be an
opposed-cylinder boxer layout. And he
would not rule out the likelihood that an
automotive application might require
some kind of supercharging to aid cylinder filling and scavengingparticularly if
the Nautilus Cycle engine is adapted to
operate under Miller or Atkinson cycles.
Riley said combustion temperatures
are expected to be around 1200F
(649C) for an engine that for the moment exists only in computer design: no
running prototype yet exists. He said the
company plans to have a running version
in eight to ten weeks and a prototype
engine up and functional within six
months. After a year of prototype development, he sees a window of two to
three years for major streamlining of
automotive applications.
Drone duty?
Given some past experiences, the timeline seems uncharacteristically cautious
for a new-engine promoterbut the
Nautilus Engineering CEO is openly bullish about the engine designs intrinsic
appeal: Somebodys probably going to
come to us by the end of the week with a
development contract, Riley predicted.
He said the immediate goal for
Kansas-based Nautilus Engineering is to
work with academic partner Kansas
State University to develop a version of
the engine suitable for an unmanned
aerial vehicle (UAV) drone.
Riley also said the Nautilus engine could
easily run a conventional four-stroke cycle.
One of its chief attributes, he insisted, is
scalability to accompany its easy adaptability for a range of mobility applications.
Bill Visnic
ELECTRONICS
2016 SAE World

Congress: Electric
propulsion now
inescapable
Though battery-powered vehicles
havent yet met predicted sales levels,
leading OEMs are bullish about the future, saying that newer generation vehicles now provide features and prices
that will attract buyers.
There will certainly be an electrified
vehicle in your future, its inescapable,
said Kevin Layden, Director, Electrified
Programs & Engineering at Ford Motor
Co. When you look at global CO2 regulations, the industry cant meet the
goals without electrification.
Members of the Why its likely that
there will be an electrified vehicle in
your future? panel at the 2016 SAE
World Congress went beyond fuel-efficiency and environmental benefits, citing drivability as a key reason that buyers will turn to electrified vehicles.
Education is the key, most customers dont understand the benefits of
cost of ownership, said Larry Nitz,
Executive Director at General Motors.
Weve been bad at explaining that to
customers. When people get into a car,
a light bulb goes off and they realize
these vehicles are fun to drive.
Panelists all observed that consumer
opinions change once they drive an EV
and see benefits like good torque and
quiet cabins. They noted that range
anxiety, another objection thats slowed
acceptance, is declining as performance increases.
In the fall, the second generation
Prius plug-in vehicle will come out, offering twice the range of the previous
generation, noted Jackie Birdsall,
Executive Engineer, Toyota Engineering
and Manufacturing North America Inc.
Automakers are also attacking another roadblock: high costs of EVs compared to similar vehicles with internalcombustion engines. Theyre leveraging
the declining costs and increasing capabilities of semiconductors and batteries.
TECHNOLOGY REPORT
Load Cells, Signal Conditioners and

Transmitters for Automotive Testing
LCP Load Pin Series
Starts at
$
775
Toyota engineer Jackie Birdsall addresses a vehicle electrification issue

at the 2016 SAE Congress audience as GMs Larry Nitz and Kevin Layden
from Ford look on.
At the same time, some are using modules across many product lines to increase volume and decrease engineering time.
The Malibus electric drive system is 98% common with the
Volt, Nitz said. Its controls are about 85% common with the Volt
and the modular battery pack has about 80% common controls.
Panelists acknowledged that electrified vehicle sales have
not lived up to predictions, especially in North America.
However, they noted that will change as 2025 and its 54.5mpg CAFE regulations kick in. They also noted that sales
could rise faster in undeveloped countries.
In the U.S., easy access to gas stations highlights the shortage of electric charging stations. In countries where vehicle
ownership has been low, market development for electrified
powertrains may come faster if charging stations are set up.
The acceptance of electrified powertrains is a matter of
Load Pin Load Cell
Wheatstone Bridge In-Line Signal Conditioner

IN-UVI $395
RS485 Output Silicon Pressure Transmitter

PX409-485 Series Starts at $620
OMEGA Introduces
Technical Learning
Visit omega.com/technical-learning
Contact Us Today
1.888.826.6342 | omega.com
Though 220-V chargers are faster, most owners of GMs plug-in vehicles
are using 110-V chargers. Shown is the SAE J1772 combo (Levels 1 and 2)
connection for the 2017 Chevrolet Bolt EV.
Prices listed are those in effect at the time of publication and are subject to change without notice.
Please contact OMEGAs sales department for current prices.
Note: Models with wireless option are approved for use in the US, Canada and Europe only.
COPYRIGHT 2016 OMEGA ENGINEERING, INC ALL RIGHTS RESERVED
May 2016 9
TECHNOLOGY REPORT
when and where, said Yasuyuki Sando,

Senior Chief Engineer, Honda R&D Co.
India and China have a very small scale
gasoline infrastructure.
Toyota noted that fueling stations are
a challenge for its fuel cell vehicles.
Birdsall said that a huge infrastructure
is not needed, partially because drivers
can fill vehicles up with hydrogen
pumps designed for homes.
Its not essential to have a hydrogen
station on every corner, we only need
about 60 stations in California to support hydrogen vehicles she explained.
However, its incredibly challenging to
get the infrastructure ready.
Ease of use and cost are critical elements for replenishing both battery
packs and hydrogen tanks. Though high
voltage (220-V SAE Level 2) chargers
offer shorter charging times, many users have not adopted them.
We expected 80% of customers to
use 220-V home chargers, but were
surprised that half the customers
charge with 110-V even today, Nitz
said. The key is that it has to be convenient and cost-effective.
Though panelists were unanimously
bullish about the future for electric propulsion vehicles, they didnt shy from
addressing their shortcomings. Range
anxiety remains an issue for vehicles
that dont rely on internal combustion
engines for many conditions.
Battery electric vehicles have shorter range and longer recharging time, so
another car will be needed for people
who take longer drives, Sando said.
With plug-in hybrid EVs, people can
use them for every day.
Panelists agreed that the industry
could benefit from standards for rating
mileage and driving range for electrified vehicles, or ranges will vary widely
depending on the test techniques used.
Another marketing problem is that its
difficult to compare the mileage ratings
of ICE and hybrids and apply those
measures to pure electric vehicles.
Both Layden and Nitz suggested that
SAE could serve the industry by attempting to set standards that make it
easier to compare performance.
Terry Costlow
10 May 2016
INTERIORS
Chipmakers gearing up for on-board

wireless charging
Faster wireless on-board charging will be enabled

by new electronics such as NXPs 15W Qi device.
Smart phones are becoming an integral
part of vehicle infotainment options, but
this integration is putting a strain on the
phones battery. In-vehicle wireless
charging is increasingly seen as a preferred solution, and the normally-reticent
auto industry is moving quickly to bring
the technology to market.
The auto industry has been an early
adopter, said John Perzow, the Wireless
Power Consortiums (WPC) Vice President
of Market Development. Theyve been
faster than other infrastructure fields like
hotels and restaurants.
Wireless charging has been around for
years, but only recently has the technology started gaining acceptance. Two
standards are currently seeing use in automotive applications. The WPCs Qi has
strong automotive support. Many dualtechnology applications include the PMA
standard created by the Power Matters
Alliance, which is now part of the AirFuel
Alliance. Many analysts feel that the
growth curve is pointing upward.
Despite limited OEM implementation
of wireless charging between 2012 and
2014, Strategy Analytics forecasts
strong growth of 75.3% CAGR between
2014 and 2022, growing to 20.3 million
units by 2022, said Mark Fitzgerald,
Associate Director for Strategy Analytics
Automotive Practice. Currently, dualstandard, AirFuel/Qi systems are the

preferred solution.
Researchers at IHS said consumer
awareness of wireless charging technology doubled in 2015, reaching 76% of
consumers in the U.S., U.K. and China.
Mobile phones with wireless power receivers surpassed 120 M units in 2015.
Some studies have suggested that drivers are more likely to set phones on a
wireless charging platform than to plug
phones in, especially on short trips.
Battery life is becoming more of an issue
as drivers use features like near-field communication, Bluetooth and navigation.
Auto industry chipmakers are gearing
up. NXP Semiconductor recently released the industrys first 15W multistandard wireless charging solution. It
supports the new 15W version of Qi,
which will shorten charging times compared to the existing 5W technology, as
well as the 5W PMA standard. Though
no phones currently offer the 15W technology, its expected to see implementation during vehicle lifetimes.
By the time this goes into production in cars, there will be a proliferation
of 15W devices in the field, said Denis
Cabrol, NXPs Marketing and Systems
Director. This gives automakers staying
power for the long term.
Standards battle and EMI

challenges
While theres optimism surrounding
wireless charging, there are also
Wireless capability simplifies charging,

eliminates cables.
TECHNOLOGY REPORT
hurdles. Some cell phone providers

have dropped the technology after using it, raising questions about its role.
The standards battle between Qi and
PMA, which are primarily inductive
technologies, is exacerbated by a resonant charging standard also managed
by the AirFuel Alliance.
Multiple standards slow down progress, said Geoff Gordon, Co-chair of the
AirFuel Alliance Marketing Committee.
Thats why we merged [with the
Alliance for Wireless Power] and brought
the Rezence resonant charging technology in. Were very open to a grand alliance merger to bring all the wireless
standards together.
He noted that there arent any formal
discussions to merge the two standards
organizations. That means developers will
have to work with two technologies,
which impacts price and complexity.
Due to the difference in the technical specification and compliance requirement, it is difficult to support multiple wireless power standards with one
solution. said Pearl Cao, Systems
Engineer at Texas Instruments. It also
may not be as cost-effective, efficient,
and size-optimized compared to a single standard solution.
There are a few design concerns in
automotive applications. Qi and PMA
both operate around 100-200 MHz, so
care must be taken to avoid interference with AM radio. Electromagnetic
interference is a key factor in designs.
A tightly-coupled system, like the
Qi magnetic induction, does not radiate much overall, as the magnetic flux
is contained between the transmit and
receiver coils and a ferrite screen is
placed behind them, said Paolo
Battezzato, Applications Engineering
Manager at STMicroelectonics.
However, as all systems based on
switching regulators, proper design
and layout are key to keep EMI below
the limits.
Charging platforms housed in center
consoles also will have to account for
objects that move about. If metal objects like coins or keys are on the
charging station, systems could overheat, making foreign-object detection a
requirement. Thermal issues will also

be an important factor.
The intrinsic losses in the transmit
and receive coils can be minimized up
to a point, said Max Cortiana,
STMicroelectronics Product Marketing
Manager. Therefore, it is critical to reduce losses in the IC and other electronic components and use proper layout
techniques, to minimize power waste
and assure proper heat dissipation.
Terry Costlow
HOW DO I KNOW
IF IM TALKING TO
AN ENGINEER OR
A SALESMAN?
38139_Smalley_BrandAd_NASATechBrief_r4.indd 1
Ask Smalley. Its simple to tell

when you work with Smalley. Thats
because youll always collaborate
directly with our world-class team
of engineersexperts whose only
focus is helping you get the most
performance from your precision
wave springs or retaining rings.
Smalley
Wave Spring
Coil Spring
Smalley wave springs reduce spring

operating height by 50%, saving space
DQGZHLJKWWWLQJWLJKWUDGLDODQGD[LDO
spaces. We offer more than 4,000
stock sizes in carbon and stainless steel.
Visit smalley.com for your

no-charge test samples.
THE ENGINEERS CHOICE
May 2016 11
9/8/15 1:29 PM
EXCLUSIVE INTERVIEW
New dawn
at Honda
R&D
President Yoshiyuki Matsumoto aims to

invigorate Hondas technology and productdevelopment organization with full soul.
by Jack Yamaguchi
ondas new 10-speed automatic has not yet entered production, but it is already among the technologies that competitors are clamoring to benchmark when it enters the market.
Designed and built in house, the new planetary transmission
for front-drive vehicles, equipped with a torque converter, is as compact as Hondas incumbent 6-speed transaxle and is claimed to shift
30% faster and deliver a 14% improvement in acceleration.
Its an impressive piece of engineering, but the new 10-speeds
greatest attribute may be that it exists at all.
It wondrously escaped the corporate maze, noted Yoshiyuki
Matsumoto, who last month officially became President of Honda
R&D, the automakers integrated research and product development
organization. A 35-year Honda engineering veteran, he candidly
agrees with critics and even some Honda fans who say the company
that once dazzled the world with 22,000-rpm Grand Prix-winning
engines, beat everyone to U.S. Clean Air Act compliance, and set the
pace in innovative, efficient mobility for generations, had lost its
edge in recent years.
Business plans and strategy had prevailed, discouraging those
who challenged, Matsumoto told Automotive Engineering in an exclusive interview (his first with media) at Hondas Tokyo headquarters. He explained that often during this lackluster period, technologies that were novel and untried were often disregarded as prohibitive in cost for implementation.
The straight-talking Matsumoto aims to reverse that approach. He
and his R&D team are charged with invigorating their companys
product groups, with the kind of boldness that put the motora
term that now includes electric and chemical, as well as internal combustioninto Honda Motor Co.
12 May 2016
Yoshiyuki Matsumoto:
We will no longer limit ourselves to
building and marketing automotive and
related products, but expand to yonder.
Focus on trucks, Acura

Backed by a new organizational structure that is restoring the engineering-sales balance, Matsumoto
aims to strengthen Hondas product side on all
frontsfrom hydrogen fuel cells and hybrid powertrains to next-generation ICEs that are targeting industry-leading 50% brake-thermal-efficiency rates, to
lightweighting solutions such as those learned from
the new NSX supercar, that can be transferred into
more mass-efficient mainstream-vehicles.
Theres a new, separate business entity in
Automotive Operations that Matsumoto said will
broadly embrace connectivity, artificial intelligence,
automated driving, as well as drive further development and commercialization of energy generation solutions. Among the most promising is the Solar
Hydrogen Station, which enables users to refill their
fuel-cell vehicle (FCV) overnight without the requirement of hydrogen storage.
The Solar Hydrogen Station reduces CO2 emissions
by using less expensive off-peak electrical powerand
exporting renewable electricity from the vehicles fuel
cell stack to the grid during daytime peak-power times.
Matsumoto also indicates that Honda is prepared to
penetrate well beyond the latest Pilot, Acura MDX, and
Ridgeline to win a greater share of the highly profitable North American truck market. He challenges
those who speculate that Honda wont venture into
PRODUCT MANAGEMENT FEATURE
Honda-designed fuel cell

stack in the 2017 Clarity
FCV. The Honda-GM fuel cell
development partnership has
entered its second phase.
the true full-size truck segment.

Never say never! he replied. China wants bigger
SUVs. They are cash cows for our Detroit competitors,
and we are acutely aware of demands.
On the luxury-vehicle side, reinforcing and re-focusing Acuras portfolio is a Matsumoto priority.
Especially Acura sedan, he acknowledged, where
we had wandered left and right in product concept
and execution for a couple times in the past.
And with the HondaJet now entering service with
customers, even the sky is not a boundary: We will no
longer limit ourselves to building and marketing automotive and related products, but expand to yonder,
he said.
Restoring engineers clout

Matsumoto shares the joy and inherent agony of conceiving, developing, and producing new automobiles
with his boss, Honda Motor Co. President Takahiro
Hachigo, who was Large Project Leader (LPL, or more
commonly chief engineer), of the 1999 North
American Odyssey and 2002 second-generation CR-V.
Matsumoto during the same period led the team of
designers and engineers to create the first-generation
Fit, considered a triumph of packaging which established the companys new global small car platform
that subsequently produced many iterations.
While the two executives were immersed in vehicle
Honda R&D will apply aero and materials learnings from the 2017
NSXs 9-year development to mainstream vehicle programs.
development, Honda was pursuing a corporate strategy called SED,

short for Sales, Engineering (manufacturing), and Development. SED
had worked admirably and harmoniously during the companys earlier growth period, but then the balance among the three disciplines
started tipping toward the S, or more generally the marketing contingent located at corporate headquarters in central Tokyo.
Matsumoto observed, There used to be super LPLsextraordinarily imaginative, creative and resourceful engineerspresenting
their ideas of distinctive and innovative products and of advanced
technologies. We also had RAD, short for Representative of
Automobile Development, mostly veteran R&D managers who were
responsible for groups of products. The RADs at the parent Honda
Motor Co. provided powerful support to those super LPLs to get their
proposals through the corporate maze.
But the proven and effective RAD system had fallen out of favor
and was eventually suspended. As a result, new product and technology ideas from the engineers increasingly received more rejections
than approvals when presented to the sales and marketing group.
More often, they started tending inwards, Matsumoto recalled.
Matsumoto also brings a deep plant-floor understanding of manufacturing, having served as General Manager of the huge Suzuka
mother factory. And like Hachigo, he spent time on the sales side, as
President and CEO of Honda Motor Co. of India, a steadily growing
and potential mega market. He returned to Japan in April 2015 to take
charge of Honda automobile operations. A year later, he brought that
function into Honda R&D Co. prior to his becoming President.
Transfer of power? No, he reflected. Rather, the new organization
is a return to the original, noble concept of SED from whence we in
Honda R&D are taking the initiative to move the three organizations
May 2016 13
New dawn
at Honda
R&D
Might Honda make the jump beyond midsized
trucks like the 2017 Ridgeline (shown) and into
the true full-size segment? Matsumoto says
Never say never!
The Clarity FCVs information cluster hints at the future of

Hondas connected-car and autonomous vehicle HMIs.
together and forward, fully understanding sales and engineerings
requirements, Matsumoto asserted. I am certain we are moving in
the right direction.
Time to correct regional R&D

Hondas trajectory includes pursuit of its Six Region Structural
Strategy, based on development and use of global and local
models. The former are represented by such mainstream, high-volume nameplates as Fit, Civic, Accord, and CR-V that are underpinned
by common global architectures. The strategy hasnt been without its
challenges. According to CEO Achigo, Processes that had grown
increasingly complex raised some issues such as an increase in manhours and workload during vehicle development and production,
hence the recent major change in corporate organization.
Matsumoto sees the globalization of vehicles as essentially localization, or perhaps at most regionalization. Honda had earlier anticipated that the developing markets demands would grow hugely
and accordingly, the company would produce specific models for
those countries. But among those markets, there are

major differences in customer needs and desires.
Matsumoto cited India where more rural customers
want what the rest of the world gets.
Global models may very well meet their [developing market] demands. Certainly some isolated areas
might have to have specific local models, he continued, but then that would be terribly inefficient. That
pitfall we have come to avoid.
Honda has established and is currently operating
satellite R&D facilities in line with the Six-Region
Strategy. Matsumoto is now seeing their limitations,
drawing human resources from the main R&D operations in Japan for their regional and local products.
Time to correct, he said emphatically, except the
fully proficient American R&D operations, that produced the new Acura NSX and the new Honda Civic
the fruits that epitomize their tremendous endeavors
and achievements of those several years.
R&D project: Recharge-on-the-fly EV with twin-lever steering
Twin-lever steering in test car was originally

fitted to a Honda F-1 car.
14 May 2016
Another unique Honda R&D experiment that

miraculously has remained funded and active
is made up of two inventions in one sleek,
two-seat EV. The vehicle combines a dynamic
charging system achieving unlimited cruising
range in EV mode (SAE Tech Paper 2015-0116860) and a next-generation steering (SAE
2010-01-0-0993 and 2011-01-0557).
The former features recharge-on-the-go
capability. It receives electricity from a 400-m
(1312-ft) long roadside grid that Honda has
installed on a decommissioned oval speedway
course. A trolley-car-like pole-roller extends
from the cars side sill, receiving electric energy during acceleration up to the 160 km/h
(100 mph) target; the slower the speed, the

more energy the car receives.
The experimental car also features a novel
pull-push twin lever steering (TLS). Designed
and built by a former Honda Formula 1 engineer and a small team of young engineers,
TLS was to be the steering system of Hondas
previous-generation F-1 car, its safety requirements approved by the sanctioning organization. The racecar thus equipped was tested
and evaluated at the Suzuka race circuit by
the works and development drivers, who
directly compared it with a same-type car
with conventional steering.
Jack Yamaguchi
PRODUCT MANAGEMENT FEATURE
Honda R&Ds combustion science includes Atkinson cycle and

HCCI work that aims to yield 50% brake thermal efficiency rates.
When asked about the protracted (nearly 9 years)
development cycle of the all-new NSX, which included
some major systems re-engineering including a new
engine design, Matsumoto responded bluntly. NSXs
do not happen often, he said. Our concern and efforts are in cultivating and improving the brand in the
country where a larger demand exists. North America
also has spawned the latest Civic, developed by the
Ohio-based R&D team of which Matsumoto is proud.
Fuel cells moving to next stage

What awaits Honda R&Ds growing North American
operation now that the 2016 Civic and 2017 NSX are
launched? Light trucks are their own, with very little
meddling from Japan, grinned Matsumoto. In the
North American market, our product ratios between
cars and light trucks are 50/50, so there is plenty of
work for them [the development teams]. And most of
Acura passenger cars as well.
Acuras Chief Engineer Yosuke Sekino, with whom
Matsumoto worked on the original Fit, has been making
high-speed pilgrimages to the U.S. and China, his mission being to straighten our course, energizing both
Honda and Acura sedan lines. A point of pride is the
Acura Precision Concept unveiled at the 2016 Detroit
show, which Matsumoto said hints at the design and
technology paths future Acura sedans will take.
CEO Hachigo pledged that two-thirds of new
Honda vehicles will be electrified by 2030, and
Matsumoto adds that they are aiming at the general
acceptance of fuel cell vehicleswhat he calls a
Recharging pole on the recharge-on-the-fly

EV prototype extends out of the cars side sill.
different ballgame altogetherin the 2025-30 timeframe. Honda

and its fuel cell partner GM are now developing vehicle applications
for their shared stack, which he said is based on Hondas latest design. Soon we and GM are moving onto the next stage of development, he noted.
While Honda has not defined its position on battery EVs, it will be
putting more emphasis on plug-in vehicles overall. Honda engineers
are not optimistic about the prospects for a significant leap in EV
battery capability, Matsumoto explained. Should that leap occur, the
ICE would be relegated to a range-extender function. He conceded
that Hondas progress in hybrid and PHV development was hampered by auxiliary complications bringing about irrational solutions,
without providing details. The next generation of electrified products,
he said, will feature fundamental vehicle re-designs and new platform
concepts, rather than just a new powertrain in an existing platform.
In the near-term, the next-generation Accord Hybrid is adopting
the 2-motor i-MMD system from the latest Japan-market Odyssey.
Noteworthy is its Atkinson-cycle 2.0-L i-VTEC port-injected ICE, combined with an electric motor rated at 135 kW (181 hp) and generous
315 Nm (232 lbft) at 0-to-2000 rpm. The e-motor is Hondas own
design and manufacture, and 23% lighter than the previous Accord
Hybrid motor by employing unique wire winding. Honda traditionally
has manufactured its own electric motors; whether or not that practice continues is open to question, depending on technological
progress as well as on serious study as a business case, Matsumoto
said. We may be exposed to competition from industries that we
have had scant dealing or insight.
While such disruption is increasingly common in the industry, the
newly energized Honda R&D will itself be playing more of a disruptors role, its designers, engineers, and scientists characterized by
their boss with a Japanese four-character idiom that means, in baseball style: Each pitch thrown with full soul.
May 2016 15
AUTOMATED DRIVING MEETS REGULATION
Automated-driving
systems will prevent
millions of accidents and
injuries and save thousands
of livesbut they will not
be perfect from the outset.
The challenges and opportunities on the road to zero deaths demand a new
level of federal automotive safety technical standards, and a new safety-defect
reporting and recall system. NHTSA and the U.S. Congress must act boldly and
quickly to make it happen.
by Daniel P. Malone and John F. Creamer
Editors note: This article is based on a longer technical paper (201601-7000) by the authors and published by SAE International in April. It
can be accessed here: http://papers.sae.org/2016-01-7000/.
HTSA Administrator Mark Rosekind recently spoke on the

prospects for reaching zero deaths on Americas roads.
Conceptually, the challenge is extremely straightforward.
If we keep doing what we are doing, we are never going to
get there, he said. Weve got to keep doing what weve been doingits been successfulbut weve got to do more.
Dr. Rosekind and others can talk about zero road deaths because
the automotive industry has developed, without any legal requirement
to do so, automated systems that compensate for driver error.
However, these systems cannot be effectively regulated under the current U.S. safety regime. In fact, NHTSA and the FMVSS (Federal Motor
Vehicle Safety Standards) were established precisely because the technology to avoid accidents did not exist in the 1960s and 1970s.
In order for NHTSA to do more, however, Congress will need to
enable NHTSA to do differently.
16 May 2016
Recall system rooted in 1960s

Fifty years ago, Congress set up the U.S. regulatory system to force automakers to design safety measures into
their vehicles, in large part because car buyers at the
time broadly rejected the added cost of seat belts, interior padding, and other safety features. Because this approach is fundamentally coercive, the courts, Congress,
and the Executive Branch have placed constraints on
NHTSA rulemaking such that any change in requirements
can take a decade of painstaking research to justify.
But NHTSA no longer has the luxury of time, given
the rapid development of new automated-driving technologies and safety systems. Unable to go through its
rigid, step-by-step administrative process, NHTSA has
resorted to going around it. During the past six months,
NHTSA has pursued voluntary agreements with automakers on automatic emergency braking, cybersecurity,
recall system improvements, and an upgrade of the
REGULATIONS | STANDARDS FEATURE
consumer-oriented New Car Assessment Program

(NCAP). Theres also a $4 billion budget request to promote automated vehicles, including a promise to develop guidance on the safe deployment of these technologies in cooperation with industry.
Congress also set up the safety-defect reporting and
recall system based upon 1960s-era notions of consumer
protection. NHTSA receives roughly 330 calls per day
from vehicle owners, but these calls rarely provide the
technical detail necessary to isolate a potential problem
(as noted in the Inspector Generals June 2015 report on
NHTSAs Office of Defect Investigations). Research at the
University of Iowa and consumer surveys have found that
most drivers are unsure about how advanced vehicle systems work or why their vehicles behave the way they do.
Faced with the inadequacy of this consumer-complaints bureau approach, Congress has increasingly
placed the burden on automakers to report any suspicions of a defect, with severe penalties for non-compliance. As a result, NHTSA receives some 6000 quarterly
early-warning reports from manufacturers each year
while the number of recalls has risen to levels that defy
public understanding. Thats even after excluding the
high-profile cases that have sent recall volumes in excess of 50 million vehicles for two years running.
Despite all these effortsor arguably because of them
this system requires years of reporting and accident data
to isolate a potential problem. It takes several years more
(if ever) to find a root cause, and then fails consistently to
see defective vehicles repaired. According to the consumer website Carfax, more than 47 million cars are running
on American roads with an unfixed recall issue.
Standards-based rulemaking needed

Secretary of Transportation Anthony Foxx declared that
automated vehicles will become widespread within 10
years. However, their complex electronic, software-driven
systems are open to risks and technical faults that electrical and mechanical systems are not. Beyond well-known
concerns over malicious hacking, computer platforms are
routinely and rapidly personalized by their owners
through choices of features to activate, downloads of
third-party applications, updates (or the failure to update), system upgrades (which can be incompatible with
older hardware), and other decisions. Motor-vehicle software will increasingly be serviced through over-the-air
(OTA) updates, raising both opportunities and risks.
In effect, we can expect that vehicles in the future
will be subject to in-use safety failures resulting from
circumstances unique to each vehicle where identifying root causes may be impossible.
NHTSA has a critical role to play in facilitating the
smooth and safe deployment of the new safety
technologies. The agencys leadership can guide the
development of uniform, clear, and legally enforceable
nationwide standards. NHTSA leadership can guide reform of the safety-defects system to better protect the public welfare. But only
Congress can enable NHTSA to fulfill its mission.
The challenges and opportunities on the road to zero deaths demand a coherent, national (and even international) response.
Solutions must be found quickly, but not hastily, through greater
transparency and collaboration among stakeholders. We are entering
what is arguably the final frontier in road safety, one in which traffic
and vehicle safety merge. The U.S. regulatory system needs to move
with it and Congress needs to make this happen.
Rulemaking in this new era needs to more closely resemble standards-setting within SAE International. Rather than focusing on mandatory vehicle performance, a new level of federal automotive safety
technical standard should focus on ensuring that systems installed on
vehicles are safe in the hands of the average driver. These standards
should set uniform minimum requirements for safety, privacy, security and other aspects in the public interest.
Unlike the FMVSS, however, these technical standards would not mandate vehicle performance. Rather, they would set performance requirements for automated systems. A vehicle would be required to meet these
requirements only if fitted with the given system; the FMVSS still could be
used to mandate their use, but these federal automotive safety technical
standards would leave use of the systems up to each automaker.
As such, NHTSA should be enabled to establish the standards more
quickly, without the extensive cost-benefit justifications required of
FMVSS. For this to happen, NHTSA needs to collaborate with stakeholders in road safety and NHTSA is absolutely correct to be reaching
out to automakers for support in developing standards. However, within a regulatory context, collaboration needs to go beyond agreements
Standards first: Setting the stage

for automated-vehicle safety
The authors call on NHTSA leadership, enabled
by Congress, to:
Set performance requirements for automatedvehicle systems and to guide reform of the vehicle safety-defects system.
Set uniform minimum requirements for safety, privacy, security and other
aspects of automated/connected car driving that are in the public interest.
Base the new standards upon consensus among OEMs, suppliers (including aftermarket), the service and repair industry, and state traffic
authorities.
Include industry standards-setting bodies such as SAE International,
research institutions, and independent testing groups.
Require robust on-board diagnostics (OBD) and data recorders.
May 2016 17

with specific companies.
NHTSA standards should be transparently based upon consensus among automakers, the supplier industry (including
independent aftermarket manufacturers),
the vehicle service and repair industry,
and state traffic authorities. Participation
should be open to industry standardssetting bodies such as SAE International

and research institutions such as the
University of Michigan Transportation
Research Institute (UMTRI), the Center for
Automotive Research, and the Virginia
Tech Transportation Institute, as well as
TRUST IS UNYIELDING
Roads can be a dangerous place for drivers, passengers
and pedestrians. Control of the cars ability to stop is a
fundamental necessity for safe passage. As cars become
more autonomous, ZF TRWs camera, radar and braking
technologies are enhancing stopping ability in the event
of driver lapse.
COGNITIVE SAFETY SYSTEMS
18 May 2016
independent testing groups such as the

Insurance Institute for Highway Safety
(IIHS). In order for standards-setting to be
credible, all stakeholders, including safety
advocates, need to be part of the process.
Robust OBD required

The credibility of these standards becomes especially important given the
nature of automated driving systems.
Unlike most safety technologies, automated driving systems interact with the
driver and with other vehicles and road
users. Automation fundamentally changes transportation and such change is
never without risk. While these systems
will prevent millions of accidents and
injuries and save thousands of lives, they
will not be perfect from the outset.
Even with standards such as SAEs
ASIL (Automotive Safety Integrity Level,
a risk-classification protocol), it is a virtual certainty that automated systems
will, at some point, encounter complex
conditions and fail to perform as desired.
In such cases, the NHTSA technical standards should enable differentiation between unanticipated outcomes and liability under recognized legal theories.
The standards can play an important
role in promoting both high levels of
performance and greater legal certainty
to facilitate the safety transformation.
Given the technical complexity of automated systems, the safety-defects
system cannot rely mainly upon accident
reporting, consumer complaints, and
other sources that do not provide consistent technical information on vehicle
behavior, especially prior to death or
injury. Automated systems will require
robust on-board diagnostics (OBD) and
data recorders. These technologies open
avenues for monitoring vehicle behavior
toward identifying anomalies or unforeseen effects on traffic patterns or driver
behavior that can be used to continuously improve the system standards.
At the same time, car owners are fundamentally responsible for ensuring the
proper maintenance of their vehicles. In
a future of connected and interdependent vehicles, the public cannot afford
to have millions of cars with malfunctioning systems on the roads. Congress
REGULATIONS | STANDARDS FEATURE
should enable NHTSA to work with state authorities

and the automotive manufacturing and service industries to devise a uniform national system for ensuring
that critical vehicle systems remain in proper working
orderand any problems remedied before they evolve
into dangerous malfunctions.
All of this presupposes an unprecedented level of
cooperation among stakeholders, but this collaboration
is the future. A world of connected vehicles requires a
community of connected stakeholders to ensure safety.
Since 1946, U.S. traffic fatalities have never fallen to
less than 30,000 per year. This sad reality can change
because automated driving technologies address the
root cause of 94% of all accidents. At the same time,
unlike any safety system previously introduced into
motor vehicles, automated technologies fundamentally change the nature of driving.
We cannot meet the challenge under a system designed in the 1960s based on assumptions from the
1950s and technologies from the 1970s. As it did 50 years
ago, Congress must act boldly to refocus road safety in
America for the next 50 years. The new safety era requires a new approach if the nation is to realize the potential of these advanced technologies and ensure U.S.
leadership in this economic and social transformation.
For the promise of automated driving as depicted here to become reality, the
challenges cannot be met under a system designed in the 1960s, based on
assumptions from the 1950s and technologies from the 1970s, the authors argue.
Daniel P. Malone, an attorney with Butzel Long, specializes in automotive

product safety-related litigation and regulatory matters. He publishes
articles and presents on legal and automotive-related issues frequently. Mr.
Malone can be reached at malone@butzel.com.
John F. Creamer is Managing Director of GlobalAutoRegs.com, an advisory
service on international automotive regulations. He is also a partner in The
Potomac Alliance, a global consortium of regulatory affairs experts. Mr.
Creamer can be reached at john.creamer@globalautoregs.com.
May 2016 19
AUTONOMOUS DRIVING MEETS REGULATION
Hands off, eyes off, brain off
What happens when

vehicle autonomous
safety systems
are deliberately
switched off. This
was a managed
test collision by
Thatcham Research
during development
of a new 3D soft
target structure.
Euro NCAPS president warns that without coherent policies, the growing
availability of automated technologies may result in piecemeal technology
developmentand unintentional consequences.
uto industry legend Lee Iacocca once famously said,

Safety doesnt sell. Later, he was big enough to modify
his stance and candidly admitted in an advertisement extolling the benefits of airbags, Who says you cant teach
an old dog new tricks?
Safety has become a given in vehicle design and technology, and
not least because it is structured within the crash-proof confines of
comprehensive legislation. Buyers assume new cars will be safe and
getting safer, as OEMs design their products to meet the coveted
5-star rating. But with the prospect of comprehensive autonomous
technology gaining acceptance, and major European OEMs and suppliers including Audi, Bosch, Mercedes-Benz and Volvo investing
heavily in it, automotive safety is taking on a whole new dimension.
Andrew Miller, President and Chairman of the Board of Directors of
Euro NCAP, told Automotive Engineering: With the continuous advances in crash protection and the increasing number of active safety technologies available, such as autonomous emergency braking (AEB; also
called automated emergency braking), todays cars are, by any measurable standard, the safest ever, with improvements at every price point.
Five-star crash-test performance ratings such as those established
by Euro NCAP are essential in securing consumer confidence in a
new models safety capability. But the rating seldom makes the headlines when a manufacturer announces a new model, even though the
safety message is increasingly about sophisticated collision avoidance capability in addition to passive protection.
And manufacturers continue to work toward achieving an accident-free environment.
20 May 2016
by Stuart Birch
AEB makes an impact

Millers Euro NCAP role fits neatly with his parallel job
as Chief Technical Officer of Thatcham Research,
which achieves a strategic and tactical view of all aspects of safety. The U.K.-based company supplies the
data that allows insurers to define the risk grouping
for any new vehicle in the U.K. Miller stated that thirdparty injury claims against vehicles with AEB are up to
45% lower than for a control group of equivalent vehicles without the technology.
Active safety technologies allow us to reduce the
impact speeds of severe collisions and avoid many
altogether, he asserted.
In the U.K. alone, the effect of AEB is likely to reduce
future compensation claims for whiplash injuries by over
0.5B ($706.2M) by 2025 and, over the same period, lead
to an 18% reduction in the number of vehicles written-off
as uneconomic to repair due to airbag deployment.
This means there is a growing alignment between
the priorities of vehicle manufacturers, insurers and consumers; they all benefit from safer vehicles, said Miller.
Euro NCAP figures show a 38% overall reduction in
real-world, rear-end crashes for vehicles fitted with
AEB compared to a sample of equivalent vehicles
without it. However, there remain many challenges,
including the safe operation of autonomous vehicles in
SAFETY FEATURE
A Volvo XC90 configured for Autonomous

Emergency Braking (AEB) testing at
Thatcham Research.
Euro NCAP President

Andrew Miller says
there is a growing
alignment between
the priorities
of vehicle
manufacturers,
insurers, and
consumers.
the company of those under manual control.

Human operation introduces a wider range of possible scenarios for the autonomous control system to
respond to, such as aggressive or illegal driving, and
sudden or unexpected maneuvers, warned Miller.
There are also reported instances of drivers misusing
autonomous systems in potentially hazardous ways;
either out of curiosity or for amusement.
He said it is essential to look more deeply into cause
and effect, and cited a study by the University of
Michigans Transportation Research Institute (UMTRI)
of a small number of crashes, none major, involving
autonomous vehicles in California.
In each case, the collision has been at low speed
and the autonomous vehicle was not at fault, Miller
explained. The issue appears to be driver inattention,
or aggression, in the manually controlled vehicle leading to rear-ending of the autonomous vehicle in front,
particularly at intersections. This has implications for
autonomous vehicles joining a moving traffic flow because the theoretically safest strategy, based on adherence to traffic laws and speed limits, can lead to
delays and frustration for other drivers.
Keeping secrets
Such a complex traffic landscape requires clear leadership and coherent policies if the growing availability of
automated technologies is not to result in piecemeal
development and unintentional consequences, he said:
Legislators tend to lag behind the technology, especially at the rate of progress common with electronics
and software, while individual vehicle manufacturers are
often wary of sharing too much core information with competitors.

Thatcham Research has taken a significant role in steering the industry toward the standard fitment of AEB and ESC (electronic stability control). Through its contribution of research data to Euro
NCAP and its development of robust testing protocols, it is now also
strongly supporting the adoption of lateral control technologies.
Both Thatcham Research and Euro NCAP are clear that autonomous
vehicles will evolve in incremental stages as consumer and regulator
confidence levels grow, and they become proven and cost effective.
The SAEs own technology roadmap indicates six steps to autonomous control, from a zero level, via todays intervention or assistance
functions, through sequential stages of feet off the pedals, hands off
the steering, eyes off the road, to finally brain off the task of driving
completely, explained Millers colleague Matthew Avery, Director of
Insurance Research at Thatcham.
The two work closely together researching the results of new technologies being introduced, including the likely effects of integration
of autonomous vehicles into the existing traffic network. Avery noted
that Europe and the U.S. mandated the fitment of ESC to passenger
cars from 2012. Though capable of direct intervention to prevent loss
of control of the vehicle, such systems do not replace the driver or
relieve him or her of any of the tasks inherent in driving, he said.
Yet research data shows that a vehicle equipped with ESC has a
25% lower risk of being involved in the type of serious crash where a
single vehicle leaves the road, Avery explained, usually at high
speed, and hits an obstacle such as a telegraph pole or tree.
Current systems for active cruise control (ACC) and AEB are the
first steps in monitoring the surrounding traffic to compensate for
driver inattention or distraction. Higher levels of automation, such as
valet parking with the driver outside the vehicle, are expected to be
available by 2020. But the final step to fully autonomous vehicles is
unlikely to be implemented on public highways before 2025, according to the experts.
May 2016 21
Hands off, eyes off, brain off
SAFETY FEATURE
Vehicle fitted with steering robot for

Autonomous Emergency Braking test.
The big
challenge of
autonomous
driving, said
Thatchams
Matthew Avery,
is the stepchange from
hands off to
eyes off.
Driver out of the loop

The big challenge is the step change from hands off to eyes off, said
Avery. At that point, the driver is out of the loop even though the official
definition is that he or she must be able to resume control quickly.
This level of autonomy, for example, is likely to be legal on
European roads as early as 2018, but debate continues regarding the
issues it raises. In the U.S. it may arrive later. He explained that controversy arises because the safeguards required in a system where
the driver is always ready to resume control are lower than for a system where the driver never needs to become involved.
Some industry experts fear that drivers will treat any competent
eyes off system more like a brain off system and abdicate all their
driving responsibility to it, even though the manufacturer has not
designed it for such use, he asserted. A true brain off system requires aircraft levels of systems redundancy.
The combination of autonomous braking and steering intervention,
based on inputs from camera, radar and/or LiDAR systems, heralds
improved safety of road users external to the vehicle.
Camera technology is an essential element in the protection of
vulnerable road users external to the vehicle, and is already becoming widespread through features initially introduced for driver convenience, such as parking assistance and cruise control, said Miller.
The introduction of AEB has accelerated this trend, with 63% of the
cars that scored a 5-stars Euro NCAP safety rating during the last
quarter featuring some level of camera technology.
Euro NCAP 2025 roadmap

The Euro NCAP roadmap for safety rating to 2020 was published in
2015; from January 2016 cars are being assessed for their ability to
recognize and brake to avoid impact with pedestrians and the
Thatcham team is now developing a test procedure for the avoidance
of cyclists, planned for inclusion in the Euro NCAP test from 2018.
The next roadmap, for the period to 2025, is currently under discussion. Added Miller: Without automated braking and lateral control technologies, it is virtually impossible for a vehicle to achieve a
22 May 2016
Legislators tend to lag

behind the technology, while
OEMs are wary of sharing
too much core information
with competitors.
Euro NCAP 5-star safety rating today. In the years
ahead, the contribution to safety made by autonomous systems will become even more indispensable;
we will wonder how we ever managed without them!
Mercedes-Benzs new E-Class revealed at the 2016
Detroit auto show, took a significant step toward autonomous operation, offering Active Lane Change
Assist, part of its DRIVE PILOT system.
When the driver activates the turn indicator for
more than two seconds to change lanes, it steers the
car into the adjacent lane. A Mercedes official stated
that the vehicle will only change lanes autonomously if
the sensors do not detect any vehicles in the relevant
safety zone. It is inconsequential whether the car
wants to change to the left lane for overtaking or
wants to return to the right-hand lane.
A long-range radar system and a stereo camera
monitor the area in front of the vehicle, while multimode radar sensors permanently check the area to the
rear and sides. Both factor in the speed of detected
vehicles in the vicinity, Mercedes experts said. The
driver only needs to monitor the lane change.
The Federal Motor Vehicle and Transport Authority
in Germany has given provisional approval for Active
Lane Change Assist. Application is being made for
pan-European approval.
DESIGNER YIN
MEETS
ENGINEER YANG
DESIGN | STYLING FEATURE
Efficient and effective vehicle development

means even closer collaboration between
the two former sparring partners.
by Dan Carney
he interface between design and engineering may be the

oldest yin-and-yang in vehicle development. And while there
are numerous challenges in turning the stylists work into
practical, manufacturable and affordable cars and trucks, the
two camps are working together early, often, and continuously
throughout the product development process.
Thats the message from engineers involved with high-profile programs such as the Chevrolet Corvette, Ford Mustang and Lexus LC
500 and even for more mainstream machines like the new GMC
Acadia. They say the legendary, ego-driven battles exemplified by
General Motors design czar Bill Mitchell and Corvette engineering boss
Zora Arkus-Duntov decades ago are becoming a thing of the past.
Zora and Mitchell hated each other, chuckled Tadge Juechter, the
current Corvette Chief Engineer. Today, the Corvette engineering
team has so many members embedded in the design studio that Ed
[Welburn, GMs Vice President of Global Design] feels like engineering has taken over the studio, he said.
Identifying common goals

Getting all parties to the same table is the only way of getting them
all to recognize the same goal, rather than the narrow goals of their
own interests, said Tom Barnes, Vehicle Engineering Manager for the
2015 Ford Mustang.
The challenge was that Mustang is an iconic product and the all-new
15 car would be debuting on the nameplates fiftieth anniversary, putting
The production 2017 Lexus

LC500s low hoodline and
heavily sculpted rear quarter panel
posed the biggest challenges for
engineers attempting to preserve
the styling of the brands LF-LC
concept car.
even more pressure on the team to deliver a vehicle with

the styling pizzazz its enthusiasts demand. Additionally,
the company planned to expand Mustang into global
markets, making the launch even more critical than ever.
It had to be great-looking, Barnes emphasized.
That is easier said than done when a car has to be
buildable and have an accessible price, two classic
Mustang attributes. One of the key things is that
somehow youve got to get everyone to realize what
the common goal is, said Barnes.
It all comes down to chemistry [between the design and engineering teams], agreed Giles Taylor,
Director of Design for Rolls-Royce Motor Cars Ltd.
You cant stay diverted; you have to have a common
goal. Easier said than done, he acknowledged. It may
cause compromises. Those things are hard-fought.
In the case of the Mustang, designers wanted a
zoomy-looking high beltline to give the car visual excitement, while engineersalways the more practical
disciplinewanted it to have acceptable outward visibility. They also wanted to deliver the time-honored,
elbow-atop-the-door cruising pose that many felt was
essential for the convertible version.
Achieving those targets required close collaboration. The team developed a new lip for the window
opening that let it sit 3 mm (.12 in) lower than would
May 2016 23
DESIGNER YIN
MEETS
ENGINEER YANG
2015 Mustang designers wanted

to lay back the A-pillar as low as
possible, pressing engineers to find ways to
meet federal roof-crush standards without
making the pillar excessively thick.
have otherwise been possible. This helped enable a
usable beltline that also looks good, he said.
Similarly, stylists created a hoodline that is 35 mm
(about 1.4 in) lower than the outgoing cars, a decklid
that is 70 mm (2.75 in) lower and a very fast A-pillar
that appears to reach back to interconnect the hood
and decklid via the roof line.
Achieving this new, contemporary Mustang look
while meeting roof-crush standards demanded new
solutions. Ford body engineers used ultra-high
strength boron steel in a ring around the cars daylight
opening to provide the needed crush strength while
keeping the roof pillars acceptably slim.
Further, they had to mount the cross-car beam as
well. The solution for this came from a combination of
extensive FEA modeling and laser welding. At first [the
engineers] were like, There is no way. It is not going to
work, said Barnes. But keeping everyone at the same
table maintained the pressure to find solutions.
Ignoring conventional expectations

Sometimes, intuition is misleading. It suggests things
like that having a grille in place will reduce the flow
of cooling air to the radiator, or that an asymmetrical
intake duct wont flow air as well as a symmetrical
one. But both of those assumptions are undercut by
the shape of the inlet area, making possible for a
grille or asymmetrical vent to actually flow a greater
volume of air.
One such discovery on the C7 Corvette was made
by a designer who ignored conventional expectations,
Juechter noted. The team was tasked with developing
a rear intake vent for the production car similar to the
24 May 2016
GMC Acadia engineers used CFD and additive manufacturing to

design, prototype, and prove a grille that actually flows more air
than if it werent there at all.
one used by the factory racing team to cool the transaxle and rear
brakes. But the race teams [aesthetically] brutal solution wouldnt
fly in production, which demanded beautiful, said Juechter.
The aerodynamic challenge, however, was so tough that the engineering team couldnt devise a solution that looked good. So a designer asked to try to produce an asymmetric vent that was half conventional vent, half NACA duct.
I was mocking them, Juechter admitted. Until the design worked
in practice. Now it is studied physics, he said.
The GMC Acadias grille, on the other hand, was produced by sheer
number crunching, according to Paul Spadafora, Vehicle Chief
Engineer for the Cadillac XT5 and Acadia. While a bold, heavily
sculpted design with a lot of depth and surface interest was desired,
the Acadia is an SUV and, as such, it needs surplus cooling capacity
for towing, he pointed out.
The carefully developed result is a grille that flows more air through
the Acadias radiator than does an empty opening, because it tailors the
airflow for the space it is entering. Bring into play some advanced rapidprototyping technology and test it in the wind tunnel early and often.
To verify their computational fluid dynamics (CFD) models, GM
used additive manufacturing (3D printing) to produce prototypes for
wind tunnel testing early in the process. Getting these rapid prototype parts into our wind tunnel, we were able to confirm [the CFD
analysis] very quickly, Spadafora said. It was no small feat, no lack
of hours to come up with that.
Other parts are tougher to produce because they arent bolt-on trim.
In the case of the Cadillac XT5, Spadafora points to the sharply
creased body side panel. Getting that depth of draw is very challenging, he said. To achieve that, You want to have consistent die quality.
For the XT5, that meant plenty of analysis. You have the advantage
of the latest analytical tools to predict the stress strain on the panel,
said Spadofora. We used a lot of work and math, a lot of experience,
and we brought in the die experts. This was all before we could ever
produce a panel. That is upfront work in the studio.
DESIGN | STYLING FEATURE
The Chevrolet Corvettes rear cooling vents employ an asymmetrical design

devised by stylists and shown to work better than a symmetric vent. The yellow
Z06 vent has a protruding lip to force extra air through the vent. The standard
flush-mounted rear cooling vent on the silver Corvette Stingray draws enough air
for that cars cooling needs.
Engineering around obstacles

Another solution is to make subtle changes to a cars design in consultation with the concepts stylists to develop a production model
that looks the same to customers, but has easier-to-build features.
That was how the Lexus LF-LC concept car became the LC500 production model, said Chief Engineer Koji Sato.
We were keeping the taste of the vehicle unique, Sato said of the
LC500. You think the LF-LC concept is very close [to the LC500s
appearance]. But the dimensions are totally different. The concept is
lower and wider, but [the LC500] still has the same taste.
Some of that taste comes, as with the Cadillac XT5, in the form of
distinctive surface interest due to deep sheetmetal stampings.
Normally the pressing makes some cracks in the sheetmetal if it is
too deep, noted Sato. By carefully controlling the conditions of the
stamping process and determining the correct number of times for
the die to strike the metal, Satos team came to a workable solution
by trying and trying and trying, he said.
That was his same solution for developing an effective radio antenna embedded in the cars glass, eliminating the protrusion from
the LC500s body. Embedded antennae are infamous for giving unsatisfactory reception, but Sato insists that the LC500s antenna is
good. How could they achieve this? We checked it a lot! he replied.
But the LC500s most critical aspect is its most visible styling feature; the extremely low hood. Compared to the incumbent RC500, the
For the sleek 2017 Lexus LC500, engineers were able to revise the
suspension to permit a very low hoodline. The solution required six
months of refinement work on the upper control arm and location
of the ball joint. (Image of cutaway by Lindsay Brooke)
LC500s hoodline above the wheel is several inches lower. That space normally contains suspension components, and Sato admitted that a higher upper arm is
better for ride compliance. The solution meant six
months of refining the design of the upper control arm
and the precise location of the ball joint. Ultimately this
permitted the ultra-low hoodline.
Once the car was mechanically possible, then it was
time to address legal requirements, in the form of pedestrian protection. The solution for the LC500 is one that
engineers try to avoid because its complex and expensive: a hood that pops up at all four corners using pyrotechnic charges in the event of a pedestrian-protection
collision, providing crucial impact-mitigating crush space
between the hood and the top of the engine.
In this instance, the engineers ability to support their
design colleagues desires with technology that overcomes a regulatory obstacle shows the value of close
cooperation between the groups. And maybe earns the
engineers a little goodwill in the next tussle with design.
May 2016 25
The e-LSD
alternative
to AWD
Eatons new-for-2018 electronic
limited-slip differential offers
mass, fuel-consumption,
and packaging benefits over
typical AWD while enhancing
vehicle dynamic control.
by Lindsay Brooke
s engineering a new vehicle for all-wheel drive

worth the cost, weight, and fuel consumption penalties for perhaps 10% of volume on some platforms?
For mass-market C- and D-segment sedans,
forcing the packaging penalty of a propshaft tunnel on
100% of production in order to accommodate a small
portion of AWD models may not be a worthwhile tradeoff given the pressures of meeting 2025 CAFE and
European CO2 laws. Some vehicle planners and chief
engineers who have weighed these options say a highperforming electronic limited-slip differential (e-LSD)
coupled with either front- or rear-wheel drive can satisfy
most of the AWD performance expectation.
Vehicles without off-road intentions, including hybrids and plug-ins electrics, are ideal candidates for
e-LSDs, which deliver significant mass and fuel-consumption benefits over AWD, versus a base 2-wheel
drive setup. Besides providing tractive benefits, they
also can enhance vehicle dynamics by retaining some
on-throttle stability control rather than scrubbing off
momentum through brake and throttle interventions.
A typical AWD system suffers about a 200-lb (91-kg)
weight penalty versus 2WD. A new e-LSD system developed by Eaton Corp. that will enter production in 2017
weighs about 20 lb (9.1 lb) and avoids the 10% fuel consumption penalty of typical AWD. Claimed system cost is
between traditional 2WD and AWD systems.
26 May 2016
Eaton e-LSD will debut on a 2018 North American vehicle.

The DC motor and HCU module is mounted on top of the differential
housing in this CAD illustration. The design enables mounting
freedom, either on-housing or remote, per platform application.
Its an order-of-magnitude shift, noted Rick Kukucka, Eatons
Product Director for Powertrain Controls. He told Automotive
Engineering the new system will debut on a North American customers MY2018 product. Its going to really advance the state of the
art for the segment, he promised, without providing details.
Faster time to peak pressure

A typical AWD system does not control side-to-side torque distribution. So if a wheel or wheels on one side are on a low-mu surface, the
driveline (either 2WD or AWD) will send 100% of torque to those
wheels that can spin faster. The side with better grip gets zero torque.
An e-LSD will sense this and limit slip on the low-mu side while
vectoring torque to the wheels that have better grip. Thats a major
benefit dynamically, Kukucka explained. In an understeer condition
for front-wheel drive, the e-LSD will force the torque from the unloaded inside wheel that may be starting to slip back toward the outside wheel, he said.
POWERTRAIN FEATURE
And in an oversteer-yaw condition we can intervene to

have some drag torque that will force torque across the axle
and correct the oversteer.
Some clutch-based electronic diffs can provide a degree of on-throttle control. But often when the driver is
in an event that requires stability control, the first reaction is lift off the throttle. Eatons e-LSD reacts to such a
situation by forcing torque to the wheel that requires it,
even during drop-throttle situations.
Claimed time to peak pressure (defined by SAE as 90% of
peak torque capability) is 100 ms. That compares to 250 ms for
Eatons previous e-Gerotor system (see sidebar) which relied on less
than one full wheel rotation of slip before it built that line pressure,
Kukucka explained. The reaction-time delta makes all the difference in
how much we assist stability-control events before any brake or throttle
interactions come into play, he said.
The system, which is compatible for front- and rear-drive drivelines as
well as AWD, does not do away with brake intervention, however. In the
most extreme conditions where the e-LSD steps in to help vector
torque if the driver is going too fast, the vehicles brake and throttle
interventions still will come into play, Kukucka noted. But what the eLSD is able to do is drastically reduce the degree and level of intervention from the brakes and throttle.
When customers drive our demonstration vehicles, they say they
cant tell when the stability control or our diff are intervening, because
the engagement is so seamless and smooth, he said. They cant perceive the dramatic throttle and brake interventions typical of a vehicle
that only has stability control.
Scalable system architecture

The new e-LSD system architecture is compact. The differential unit
is fitted with a DC electric motor which is controlled by an ECU.
Kukucka notes that a brushless type motor is able to build line
From Gerodisc to e-LSD

When the 1999 Jeep Grand Cherokee adopted Gerodisc limited-slip technology, driveline performance took a major leap forward. This gerotor-pumpbased LSD fitted inside the transfer case enabled the Jeeps 4x4 system to
distribute drive torque much faster than viscous couplings. The technology
was invented by ASHA Corp. and later acquired by McLaren Performance
Technologies. In 2002, Eaton bought the Gerodisc IP from McLaren.
For the 2002 Grand Cherokee, Eaton introduced a Gerodisc-based eLSD capable of providing variable torque up to full axle lock. This opened a
lot of freedom in the design and functionality of the system. The ECU could
just build line pressure on demand, Kukucka said. It basically replaced the
mechanism that was rotating the gerotor pump by the diff rotation and
instead just powered it directly with an electric motor.
The next step was the e-LSD, developed by Eaton during the 2009-2010
economic downturn as part of a joint program with the U.S. military. Such
projects really helped us develop the hydraulic control algorithms and the
actual mechanics of the HCU, Kukucka said. Eaton used that period to build
up a vehicle-dynamics organization that understands limit-handlinghow
to preemptively prevent stability loss. It turned out to be a vital tool for the
company in growing its business.
L.B.
Rick Kukucka:
The systems faster time to
peak pressure makes all the
difference in how much we
assist stability-control events
before any brake or throttle
interactions come into play,
pressure slightly faster than a brushed motor, but at
higher cost. The motor in turn drives a piston pump
that can work to peak performance across all temperature extremes, the company said.
The pump builds line pressure either directly or to
an accumulator when its not needed. An accumulator
is used because when there is a sudden need for intervention, the stored energy is what gives us that 100ms response time, guaranteed, Kukucka said. There is a
differential clutch for controlling torque slip, as well as
temperature and pressure sensors in the HCU and a
feedback loop to ensure precise pressure and intervention control. A plenum located downstream of the HCU
actuates the clutch discs. Operating pressures are 750
psi (5171 kPa) at the HCU, and 400 psi (2757 kPa) at
the clutch.
Eatons new e-LSD is compatible with any powertrain layout and is scalable according to vehicle segment and power.
You could add clutch discs, or increase/decrease
diameter of the clutch discs, or do both, Kukucka explained. Thats one of the advantages of the electrohydraulic approach: we can go from very low-torque demands, say 1200 Nm, to very high, like 4000 Nm and
towing a 9000-lb trailer. Eatons electronic controls engineers can supply either an entire ECU with calibration
tuned internally or support integrating the software into a
powertrain controller ECU.
May 2016 27
GLOBAL
VEHICLES
Teslas highly-anticipated Model 3 brings technology questions
Baby Model S? Model 3s styling with blunt, sans-grill nose fits nicely into
Teslas growing portfolio. (Photo by Tod Mesirow)
The ravenous feeding habits of the 24-hour news cycle rarely
turn toward automotive transportation, and usually only when
a disaster has happened, such as Toyotas acceleration mess
or Volkswagens diesel cheating. Recently it was Tesla Motors
turn to feed the beast with the unveiling of its long-anticipated Model 3, the battery-electric compact sedan which had
successfully remained under cover because Job One still is
almost two years away.
Traditional automakers dont normally lift their skirts quite
so early in the development process, when the mules are still
circulating as taped-together Frankensteins with shear-cut
holes. But here were three glossy Model 3s, perhaps the only
driveable examples in existence, giving rides to the 650 or so
attendees at a boisterous launch party behind the headquarters of SpaceX, Teslas sister company in Hawthorne, CA.
The car that Tesla CEO Elon Musk promised will arrive late
in 2017 as the companys volume play looks like a blunted and
bob-tailed version of Teslas larger Model S. It offers five seats
and both a conventional trunk and a frunk (front trunk) situated above a choice of battery packs that will deliver, said
Musk, at least 215 mi (346 km) of range on the EPA cycle.
View from the backseat shows the minimalist IP and large touchscreen
display that replaces all buttons and knobs. The Model 3 is wide for a
C-segment vehicle, but rear seat legroom is in short supply. (Tod Mesirow)
body materials described as a mix of aluminum and steel.
During the brief test ride, in which patrons were rocketed
up and down a nearby street that was sealed off by the police, Automotive Engineering touched a magnet to various
places on the car, including the structural B-pillar, and got no
stickeither these early prototypes were made of fiberglass
or theres very little steel in the body top-hat.
While Tesla engineers have previously talked about a potential mixed-materials strategy as they push future product
development down the retail-price ladder, the prospect of an
aluminum-intensive Model 3 raises the question of how profitable a $35,000 EV will be when it carries 60-80% of the battery capacity of the basic $71,200 Model S 70.
And yet to be confirmed is the cars battery-cell form factor. Will Model 3 be the first Tesla to abandon the 18650-type
laptop lithium battery cells used in Model S and X packs, in
favor of the prismatic or pouch-type form factors that are
increasingly becoming the automotive standard?
Musk promises a car that will have more cabin and cargo
space than anything its size, which is roughly that of a Mazda3.
The Model 3 is indeed wide, but the high, flat floor and the imposing front seat shells create a shortage of legroom in back.
Analyzing the early details

With a base price of $35,000, but with pricier and faster variants in the pipeline (almost assuredly using 2-motor drivelines), the Model 3 is claimed to be a sub-6-s 0-to-60 mph
(0-to-97 km/h) sprinter. Its also a fashionable way to carry a
9-ft (3-m) surfboarda design attribute highlighted by Musk.
Other notable features: a giant pane of rear glass that
curves up and over the heads of the rear-seat passengers; a
single, center-mounted 15-in (381-mm) touch screen that replaces all conventional dash gauges and controls, SAE Level 2
fast charging via the companys Supercharger network, and
Teslas Autopilot self-driving capability as standard equipment. Technical details at the unveiling were slim as expected;
the platform is said to be an evolution of the Model S and the
28 May 2016
Launch party crowd outside the SpaceX facility check out the Model 3s
enormous rear window-cum-roof panel. (Tod Mesirow)
GLOBAL VEHICLES
One of the prototype Model 3s at the March 31 unveiling

was fitted with a new-look aero wheel. (Tod Mesirow)
Arena rock and religious evangelism meet the auto industry: The Model 3 (at left on the stage)
debuted inside a hangar-sized SpaceX building in front of 650 Tesla true believers. (Tod Mesirow)
He might be right about the interior volume number, but only

because theres a trunk where most cars have an engine.
The Model 3 seems unlikely to weigh less than 4000 lb (1814
kg), given Teslas current size/mass ratio in which the Model S
weighs about 4800 lb (2177 kg) and the Model X closer to 5500
lb (2495 kg). That will make it a very heavy compact car indeed.
Tesla CEO Elon Musk

promised Model 3 will
enter production at the
companys Fremont,
CA, plant by late 2017.
(Tod Mesirow)
Riding on charisma
The Model 3, asserted Musk, is the affordable electric car that
he got into the car business to build. For all those who bought
an S or an X, he told the Hawthorne crowd, thank you for
paying for the 3. Tesla marches to its own beat, and unlike the
Model S and X unveilings which have been chaotic cheer-fests
attended by thousands, the head-count at Hawthorne was limited and the security was airtight. As usual, Musk had gathered
his acolytes to both dazzle them with another product leap
and also warn about the perils of climate change and the need
to reform carbon-based transportation.
Teslas CEO spoke for barely 20 minutes, without a prompter
Tesla engineers have dubbed the Model 3s front cargo trunk the frunk.
A magnet probe of the cars exterior panels during the launch showed
no indication of ferrous metals. Number on the back wall indicates how
many customers had plunked down a $1000 deposit on the car, sight
unseen, when this photo was taken. (Tod Mesirow)
and completely improvised, stuttering a bit and sometimes

breaking thought to go in a different direction or answer a call
from the crowd. Perhaps no person in American public life today connects with a crowd using so many multi-syllable words.
And no other car company depends so heavily on the charisma
of its chief for its future survival.
Attendees at the unveiling had traveled on their own dime
from as far away as Europe with barely two-weeks notice after
responding promptly to a mass email invite. They repeatedly
stated their confidence that Elon Musk does what he says. He
will deliver the Model 3 in 2017, it will be $35,000 (to start), and
it will do all the things Musk says it will.
However, many of the Telsanauts also see completely different charm points in the Model 3. For example, Jaff Toth and
Cindy Stevenson, a Model S-owning couple from Toronto, are
keen on the EVs environmental angle, noting that with Niagara
Falls contributing to Ontarios clean power percentage, an electric car has a definite green sheen. Meanwhile, Will and Jessie
Harris, who came from Denver, were all over the Autopilot
function. They eagerly await the day when they can send deliveries from their two pizza restaurants via self-driving vehicles.
Rob Sunn
May 2016 29
GLOBAL VEHICLES
Mazda reveals retractable-hardtop

MX-5 RF
The Mazda MX-5 RF roof folds in three sections when retracted, but
the side buttresses remain, fastback-style.
Moving quickly to expand the appeal of the all-new, fourthgeneration MX-5 Miata roadster introduced last year, Mazda
revealed prior to the 2016 New York auto show a folding hardtop version of the car called MX-5 RF, for retractable fastback.
Mazda invokes the fastback descriptor because, unlike the
prior-generation MX-5s power retractable hardtop (PRHT)
that folded the entire roof assembly in a storage area behind
the seats, the 2017 MX-5 RF effectively is more of a targa
design: only the roofs center section and the rear glass are
removed, leaving buttresses on either side. When the roofretraction process begins (no exact figure yet from Mazda
regarding how long it takes), the one-piece side-buttress section briefly unlatches to release the retractable roof section
but then somewhat disappointingly reattaches instead of disappearing; video can be seen at: (http://insidemazda.mazdausa.com/newsroom/#assets_68).
The company did say the roof achieves one of the fastest
opening/closing times of any retractable hardtop. An acrylic wind
deflector can be erected in place of the retracted rear glass.
Mazda said the roof section can be retracted at speeds up
to 6 mph (10 km/h), but also has yet to detail how much
weight the folding-hardtop hardware adds. The new hardtop
does add 0.2 in (5 mm) in height compared with the standard
MX-5 roadster. The roadsters trunk capacity of 4.6 ft3 is not
reduced by the new folding-top hardware.
And perhaps in acknowledgement of the roadsters notinconsiderable top-up interior noise levels, the new MX-5 RFs
roof panels have sound-attenuation insulation and engineers
added extra sound-deadening measures around the rear
wheelwell area. The suspension and electric power-steering
have been slightly retuned for the MX-5 RF.
Mazda also said the 2017 MX-5 RF, which goes on sale later
in 2016, continues for the U.S. market with a 155-hp 2.0-liter
four-cylinder and a choice of 6-speed manual or automatic
transmissions. The MX-5 RF will offer an exclusive new color,
Machine Grey, that infuses aluminum flakes in the paints reflective layer to impart a unique sheen. With strong contrast
between light and shadow and a sleek, high-density finish,
(Machine Grey) gives the impression that the vehicles body
has been sculpted from a solid steel ingot, the company said.
Bill Visnic
30 May 2016
Enter two new plug-ins: 2017

Outlander PHEV and Prius Prime
The best-selling plug-in hybrid (PHEV) in Europe makes its North
American debut this Fall and was on display at the 2016 New York
Auto Show. Americans may be surprised to know its the
Mitsubishi Outlander PHEV, which has sold some 50,000 units on
the continent. And while the plug-in SUV didnt receive the same
trumpets-blaring auto-show intro as Toyotas new Prius Prime, it
does bring significant hybrid technology and market potential.
Plug-in hybrids have an obvious appeal to OEMs because
they earn CAFE (Corporate Average Fuel Economy) credits
that approach those given to battery EVs, enabling the automakers to sell more conventional vehicles.
Outlander aims for 20-mi EV range

Europes plug-in sales leader is built on a 105.1-in (2668-mm)
wheelbase with an overall length of 184.5 in (4684 mm). The
PHEV battery pack and control electronics consume floor
space, so out goes the third-row seatnot a serious loss, as the
third-row passengers had just 28.2-in (716-mm) of legroom.
One of the Outlanders important features is the full-time
all-wheel-drive system. It uses the two 60-w electric motors
for the hybrid configuration, one motor per axle. The AWD is
integrated with the S-AWC (Super-All Wheel Control) stability-control system that was adapted from the Lancer
Evolution, a performance car discontinued after the MY2015.
Outlander uses the electric motors in conjunction with
S-AWC and anti-lock brakes to distribute power to the wheels.
The available operating modes are EV, parallel hybrid (gasoline engine with electric assist), and series hybrid (EV with the
generator in operation).
The Outlander PHEV was shown with a 12-kWh lithium-ion
battery pack. Mitsubishis U.S. officials are reasonably confident the same battery spec will be used in the U.S. model,
but they are uncertain about the specific pack and control
electronics module array. In fact, Automotive Engineering was
told to completely ignore the European specifications, which
include a 32-mi (51-km) EV range.
The combustion engine is the 2.0-L 4-cylinder engine also
Two new plugin hybrids

for North
America: 2017
Toyota Prius
Prime and
Mitsubishi
Outlander
PHEV, the
plug-in sales
leader in
Europe.
GLOBAL VEHICLES
used in the Outlander Sport. Although

Mitsubishi describes it as high efficiency, it doesnt operate on the Atkinson
cycle (late intake valve closing). The
reason apparently is the issue of achieving significant Atkinson operation while
integrating with both motors and AWD.
Mitsubishis engineering team is aiming
for 20-mi (32-km) EV range, according to
a company official. He added that the
electric-drive package is being tuned
very differently for the U.S. market. The
objective is to improve launch and response in other modes, which could require a faster battery discharge rate during hard acceleration in EV mode. As configured for Europe, the Outlander can run
in EV mode up to 70 mph (112 km/h).
The batteries are supplied by Lithium
Energy Japan, a joint venture between
GS Yuasa and Mitsubishi Motors Corp. It
also is the battery source for the I-MIEV,
the price leader among electric vehicles.
The Outlander PHEV was tested for
durability in the 2015 Portalegre Baja 500,
a Portuguese rally; its propulsion system
was slightly modified, using a 16 kWh battery pack and control module changes for
higher performance, including acceleration
in EV mode up to 100 mph (160 km/h).
Prime time: lower cost,

faster recharge
While the Chevrolet Volts 53-mi (85km) range on battery power is highest
for a plug-in vehicle, the competition
apparently has decided that the sweet
spot of the market is about half that
range. Thats the case with Toyotas new
Prius Prime, its smaller battery pack
helping to reduce systems cost and reduce recharging time (the Prime recharges on 120-V in 5.3 h, vs. 13 h for the
Volt). And the smaller pack helped designers create a more commodious interior and provide savings that in turn permitted standard features such as heated
front seats and wireless phone charging.
The Primes heated seats are particularly important, and combined with a
cabin pre-heated on household electricity
before a winter drive, should result in
much lower use of battery capacity and
longer EV range. The heating system
electric draw for EVs has been shown to
cause a major reduction (potentially more

than 40%) in cold-weather driving range.
And also for the Prime, therell reportedly be a price premium of significantly
less than $5000 over the standard Prius.
If the pre-heating and heated seats deliver the anticipated 22-24 mi (35-38
km) all-electric range in winter, that
would be much higher than the 11.4 mi
(18.3 km) recorded by Automotive
Engineering during 2011 winter testing of
an early pre-production Prius PHEV with
heat on (http://articles.sae.org/9326/).
As additional PHEVs come to market,
Toyota recognizes that the Prius brand
name might need marketing muscle behind it, so it promises to make the Prime
the best value in the class. This meant
bold styling and the addition of independent rear suspension (replacing a twist
beam), which should improve the ride.
Toyota said it believes that 22 mi on
electricity is a range that will satisfy a
majority of commuters and with an increasing number of charging stations,
many buyers will be able to charge during working hours. Toyota has an arrangement with ChargePoint, a company
with some 27,000 locations, mostly in
the U.S. More than half will be free to
Prime drivers. (For more on the Prius
Prime, see http://articles.sae.org/14700/.)
The engine in all Prius models is the
1.8-L Atkinson-cycle I4, for which Toyota
now claims 40% brake thermal efficiency, more than 30% higher than a modern
but conventional Otto cycle engine. The
contemporary interpretation of the
Atkinson cycle increases efficiency by
using infinitely-variable valve timing to
effectively increase the length of the
power stroke. Use of more of whats left
in the expansion stroke normally would
lead to performance weaknesses, but
the electric assist of the battery hybrid
fills in any gaps. The ICE also has a more
efficient electric water pump, new
cooled-EGR and exhaust-heat recovery
to speed engine warm-up.
Paul Weissler
Automotive Engine
Testing Sensors
Measure Engine Dynamics to 50 KHz at up to
10000F with better than 1 micron accuracy.
KD-1975
Kamans Non-Contact
Eddy Current
Sensors Measure:
Rocker arm movement / lifter leakdown
Axial camshaft / crankshaft run-out / balancing
Pushrod deection
Valve lift and valve oat investigation
Piston slap and skirt clearance
Static bearing clearance on crank journal
Engine mount deection
Dynamic/head gasket clearance
Fuel injection needle lift (not shown)
Turbo shaft runout (not shown)
800-552-6276
measuring@kaman.com
kamansensors.com
Visit our
Applications
Notes page
May 2016 31
GLOBAL VEHICLES
Lincoln unveils Big-SUV future with Navigator concept
Intent on staying on its message of reinvigorating its brand
under the banner of quiet luxury, Fords premium-vehicle
unit, Lincoln, used the 2016 New York auto show to reveal
what almost certainly will be remembered as one of the most
audacious concept cars ever, the Lincoln Navigator Concept.
Two stupendously-sized gullwing doors lift to allow full access
to the SUVs first and second seating rows, with 30-position adjustable seats floating on pedestal attachments that eliminate
traditional seat tracks, full-length concertina steps are powerdeployed to create a waterfall of steps for entry and exit, and a
wardrobe management system in the cargo area looks like
something Tony Stark dreamed up to secure his Iron Man gear.
The all-new Navigator Concept reinforces our commitment
to give every Lincoln client what we call quiet luxuryvehicles
and experiences that are elegant, effortlessly powerful and serene, said Kumar Galhotra, president of Lincoln, in a statement.
This kind of quiet luxury sets Lincoln apart. Now, were showing fans of large SUVs how we can exceed their expectations,
without being the loudest statement on the road.
At a media event prior to the Navigator Concepts public
unveiling at the New York auto show, neither Galhotra or other Lincoln officials would commit to whichif anyof the
concept SUVs most outlandish and ostentatious features
would end up on the production version of the fullsize SUV
expected next year, but it was quietly conceded the gullwing
doors are purely a flight of fancy, serving the purpose, for
now, of allowing a totally unfettered view of the Navigator
Concepts brilliantly detailed interior.
But one Lincoln source said that while the power-deployed
First- and second-row seats mounted on pedestal base, feature

30-way adjustment.
Outsized
display
screen for all
occupants in
the Navigator
Concept
interior.
32 May 2016
The stupendously-sized gullwing doors dominated the Lincoln

Navigator Concepts unveiling prior to the start of the 2016 New York
auto show (Bill Visnic).
concertina steps also probably should be considered a concept
feature, the stunning pedestal seat design, which automakers
and seat suppliers have teased sporadically over the years, could
be ready for a production-vehicle debut. Emphasis on could.
Lincoln said its designers drew inspiration from luxury
sailboats and yachts when designing the new concept. This
influenced everything from the clean, modern lines and
Storm Blue paint on the exterior that mimics the grays and
blues of sea and sky, to the teak finishes, custom gear and
wardrobe management system found inside. Also stunning
was the matte aluminum-like finish of the Navigator
Concepts interior trim and the startlingly elegant piano key
layout of its pushbutton transmission gearshift arrangement.
Power for the Lincoln Navigator Concept comes from a
400-hp version of Fords 3.5-L Ecoboost V6. Although Lincoln
executives didnt provide further details, its almost certain
the production version of the new Navigator also will have a
version of the Ford and General Motors co-developed
10-speed automatic transmission that Ford is launching later
this year with the F-150 Raptor.
The Lincoln Navigator Concept incorporates the expected raft
of electronic advanced driver-assistance systems (ADAS), including pre-collision assist with pedestrian detection, lane-keeping
assist, and advanced automatic parking for both entering and
exiting parking spots. But its likely the Navigator that reaches
Lincoln showrooms next year will include even more-advanced
autonomous-driving features in order for Lincoln to retain parity
with luxury-brand rivals such as Mercedes-Benz, Cadillac, Volvo
and even Teslaeven if the customer-ready Navigator probably
wont be available with the gullwing doors that have become a
signature for Teslas newest utility vehicle.
Lincoln officials would not commit to a timeframe for the
Navigators 2017 showroom appearance, but said the brand fully
intends to remain a player in the fullsize SUV segment that it
helped create when the original Navigator launched in 1997.
Bill Visnic
GLOBAL VEHICLES
Nissan targets cabin NVH with big investment in Sentra upgrade
Significant updates to the seventh generation Sentra make the 2016 model
Nissans quietest and most dynamicdriving compact sedan to date. The automaker invested more than three times
its typical outlay for a mid-cycle refresh
on Sentra, according to Chris
Schwerkoske, senior product planner.
The 2016 model contains more than
550 new parts involving the exterior,
interior, suspension, and steering systems, Schwerkoske told Automotive
Engineering.
With the Sentra revamp, Nissan aims
to remain a leader in the highly competitive compact car segment, said
Robert Mank, an engineer with Nissan
Technical Center North Americas
Marketability Engineering group.
He said the current-generation Sentra
was fully redesigned in 2013MY. Since
that time, compact-sedan makeovers
have included full redesigns of the
Mazda3 and Toyota Corolla in 2014MY,
as well as the 2016MY debut of the
10th-generation Honda Civic.
Sentras cabin noise was reduced
through various upgrades, including
replacing the prior non-laminated windshield with an acoustic windshield, and
adding sound-reduction materials under the dash, inside the door trim, and
underneath the floor carpet.
Explained Mank, In specific cabin
areas, material was added where there
was no sound-absorption material before, and in other areas we replaced
The 2016 Sentras interior features a new Nissan

Z-inspired steering wheel, new advanced 5-in
drive assist display, available 6-way power
drivers seat with two-way power lumbar
support, new shift knob, and more.
material that wasnt as high-performance as the Autozorb material.

Supplied by AIM Fiber Products,
Autozorb is a lightweight, 100% polypropylene fibrous insulation blanket
designed to provide interior acoustical
and thermal protection.
Engine mounting changes contribute
to the approximately 10% reduction in
the new Sentras engine noise, noted
Mank. The upper torque rod was removed to change the noise path of the
engine, he said, and lateral rubber
stoppers were added to one of the lower engine mounts to compensate for
the upper torque rod function.
Software updates to the Xtronic continuously-variable transmission (CVT)
also impede powertrain noise from
reaching the cabin.
Instead of the engine holding high
rpmwhich means more engine noise
the CVT now varies the rpm and delivers variable engine noise in a more linear way, Mank said. Engine noise now
more closely matches engine demand,
which is similar to a standard step-automatic transmission.
The 2016 Sentra shares design language with the midsize Altima and fullsize Maxima. That look is conveyed via
Sentras new hood, fenders, grille, front
and rear fascias, headlamps, tail lamps
and wheel designs.
Suspension changes include 10%
higher spring rates, re-tuned front
struts and rear shocks, and stiffer rear
To go along with its new design language

influenced by the larger Altima and Maxima,
the 2016 Sentra gets a quieter cabin and much
livelier driving dynamics.
bushings. The prior one-piece stampedsteel front tunnel bracket was replaced
with a four-piece, boxed-type fronttunnel bracket (initially developed for
the Nissan Juke NISMO RS) to increase
the body stiffness. According to
Schwerkoske, The 2016 car responds
more quickly to driver inputs.
Other changes impacting Sentras driving dynamics include new electric power
steering controller mapping, a new steering column intermediate shaft with higher
torsional stiffness, and new Continental
16-in tires for the SV trim. The new tires
have a higher-grip tread compound and
increased sidewall stiffness compared to
the prior 16-in Continentals.
The overall goal with the suspension
and steering changes was to enhance
the ride comfort and the handling,
said Schwerkoske.
The 2016 car also has a more progressive steering feel, while steering
effort has been reduced by 7%, which
helps improve how the car behaves
during parking maneuvers and in other
low-speed driving situations.
For the first time, Sentra is available
with forward emergency braking, intelligent cruise control, and radar-based
blind-spot warning with rear cross-traffic
alert. Said Schwerkoske, Were bringing
some of the premium driver-assistance
technologies that we launched with the
Maxima to the Nissan Sentra.
Kami Buchholz
May 2016 33
PRODUCT
BRIEFS
SPOTLIGHT: TEST EQUIPMENT & SOFTWARE

IOP tester for Ethernet ECUs
Automotive data
communications
company Ruetz
System Solutions
provides an interoperability test
platform for
Automotive
Ethernet. The IOP
tester operates
within the framework of compliance tests for Automotive Ethernet, and the
platform constitutes a component of the test set-up for
Open Alliance Layer 1 interoperability tests for ECUs (electronic control units). The IOP tester allows the verification
of ECUs for interoperability with other ECUs for Layer 1,
based on 100BASE-T1/OABR. It offers an open application
programming interface (API) for easy integration into existing test systems. Users can create their own tests and test
sequences. Measurements of link-up time, signal quality,
and cable diagnosis belong within the scope of testing. The
IOP tester is a component of the compliance verification
process at Ruetz. The standardized test methods for
Automotive Ethernet combine the new automotive standards with existing reliable and stable systems. Therefore,
for component and ECU verification, the compliance verification process simplifies the introduction to this technology
for automakers and suppliers. For more information, visit
http://ruetz-system-solutions.com/.
Data processing system for

acoustics, vibration
The nCode brand of durability, test, and analysis software by

HBM introduces nCode VibeSys, a new data processing system designed to help acoustics and vibration engineers ensure that their product meets customer expectations in terms
of sound, comfort, and regulatory requirements. In addition to
general signal processing, VibeSys provides a range of predefined analysis methods for early fault detection in rotating
machinery, rating human reactions to sounds and vibrations,
and for characterizing the dynamics of a structure. Users can
interactively create their own analysis processes and also embed new methods using Python programming language or
MATLAB. VibeSys also includes a Vibration Manager, providing users with the ability to enter, edit, and view vibration
specification data. VibeSys is designed within the nCode
desktop environment and available at the release of nCode 12.
For more information, visit http://www.ncode.com/en/.
Small-diameter springs and rings
Wireless, batteryless limit switches
Smalleys newly expanded

manufacturing capabilities now
allow its engineers to design
and manufacture Smalley Wave
Springs and Spirolox Retaining
Rings as small as 4 mm (0.16
in) in diameter. The company
notes that its engineers have
pushed the limits on coiling technology for more than 50
years; for example, Smalleys Crest-to-Crest wave springs
originated nearly 35 years ago with the promise of space savings and continue to provide spring height reductions of
nearly 50% compared to standard coil springs, the company
claims. Smalley can answer design questions and provide solutions that most suit a specific application. The company
meets international standards, including ISO 9001, ISO/
TS16949, AS9100, and ISO 14001. For more information, visit
http://www.smalley.com/.
Steute Industrial Controls

offers a line of wireless,
batteryless limit switches
that feature an internal
electrodynamic energy
generator. Displacement of the actuator generates power to
send a uniquely coded signal to one or more compatible, easily
programmed receivers. If the limit switch does not receive the
confirmation signal within 15 ms, it transmits a second signal. The
receiver accepts up to 10 discrete signals per channel. Available
for operation at 915 MHz (U.S./Canada/Australia) or 868 MHz
(Europe), the limit switches have a maximum transmission range
of 40 m (130 ft) indoors, 450 m (1475 ft) outdoors, and a mechanical life expectancy of >1 million actuations. Operating temperature range is -20 to +65C (-4 to +149F). Options include a
variety of actuator styles (e.g., roller plunger, roller lever, rocker
lever, spring rod) and transmission range extenders. For more
information, visit http://www.steutewireless.com/.
34 May 2016
ADVERTISEMENT
ATLAS MATERIAL TESTING TECHNOLOGY LLC

1500 Bishop Court
Mount Prospect, IL 60056
Phone: 773-327-4520
Fax: 773-327-5787
E-mail: atlas.info@ametek.com
www.atlas-mts.com
Company Description
Since 1915, Atlas has pioneered the way companies
test the durability of their
products. From the advanced technology of our
accelerated weathering
equipment and services to
the consultative services of
our expert weathering scientists, our approach to the
market is clear: Provide our
customers with sophisticated technology and advanced testing solutions to determine how long their products will last.
When predicting how components of a car will stand up
to the elements, it isnt enough to guess. You need to
know. Atlas works with every major automotive manufacturer on the market today to develop comprehensive testing programs that deliver reliable results.
Atlas has the widest range of accelerated laboratory
instruments, from tabletop to the largest rotating rack xenon arc chambers. Atlas fluorescent UV instrument, corrosion cabinets, flammability chambers, full vehicle solar
simulation and high-speed lighting systems for crash testing set the standard for a wide range of automotive materials testing needs.
Products/Services Offered
Similar to its testing instruments, Atlas Weathering
Services Group has the
same goal for innovation
and quality; its new UltraAccelerated EMMAQUA
technology provides faster
test results than standard
ASTM G90 devices.
With its outdoor and accelerated laboratory testing
services, AWSG is the first
weathering organization to
receive accreditation to ISO 17025. Additionally, Atlas is
fully accredited by the Automotive Manufacturers
Equipment Compliance Agency, Inc. (AMECA).
Atlas products are designed and manufactured to conform
to international, national and industry standard test methods
including SAE, ISO, ASTM, DIN, JIS and numerous others.
Atlas offers:
Weathering, corrosion and flammability instruments
Outdoor and accelerated laboratory weathering
testing services
Evaluation services
Full vehicle systems and crash test lighting
Test methodology and standards development
Material performance tests for plastics, coatings, textiles,
rubber and glass
Consultation and client education services
www.atlas-mts.com
May 2016 35
ADVERTISEMENT
COMSOL, INC.
100 District Ave.
Burlington, MA 01803
Phone: 781-273-3322
E-mail: info@comsol.com
www.comsol.com
Company Description
COMSOL is a global provider of simulation software for
product design and research to technical enterprises, research labs, and universities. Its COMSOL Multiphysics product is an integrated software environment for creating physics-based models and simulation apps. Founded in 1986,
COMSOL employs more than 400 people in 22 offices worldwide and extends its reach with a network of distributors.
With the COMSOL Multiphysics software, you can accurately model any physics-based problem. Engineers and
researchers use our software for a wide variety of applications, ranging from developing energy-efficient vehicles to
educating physics and engineering students. Simulation
experts rely on the COMSOL Server product to deploy
apps to their design teams, manufacturing departments,
test laboratories, and customers throughout the world.
Customized simulation apps enable the wider technical
community to utilize the power of multiphysics simulation by providing access to a detailed model through an
easy-to-use interface.
The Application Builder allows simulation

experts to turn a COMSOL Multiphysics
model into a customized simulation app
that can be shared with a colleague or
customer. This app is based on a COMSOL
Multiphysics model of an absorptive
muffler. The end user may change the
geometric design of the muffler, the
ambient temperature and pressure, and
material properties in order to evaluate
the resulting acoustic behavior.
This simulation app is based on

a COMSOL Multiphysics model
of a capacitive touchscreen. The
user can control the position and
orientation of a finger pressing the
touchscreen, and then compute the
capacitance matrix.
www.comsol.com
36 May 2016
www.dspaceinc.com
www.dspaceinc.com
www.dspaceinc.com
One Integrated Tool Chain

for Embedded Controls Development
dSPACE offers you a complete and integrated development environment for embedded control software and systems.
Our tools and systems save you valuable development time and money, whether you apply them throughout the entire
process or just in individual project phases. Create high-quality embedded systems and products and meet your target
deadlines, while saving costs, with dSPACE systems.
System Architecture
ECU Autocoding
Simplify and speed up the

planning, implementation and
integration of complex systems and
software architectures with dSPACE
SystemDesk.
Generate highly efcient C code

straight from Simulink/Stateow
with dSPACE TargetLink.
Rapid Control Prototyping
HIL Testing
Develop and optimize your

control designs without
manual programming with
dSPACE prototyping systems.
Test ECU functions quickly and

automatically using dSPACE
simulation systems.
Virtual Validation
Data Management
Validate ECU software at the

early project phase with dSPACE
VEOS PC-based simulation.
Manage your data from model-based

development and ECU testing with
consistency and traceability using
dSPACE SYNECT.
ADVERTISEMENT
GERDAU SPECIAL STEEL

5591 Morrill Road
Jackson, MI 49201
Phone: 800-876-7833
Fax: 517-782-8736
Company Description
Gerdau history dates back to 1901 when it started as a nail
factory in Porto Alegre, Brazil. Today Gerdau products are
present in the daily lives of millions of people. With more than
45,000 employees and operations in 14 countries, including
the Americas, Europe and Asia, Gerdau has an installed capacity of over 25 million metric tons of steel annually.
Gerdau is the leading producer of long steel in the
Americas, and one of the largest suppliers of special long steel
in the world. Additionally, Gerdau is the largest special bar
quality steel supplier to the automotive industry in the world.
To be the global supplier of choice in special steels,

Gerdau focuses in four key areas: quality of products and
services, proximity to customers, product development
and world-class operations. Research and Development is
core to Gerdau Special Steels strategy. Gerdau has one of
the largest R&D centers in the sector, and its technological
developments offer optimization of products and process.
Gerdau has projects and partnerships with research centers, universities and companies from Europe, North
America, Asia and South America.
Gerdaus innovative steel technologies have led to recent
new product developments such as MECAMAX and
NANOCEM steels. Gerdaus MECAMAX steels were developed to reduce customers steel machining costs by up to
50 percent for both conventional and complex machining
applications. This is achieved by making an addition of the
non-toxic element bismuth. The benefits of MECAMAX
steels include self-lubrication, shorter chips, reduced cutting
forces, and longer tool life during the machining process.
NANOCEM steels were developed by Gerdau Special
Steel as a way to reduce customers cost for carburizing
forged gears and other transmission components using
low carbon alloy steel grades. NANOCEM steels are produced by micro-alloying aluminum, niobium, nitrogen and
titanium in steels for forming precipitates to suppress austentite grain coarsening at elevated temperatures during
carburizing, which allows for a significantly shortened carburizing or case hardening time (up to 3 4 times less).
38 May 2016
ADVERTISEMENT
PROTO LABS
5540 Pioneer Creek Drive
Maple Plain, MN 55359
Phone: 763-479-3680
Fax: 763-479-2679
E-mail: customerservice@protolabs.com
www.protolabs.com
Company Description
Proto Labs is the worlds fastest digital manufacturing
source for custom prototypes and low-volume production
parts. Its a technology-enabled company that uses advanced 3D printing, CNC machining and injection molding
technologies to produce parts within days. The result is an
unprecedented speed-to-market value for designers and
engineers and an on-demand manufacturing resource
throughout a products life cycle.
Why Proto Labs?
Proto Labs has radically changed the economics and lead
times traditionally associated with manufactured parts.
The rapid manufacturer provides a fast, easy and costeffective way to obtain 1 to 10,000 parts within days,
routinely shipping parts before conventional suppliers
can even quote them. These quick delivery times are possible because it has automated the manual process of
mold design and toolpath generation through the use of
proprietary software.
3D Printing
Proto Labs uses the latest 3D printing technologies to provide precision accuracy to plastic and metal part production
from small pieces with complex geometries to large, highly detailed patterns. 3D printing is ideal for 1 to 50 parts and
works well for form and fit testing, reducing multipart assemblies and as fully functional components in some cases.
CNC Machining
The companys CNC machining service uses three-axis
milling and turning with live tooling to machine up to 200
parts from more than 30 stocked plastic and metal materials. The result is functional parts made from engineeringgrade materials for prototype testing, jigs and fixtures, and
end-use applications.
Injection Molding
For those who need low-volume production, bridge tooling or on-demand parts throughout a products life cycle,
rapid injection molding can manufacture up to 10,000
parts from hundreds of different engineering-grade plastic
and liquid silicone rubber materials.
www.protolabs.com
May 2016 39
ADVERTISEMENT
The company supplies flexible, durable, high performing simulators and their modular components: hardware, software, vehicle
models, content, and on- and off-board projection systems.
Crudens simulators andstand-alone, open architecture
Panthera Software Suiteare designed to slot
into customers existing tool chains so their
engineers can be up and running quickly with
a future-proofsystem that does not tie them
to any one supplier. Their features allow:
CRUDEN
Pedro de Medinalaan 25
1086 XP Amsterdam
The Netherlands
Phone: +31 20 707 4668
E-mail: info@cruden.com
www.cruden.com
Company Description
Cruden is the worlds leading designer,
manufacturer and integrator of open architecture driving simulators for the automotive, motorsport andmarine industries.
Having recognised the potential of driving
simulators to save time and money
throughdriver-in-the-loop (DIL)testing
since the 1990s, Cruden has installed over 100 simulators
globally. Many automotive OEMs and research institutions rely on Cruden simulators as an engineering tool
for vehicle dynamics, autonomous driving, ride & comfort, driver training, HMI, ADAS, NVH and audio development and testing.
Easy integration of vehicle modelling

packages (from VI-grade, IPG, CarSim,
VeDyna, SIMPACK, dSPACE ASM, AVL
ASM, Dymola etc.)
Customizable motion-cueing algorithms
Own hardware integration
Cruden simulators full round-trip perceived visual latency is industry leading at
just below 10 ms. The end-to-end latency from the driver
generating an input to the driver receiving feedback on the
control loading is only 7 ms. Audio latency is as low as 8 ms.
www.cruden.com
ADVERTISEMENT
OMEGA ENGINEERING, INC.

One Omega Drive
Stamford, CT 06907
Phone: 800-826-6342
Fax: 203-359-7700
E-mail: info@omega.com
www.omega.com
Company Description
Your One-Stop Source for Process
Measurement and Control
Founded in 1962, OMEGA
Engineering Inc. has grown from
manufacturing thermocouples to a
global technology leader, with more
than 100,000 innovative products for measuring and controlling temperature, humidity, pressure, strain, force, flow,
level, pH, and conductivity. OMEGA also offers a complete
line of data acquisition, automation, electric heating, and
custom engineered products for use in manufacturing, test
and research environments.
Exceptional Customer Experience
Our highly trained, degreed engineers provide free unlimited
40 May 2016
off-site technical support to customers all over the world.

They help identify solutions and suggest the right equipment
for simple or complex applications. Support is available via
email, toll-free, or live online chats through our website.
Easy One-Stop Shopping
We offer the latest technology and competitive pricing so customers dont have to shop anywhere else. Our website offers
user-friendly search tools, easy ordering
options and online support. Customer
service, sales and technical assistance
are free, professional and prompt.
World Class Manufacturing and
Distribution
OMEGA products are used in many critical applications in manufacturing, food
processing, medicine, aerospace, and
science, to name a few. OMEGA manufactures many individual components with the balance meeting
OMEGAs rigid quality specifications. With manufacturing centers located in the United States, Europe and China and worldwide warehousing, OMEGA can service customers daily needs.
The OMEGA credo: We provide you the products that
you need, when and where you need them.
www.omega.com
ADVERTISEMENT
Smalley prides itself in providing more than just a part
number. Whether you need space saving Wave Springs or
strong retaining rings, our engineers work directly with
you to determine what product meets your application
requirements. Smalley Wave springs reduce spring heights
by up to 50% compared to conventional springs. When
using a retaining ring, engineers choose Smalleys Spirolox
Rings because they have No-Ears to interfere in an assembly and can fit stamped ring grooves. For impact-loading
applications, turn to Smalleys constant section rings. From
stainless steel, to exotic alloys, we have the right materials
and capabilities to provide you with the right solution.
SMALLEY
555 Oakwood Road
Lake Zurich, IL 60047
Phone: 847-719-5900
Fax: 847-719-5999
E-mail: info@smalley.com
www.smalley.com
Company Description
Smalley is the exclusive manufacturer of the industry-leading Spirolox Retaining Rings and the originator of Crestto-Crest Wave Springs. Smalley prides itself in being the
industry leader in steel ring and spring customization due
to our ability to control the design and manufacturing process from the production of raw materials to the finished
product. With locations globally, we are certified toISO
9001,ISO/TS 16949,AS 9100CandISO 14001. Smalley offers customers unprecedented service and quality. We
welcome your comments and your design challenges.
Smalley will work hard to become your preferred source
for retaining rings and wave springs.
www.smalley.com
ADVERTISEMENT
ZF TRW designs, develops and manufactures the widest
array of safety systems in the industry:
Driver assist systems including radar and camera sensors
Company Description
ZF TRW is the Active and Passive Safety Division of ZF
Friedrichshafen AG. We are uniquely positioned to deliver
integrated systems that form the building blocks for tomorrows automated vehicles.
Integrated technologies to enable the road to

automated driving
Electronic braking systems
Electrically powered steering systems
Advanced airbag systems
Active seat belt systems
Learn how ZF TRW is shaping the future of advanced safety
visit ZF TRWs Auto Safety site at www.safety.trw.com with
insights and analysis on trends in vehicle safety, changes in
legislation and technical innovations.
ZF TRW shaping the next decade of automated driving.
http://safety.trw.com
May 2016 41
COMPANIES MENTIONED
Company
Page
Acura .......................................................................................................12
GlobalAutoRegs.com ............................................................................19
Rolls-Royce Motor Cars ....................................................................... 23
AIM Fiber Products .............................................................................. 33
GMC ........................................................................................................ 23
Ruetz System Solutions ......................................................................34
AirFuel Alliance......................................................................................10
GS Yuasa .................................................................................................31
SAE International ............................................................. 2, 8, 18, 21, 28
Audi ........................................................................................................20
HBM ........................................................................................................34
Smalley ..................................................................................................34
BMW ......................................................................................................... 2
Honda......................................................................................2, 10, 12, 33
SpaceX ...................................................................................................28
Bosch ......................................................................................................20
IHS ...........................................................................................................10
Steute Industrial Controls ...................................................................34
BSA ........................................................................................................... 2
Insurance Institute for Highway Safety .............................................18
STMicroelectonics...................................................................................11
Butzel Long ............................................................................................19
Jeep ........................................................................................................ 27
Strategy Analytics .................................................................................10
Cadillac................................................................................................... 32
Kansas State University......................................................................... 8
Tesla........................................................................................................ 32
Carfax ......................................................................................................17
Lexus ...................................................................................................... 23
Tesla Motors ..........................................................................................28
Center for Automotive Research ........................................................18
Lincoln .................................................................................................... 32
Texas Instruments ..................................................................................11
Chevrolet ..........................................................................................23, 31
Lithium Energy Japan...........................................................................31
Thatcham Research .............................................................................20
Continental AG........................................................................................4
Mazda ........................................................................................28, 30, 33
Toyota........................................................................... 2, 6, 8, 28, 30, 33
Deloitte & Touche ...................................................................................4
Mercedes-Benz .............................................................................. 20, 32
University of Iowa .................................................................................17
Denso International America ...............................................................4
Mitsubishi ..............................................................................................30
University of Michigan ..........................................................................21
Eaton ......................................................................................................26
Nautilus Engineering .............................................................................6
University of Michigan Transportation Research Institute ....... 18, 21
Euro NCAP .............................................................................................20
nCode .....................................................................................................34
Virginia Tech Transportation Institute ...............................................18
Federal Motor Vehicle and Transport Authority..............................22
NHTSA .....................................................................................................16
Volkswagen ...........................................................................................28
FEDITC ......................................................................................................6
Nissan .......................................................................................... 2, 33, 44
Volvo ............................................................................................... 20, 32
Ford ..............................................................................................8, 23, 32
NXP Semiconductor..............................................................................10
Wireless Power Consortium ................................................................10
General Motors ....................................................................................... 8
Power Matters Alliance.........................................................................10
S. Himmelstein Final Auto Eng ad_S. Himmelstein Small Space ad SAE 1/5
How accurate is your

torque measurement ?
AD INDEX
Advertiser
Unlike competitors whose specifications are

only proven in the lab under controlled conditions, our products deliver accuracy in the field.
Our MCRT Bearingless Digital Torquemeters
offer the highest overrange and overload of any
similar products on the market. Theyre simple to
install and tolerant of rotor-to-stator misalignments.
Ask us to prove our performance difference.
Model: MCRT 84004V
S. Himmelstein and Company calibration

laboratory is ISO 17025 accredited by NVLAP
(Lab Code 200487-0)
S. HIMMELSTEIN
AND
www.himmelstein.com
COMPANY
800-632-7873
Page
Web Link
Atlas Material Testing Technology LLC ............ 7, 35 ............................www.atlas-mts.com

COMSOL, Inc. ............................................36, Cover 4 ........comsol.com/application-builder
................................................................................................................... www.comsol.com/
Create The Future Design Contest...............Cover 3 ..... www.createthefuturecontest.com
Cruden Inc. .........................................................19, 40 ................................ www.cruden.com
dSPACE, Inc. .........................................................5, 37 ................ www.dspace.com/viva_en
................................................................................................................www.dspaceinc.com
Gerdau Special Steel North America ...... Cover 2, 38 ........www.gerdau.com/northamerica
Executive Leadership
Provided by:
SAE 2016 COMMERCIAL

VEHICLE ENGINEERING
CONGRESS
Kaman Precision Products ......................................31 ............................. kamansensors.com

Omega Engineering ...........................................9, 40 .......................................... omega.com
Proto Labs, Inc. ....................................................3, 39 ................ go.protolabs.com/SAE6DJ
.................................................................................................................www.protolabs.com
S. Himmelstein And Company ..............................42 .......................www.himmelstein.com
ON-HIGHWAYOFF-HIGHWAYDEFENSE
October 4-6, 2016

Donald E. Stephens Convention Center
Rosemont, Illinois USA
Smalley .................................................................11, 41 ..........................................smalley.com

ZF/TRW ................................................................18, 41 ......................................safety.trw.com
sae.org/comvec
P1611538
42 May 2016
P1611538_2016_Comvec_3.375x2.125.indd 1
3/30/16 4:07 PM
ENSURING RELIABILITY AND SAFETY OF CONNECTED

CAR TECHNOLOGY
Tuesday, May 17, 2016 at 11 am U.S. EDT
The Internet has now come to the automobile,
bringing connectivity for infotainment,
telematics and vehicle data analytics. While
connected car technology is a bonus and a
pleasure for car buyers, it poses unprecedented
new engineering challenges regarding reliability,
safety and security for car manufacturers.
Vehicle makers are turning to sophisticated
engineering tools such as simulation to address
these new challenges in developing connected
car technology. This 60-minute webinar
will provide insights into how engineering
simulation is helping solve key engineering
challenges in developing connected car
technology, including sensing and connectivity,
reliability and safety, and durability.
Speakers:
Sandeep
Sovani, Ph.D.
Director, Global
Automotive
Industry,
ANSYS Inc.
Markus Kopp
Margaret
Principal Engineer, Schmitt

ANSYS Canada
Director, Business
Development
ANSYS Inc.
Xavier
Fornari, Ph.D.
Lisa Arrigo
SAE International
Product Manager,
Embedded Software,
ANSYS France
Registration:
www.sae.org/magazines/webcasts
Sponsored by:
Hosted by:
ENGINEERING TODAYS ELECTROCOATS

Tuesday, May 24, 2016 at 1:00 pm U.S. EDT
Electrocoat technology protects millions of

vehicles, and cathodic dip primers are used by
all major automobile manufacturers worldwide.
The technology continues to evolve to meet new
demands, bringing innovative, cost-saving solutions
to the automotive market. Electrocoats offer
corrosion and chemical resistance, extending the life
of automotive bodies, parts, and accessories. In this
60-minute webinar, speakers will review the latest
in electrocoat technology and provide insights and
solutions for some of the toughest challenges.
Speakers:
Garry Grant
Manager,
Substrate Protection
Technology,
PPG
Peter Votruba-Drzal
Research Manager,
Electrocoat,
Physical Chemistry &
Insight, PPG
Lisa Arrigo
SAE International
Registration:
www.sae.org/magazines/webcasts
Sponsored by:
Hosted by:
Q&A
You think there is good potential, then, to meld the aspects
of performance and autonomous? That the two worlds are
not mutually exclusive?
Making the decision to use autonomous technology for the
GT-R would (actually) help a lot. Why? Because performance
cars have no space, (autonomous hardware) is heavy, system
response (is critical)putting that technology in any performance car is helpful (to speed development for mainstream
models). Packaging is really the key.
Keno Kato:
The GT-R is a symbol of
our technical capability.
Supercars and
character are critical in
the autonomous future
At the recent New York auto show, Automotive Engineering
spoke with Keno Kato, Nissans Corporate Vice President for
Global Product Strategy & Product Planning. Kato, an enthusiast of mobility in just about any form, was in town to support
Nissans unveiling of the heavily revised 2017 GT-R supercar.
Everyone knows the GT-R is a halo car. But the GT-R almost
transcends that description in your home market, doesnt it?
I raised the question about this car to check awareness. Nearly
100% of people know it; awareness is unbelievable. For my
generationand a bit younger as well as much olderthis (GTR) brand is significant. Maybe like Corvette in the U.S. This is
truly the icon of high-performance (in Japan) for my generation. For the future, we have to continue to demonstrate our
technology and our performance through this brand.
So one way you see the GT-R is as a demonstration of
Nissans ability to solve problems?
Its a symbol of our technical capability. Plus, respect for the
customer. If we start to make excuses, thats really bad. (Nissan
can cope) with any new requirement, regulation, anything
that message is very important.
What does this mean when the talk almost every day is
about how cars are going to drive us? Will there always be a
place for a GT-R? Will someday even a GT-R be autonomous?
Theres zero mismatch (between performance cars and autonomous technology). Theres an easy example: in the city, in
traffic, the driver can reduce effort. After leaving the city and
getting to the destination, say the racetrack, the driver resumes
control. This is quite a straightforward story for even the GT-R
or any car: reduce effort for the driver in unfavorable traffic
situations. Thats most valuable. Ive tested an (autonomous)
prototype, by the way, and I was excited. I am a car guy and I
was excited by the thought of the autonomous technology.
44 May 2016
What about connected vehicles and the user experience?

Youve mentioned that many aspects of advanced-driving technology should be the same, perhaps even set by regulation.
To provide the right answer for the customer, there will be massive commonization in (non-critical) areas. The customer is
waiting for that. Like autonomous driving: in traffic, less effort.
Then on track day, lets enjoy (each models individual character and control feedback).
Are you confident there will be that sort of uniformity in the
future vehicles user experience?
For some areas. Unfortunately, since its driven by car manufacturerstheres no stronger power to control it, no leadership. But I shouldnt say that! (laughs). There have already
been some examples of commonization, such as charging
infrastructure.
Im a big fan of American muscle cars. They shared engines, they shared frames, they shared everythingexcept
(body) style. Fast N Loud, OverhaulinI love those
American TV programs. And Chip Foose is great. Okay: (its
mostly about) beautiful design. Im always thinking about the
appeal of those vehicles: sometimes its very subtle differences. But still, people enjoy that difference, rather than, no,
no, no, the lever has to be here.
And nicknames for each engine. So lovely. Peoplenot only
Americans, by the waylove a simple differentiation.
Wheelbase is the same, engine is the same. Same, same,
samebut with a different style.
Back to the GT-R. There are a lot of hybrid supercars now.
How do you feel about electrification for supercars?
I cannot speak about the future GT-R plan. But observing the
competition and other similar vehicles, it seems to me to be
quite a normal solution to meet requirements. Very natural and
normal. Orthere may be other ways. Aerodynamics, or
And the accelerating pace of electrification for mainstream
vehicles?
It is the future, no question. (An EV) is fun to drive. And if we
dont have to go to the gas stationoh, wow! (laughs)
I have a 2-stroke motorcycle. Smoke. The combustion is not
so efficient. But I dont want to sell this lovely 2-stroke motorcycle. To compensate (for occasionally using it), maybe I
should own an EV. For daily commuting, the EV is very good.
Bill Visnic
Connect on social media:

#CTF2016
THE BEST WAY TO

PREDICT THE FUTURE
...IS TO
CREATE IT.
ABRAHAM LINCOLN
Making Inroads
2013 BEST STUDENT ENTRY
SELF-DRIVING CAR
Autonomous vehicles have the potential to provide increased

mobility for many, including the elderly, the disabled, and the blind.
Cars equipped with this technology will also reduce accidents,
energy consumption, and pollution, as well as cut costs associated
with congestion. The vehicle automatically calculates an optimal
route considering traffic congestion, road work, and other road
incidents, and can operate without human interference.
WILL YOUR DESIGN BE NEXT?

Start Creating the Future at:
www.createthefuturecontest.com
P R I N C I P A L
S P O N S O R S
C A T E G O R Y
S P O N S O R S
P R I Z E
S P O N S O R S
MULTIPHYSICS FOR EVERYONE

The evolution of computational tools for
numerical simulation of physics-based systems
has reached a major milestone.
COMSOL MULTIPHYSICS
APPLICATION BUILDER
Custom applications are now being developed

by simulation specialists using the Application
Builder in COMSOL Multiphysics.
With a local installation of COMSOL Server,
applications can be deployed within an entire
organization and accessed worldwide.
APPLICATION
Make your organization truly benet from the

power of analysis.
comsol.com/application-builder
Copyright 2016 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, COMSOL Server, LiveLink, and Simulation for Everyone are either registered trademarks or
trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB and its subsidiaries and products are not aliated with, endorsed by, sponsored by, or
supported by those trademark owners. For a list of such trademark owners, see www.comsol.com/trademarks

Sae Automotive May

Diunggah oleh

Informasi Dokumen

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Sae Automotive May

Diunggah oleh

Hak Cipta:

Format Tersedia

MULTIPHYSICS FOR EVERYONE

The evolution of computational tools for

Custom applications are now being developed

Make your organization truly benet from the

Honda R&Ds new president

Transforming our business

12 New dawn at Honda R&D COVER STORY

2 Editorial: Send in Yamaguchi!

President Yoshiyuki Matsumoto aims to invigorate Hondas

16 Automated driving meets regulation:

4 2016 SAE World Congress: Connected

The challenges and opportunities on the road to zero deaths

20 Autonomous driving meets

Euro NCAPS president warns that without coherent policies, the

23 Designer yin meets engineer yang

Efficient and effective vehicle development means even closer

26 The e-LSD alternative to AWD POWERTRAIN

Follow us on social media

8 2016 SAE World Congress: Electric propulsion

42 Companies Mentioned, Ad Index

NY, NJ, OH:

Rocky Mountain States/NM:

Southern CA, AZ, NV:

Northern CA, WA, OR,

2016 SAE World Congress: Connected vehicles will be

Toyotas Derek Lewis and Densos Roger Berg ruminate

SAE Publications Board

SAE International offers educational and

From HIL Simulator to PC

For more examples of

caught by another security feature. Many

2016 SAE World Congress: Nautilus claims

Advises you when tests are

Cutaway shows the Nautilus Cycle engines

Its all about that small

2016 SAE World

Load Cells, Signal Conditioners and

Toyota engineer Jackie Birdsall addresses a vehicle electrification issue

Load Pin Load Cell

Wheatstone Bridge In-Line Signal Conditioner

RS485 Output Silicon Pressure Transmitter

when and where, said Yasuyuki Sando,

Chipmakers gearing up for on-board

Faster wireless on-board charging will be enabled

Automotive Practice. Currently, dualstandard, AirFuel/Qi systems are the

Standards battle and EMI

Wireless capability simplifies charging,

hurdles. Some cell phone providers

requirement. Thermal issues will also

Ask Smalley. Its simple to tell

Smalley wave springs reduce spring

Visit smalley.com for your

THE ENGINEERS CHOICE

President Yoshiyuki Matsumoto aims to

Focus on trucks, Acura

PRODUCT MANAGEMENT FEATURE

Honda-designed fuel cell

the true full-size truck segment.

Restoring engineers clout

development, Honda was pursuing a corporate strategy called SED,

The Clarity FCVs information cluster hints at the future of

Time to correct regional R&D

those countries. But among those markets, there are

R&D project: Recharge-on-the-fly EV with twin-lever steering