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 AUTOMOTIVE
ENGINEERING ®

Cadillac’s 2017 XT5

Midsized luxury utility based on
new GM C1XX
architecture

Powertrain
2016 new engines highlights

Baking in protection
Cybersecurity from initial
design through end-of-life February 2016 magazine.sae.org/auto
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CONTENTS
FEATURES REGULARS
15 Baking in protection CYBERSECURITY 2 What’s Online
With vehicles joining the Internet of Things, connectivity is making 4 Editorial
cybersecurity a must-have obligation for automotive engineers,
from initial designs through end-of-life. 6 Technology Report
6 CES rollouts extend connectivity, app
integration | ELECTRONICS
18 New Engines 2016 POWERTRAIN 8 Ford looks to spread Corning’s new lightweight
Highlighting the design, engineering, and technologies inside some
Gorilla Glass beyond the 2017 GT | BODY
of the most competitive new gasoline and light-duty diesel ICEs.
10 New 40%-scale wind tunnel increases GM’s
aero-development capacity | TESTING
25 Citizen of the world PEOPLE 12 Surface Generation speeds composites
Cuneyt L. Oge begins his term as 2016 SAE International President
throughput with one-shot stamp-forming
with a vision about auto-mobility and aero-mobility 2050.
process | DESIGN FOR MANUFACTURING

28 Global Vehicles
28 2017 Cadillac XT5 debuts GM’s new
lightweight crossover architecture
ON THE COVER 29 Porsche and Bentley plan electric future
Cadillac’s all new 2017 XT5 midsized luxury utility is slated to
replace the SRX and is underpinned by a clean-sheet vehicle
32 Product Briefs
architecture called C1XX. See page 28. Spotlight: Data acquisition

35 Companies Mentioned, Ad Index

36 Q&A

8
Navistar CIO Terry Kline talks about the
company’s vehicle connectivity strategy and its
new over-the-air reprogramming technology.

Follow us on social media

@SAEAutoMag @saeaei SAE Magazines

Automotive Engineering®, February 2016, Volume 3, Number 1. Automotive Engineering

(ISSN 2331-7639) is published 9 times a year by SAE International®, 400 Commonwealth Dr.,
Warrendale, PA, 15096, and printed in Mechanicsburg, PA. Copyright © 2016 SAE International.
Annual print subscription for SAE members: first subscription, $20 included in dues;
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subscriptions are $115 North America, $175 overseas. Periodical postage paid at Warrendale,
PA, and additional mailing offices. POSTMASTER: Please return form 3579 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
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issues of the magazine must be submitted within a six-month time frame of the claimed
issue’s publication date. The Automotive Engineering title is registered in the U.S. Patent and
Trademark Office. Full issues and feature articles are included in the SAE Digital Library. For
additional information, free demos are available at www.saedigitallibrary.org.
(ISSN 2331-7639 print)
(ISSN 2331-7647 digital)

Audited by

AUTOMOTIVE ENGINEERING February 2016 1

WHAT’S
ONLINE
VIDEO Most-viewed articles
SAE Eye on Engineering: Delphi’s new MDC The following are the top 5 most-viewed
Automated vehicle technology is on the automotive-related articles of the month
rise, but how do engineers keep elec- as of early January. Additional articles
tronics from becoming too complex across all transportation sectors can be
and costly? In this episode of SAE Eye read at http://articles.sae.org/.
on Engineering, Senior Editor Lindsay
Brooke looks at Delphi’s new Multi-
Domain Controller. The video can be
viewed at https://youtu.be/kIdQUp-
1 China’s new “automotive dragons”
Faraday and Baidu target EV,
autonomous leadership
cysa8. SAE Eye on Engineering airs in http://articles.sae.org/14508/
audio-only form Monday mornings on Show. Access archived episodes at
WJR 760 AM Detroit’s Paul W. Smith www.sae.org/magazines/podcasts.

MEDIA PARTNERSHIP
2016 Altair Enlighten Award adds new category
to honor lightweighting efforts 2 Castrol’s removable oil cell heralds
90-s oil changes, reduced friction
and CO2 http://articles.sae.org/14426/
Nominations for the fourth annual Altair Automotive Research (CAR) at the 51st
Enlighten Award are now being accept- annual CAR Management Briefing
ed, with the 2016 award program in- Seminars in Traverse City, MI, August
cluding two distinct categories recog- 1-4, 2016. SAE International and its
nizing vehicle lightweighting: full ve- flagship publication Automotive
hicles and modules. The separate cat- Engineering will again serve as the of-
egories serve “to give full and proper
recognition” to both vehicle manufac-
turers and the suppliers who help them
ficial media partner for the award.
“After three years, the Enlighten award
and the automotive lightweighting indus-
3 Citroën plans to go boldly on new
suspension system
http://articles.sae.org/14498/
to meet their increasingly aggressive try have outgrown the original, single
weight targets. award program,” Richard Yen, Vice
The 2016 Altair Enlighten Award will President, Automotive at Altair, said in a
recognize achievements in weight re- statement. “Making the decision to add a
duction across the entire automotive second category to the award was the
industry, from motorcycles to passenger obvious and natural next step. The sup-
cars, light trucks to commercial vehicles plier base now contributes hugely to the
and buses. The award will be presented
in collaboration with the Center for
vehicle lightweighting effort. It is therefore
our pleasure to give suppliers of vehicle
modules and systems their
4 GM Powertrain gets more
proactive with CAE
http://articles.sae.org/14447/
own, dedicated category
and invite them to join the
award and attract the rec-
ognition they deserve.”
Applications for the
2016 Altair Enlighten
Award must be received
on or before May 20,
2016. Manufacturers and
5 Surface Generation speeds
composites throughput with one-
shot stamp-forming process http://
suppliers can access ad- articles.sae.org/14493/ or see page 12
ditional information
about the nomination
Ford won the 2015 Altair Enlighten Award for knocking 700 lb (318 process at http://www.
kg) off its F-150 pickup (shown). In 2016 the award will recognize altair.com/enlight-
two winners, one for Full Vehicles and the other for Modules. enaward/.

2 February 2016 AUTOMOTIVE ENGINEERING

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 EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
bvisnic@sae.org PA/DE:
Desiree Stygar

EDITORIAL
Lindsay Brooke
+1.908.300.2539
Editor-in-Chief
dstygar@techbriefs.com
abrooke@sae.org
Midwest/Great Lakes:
Ryan Gehm
IN, MI, WI, IA, IL, MN
Associate Editor
Chris Kennedy
rgehm@sae.org
+1.847.498.4520, x3008
Patrick Ponticel ckennedy@techbriefs.com
Membership Editor
Careful about where you say ‘vaporware’ these days
Midwest/Central Canada:
ponticel@sae.org
KS, KY, MO, NE, ND, SD, ON, MB
Lisa Arrigo Bob Casey
Custom Electronic +1.847.223.5225
At January’s North American rational projection. The “why” is simple: Products Editor bobc@techbriefs.com
larrigo@sae.org
International Auto Show (NAIAS), the breakneck development of autono- Rocky Mountain States/NM:
CO, ID, MT, UT, WY, NM
Detroit’s winter weather played its typi- mous-driving technology. Without the Contributors Tim Powers
+1.973.409.4762
cal role, but decidedly not to script was society-imploding implications of autono- Kami Buchholz tpowers@techbriefs.com
Detroit Editor
the buzz that refused to go away: that mous vehicles (AVs), automakers and sup- Southern CA, AZ, NV:
Stuart Birch Tom Boris
despite several magnificent concept pliers probably wouldn’t have much of European Editor +1.949.715.7779
cars and formidable production vehicles notice at CES beyond oversized dash- Jack Yamaguchi tomboris@techbriefs.com
Asian Editor
on display in Detroit, many automakers board screens with still-frizzy versions of Northern CA, WA, OR,
Western Canada:
Steven Ashley, Dan Carney,
and technology suppliers actually had Android Auto and Apple CarPlay. Instead, Terry Costlow, Richard Gardner,
Craig Pitcher
+1.408.778.0300
revealed their vision of the “real” auto- this year’s CES championed concept-car Jenny Hessler, John Kendall,
Bruce Morey, Jennifer Shuttleworth,
cpitcher@techbriefs.com
motive future a week earlier at the reveals of serious import, such as Linda Trego, Paul Weissler
Consumer Electronics Show (CES). Volkswagen’s BUDD-e and—make your International
In effect, many insisted that not only own believability determination—Faraday DESIGN Europe – Central & Eastern:
Sven Anacker
has CES amplified its profile to the point Future’s FFZERO1 concept. There was a Lois Erlacher Britta Steinberg
Creative Director +49.202.27169.11
that it rivals any of the auto industry’s raft of production or near-production in- Ray Carlson
sa@intermediapartners.de
steinberg@intermediapartners.de
international shows, but that CES has novations from major suppliers such as Associate Art Director
Europe – Western:
quickly eclipsed “traditional” auto shows Bosch, ZF, Harman, and Continental, all of Chris Shaw
as the place to get the first glimpse of which went arm-in-arm with an array of SALES & +44.1270.522130
chris.shaw@chrisshawmedia.co.uk
bleeding-edge automotive technology. electronic enablers from developers such MARKETING China:
For now, though, I still get the whiff of as QNX Software, Broadcom, and Nvidia. Joe Pramberger Alan Ao
+86.21.6140.8920
Publisher
slightly more flash than substance with Look, GM used CES—not the Detroit joe@techbriefs.com alan.ao@sae.org

CES, particularly in terms of how the show—to stage the first (albeit brief) Marcie L. Hineman Japan:
Global Field Sales Manager Shigenori Nagatomo
auto industry cadences new technology. public drives of the Chevrolet Bolt elec- hineman@sae.org +81.3.3661.6138
Nagatomo-pbi@gol.com
For example, Faraday Future, the mys- tric vehicle, surely one of the company’s Debbie Rothwell
Marketing Director South Korea:
terious and much-discussed electric- most pivotal models of the last 50 years. drothwell@techbriefs.com Eun-Tae Kim
+82-2-564-3971/2
vehicle startup that’s either vaporware That says all you need to know about Martha Schanno ksae1@ksae.org
or the next-and-even-better Tesla, rests how the automotive sector has acknowl- Recruitment Sales Manager
+1.724.772.7155
its production-vehicle future on a edged the impact of CES. And it demon- mschanno@sae.org Integrated Media
“skateboard” modular vehicle architec- strates the links between the automotive Consultants
ture that looks an awful lot like a reboot and consumer-electronics industries are REGIONAL Angelo Danza
+1.973.874.0271
of General Motors’ same vision for a rapidly tightening. Development of au- SALES adanza@techbriefs.com
scalable EV platform that dates to 2001. tonomous technology has stampeded North America Patrick Harvey
+1.973.409.4686
I purposefully used the term “bleeding- from being a closely-watched concept New England/Eastern Canada: pharvey@techbriefs.com
ME, VT, NH, MA, RI, QC
edge” above because by definition it im- when pushbutton start was the hot tick- Ed Marecki Todd Holtz
+1.973.545.2566
plies risk that the auto sector, for a variety et just a few years ago to virtually the +1.401.351.0274
emarecki@techbriefs.com tholtz@techbriefs.com
of reasons, can’t afford to assume. That’s only automotive technology anybody CT: Rick Rosenberg
+1.973.545.2565
one reason why GM’s skateboard idea means right now when they say, “auto- Stan Greenfield
rrosenberg@techbriefs.com
+1.203.938.2418
didn’t get too far—it was a stretch well motive technology.” greenco@optonline.net Scott Williams
beyond what early 2000s technology Outside the realm of public relations Mid-Atlantic/Southeast/TX: +1.973.545.2464
swilliams@techbriefs.com
MD, DC, VA, WV, KY, TN, NC, SC,
could support. Risk considerations seem and promoters, few probably care wheth- GA, FL, AL, MS, LA, AR, OK, TX
Ray Tompkins
to trouble the consumer-electronics sec- er auto shows or CES ends up the more +1.281.313.1004
tor much less—understandable given the prominent. But the auto-show-versus-CES rayt@techbriefs.com

industry’s relatively minor interplay with dialogue is something of a microcosm for SUBSCRIPTIONS
+1.800.869.6882
regulators and the comparatively low the inexorable but still slightly uneven AEI@kmpsgroup.com
cost of most consumer-electronic devices technical meshing of the two worlds. For
and technologies. Then there’s the dem- now, I believe the auto industry’s ushering
onstrated willingness of consumers to to the future, itself not always immune to
endure all manner of “beta” glitches from hype, remains at least a little more
their bleeding-edge devices. grounded. Let’s revisit this, though, when
Nonetheless, the automotive compo- Apple unveils its first concept car.
nent of CES has accelerated beyond any Bill Visnic

4 February 2016 AUTOMOTIVE ENGINEERING

TECHNOLOGY
REPORT
ELECTRONICS SAE INTERNATIONAL
CES rollouts extend connectivity, app integration BOARD OF DIRECTORS
Cuneyt L. Oge
options by opting to de- President
ploy Apple CarPlay and Richard W. Greaves, FREng
Android Auto on its 2017 2015 President
vehicles. Douglas Patton
Broadcom supported 2017 President Elect
another app-related tech- Robert L. Ireland
nology, announcing a Vice President – Aerospace
near field communication Carla Bailo
(NFC) controller. NFC is Vice President – Automotive
the smart-phone technol- Thomas Stover
ogy that lets users swipe Vice President –
phones to make pay- Commercial Vehicle
ments and perform other Pierre Alegre
Harman’s connectivity offerings give drivers plenty to do when they’re not driving. actions. In vehicles, it Treasurer
could simplify Bluetooth David L. Schutt, PhD
pairing and let drivers transmit information from Chief Executive Officer
The tightening links between autos and con-
sumer electronics were in evidence at the 2016 phones to the vehicle’s navigation system. Gregory L. Bradley, Esq.
Secretary
Consumer Electronics Show in Las Vegas as “When you’re driving and want to launch an
several automakers and suppliers unveiled info- address, you want to be able to just wave the Daniel Basch
tainment technologies. Connectivity and sim- phone past the nav system, not keep positioning Alba Colon
plified app integration technologies were it so the coils are aligned,” said Richard Barrett, Haoran Hu, PhD
among the many transportation offerings at Director of Automotive Connectivity at Broadcom. Alain P. Jablonowski
the monstrous show. “We’ve doubled the drive current coming into the James R. Keller
Vendors throughout the industry unveiled con- coils, which means you don’t have to be as close
Jay Meldrum
nectivity products. An amplifier was among for the two coils to start sharing information.”
Christopher Myers
Harman’s connectivity offerings. It uses a custom- NXP made a loosely related CES announce-
ized microcontroller to provide connectivity, noise ment. After unveiling an automotive-grade Eric Tech
cancellation, equalization, and surround sound. NFC chip in March, NXP extended its commit- Gareth Williams, PhD
That trims size and complexity significantly. ment with NFC technology targeted for Todd Zarfos
“The Summit Connected Amplifier is the first smart-home systems.
system based on our system-on-chip technol- Market researchers say NFC usage is sky- SAE Publications Board
ogy,” said John Fitzgerald, Senior Vice President rocketing. Shipments of NFC-enabled phones David B. Stout - Chair
of Harman’s Branded Audio Division. “Its func- were projected to increase to 756 million in Mohamed El-Sayed, PhD
tionality would traditionally require four to five 2015, up more than 70% from 2014, according Derek J. Logan
digital signal processors and a microprocessor.” to IHS Technology. Ronald D. Matthews, PhD
Toyota unveiled a connected vehicle framework “This is just starting to be pervasive in mo- June Ogawa
based on a Data Communication Module that will bile phones,” Barrett said. “The vehicle industry Dr. Andrew C. Pickard
become a globally uniform technology by 2019. is beginning to roll it out. 2019 and 2020 is Mark Zachos
This standardized architecture will replace a hand- when it will be more prevalent in cars.”
ful of technologies now used in various regions. Harman also broadened its software offer- SAE Sections
In one of many phone-related moves, Toyota ings, teaming up with Microsoft to put the and Affiliate Activities
SAE International offers educational and
also teamed with Ford in hopes of making Microsoft Productivity Suite on some of networking opportunities at the grassroots
Ford’s open source SmartDeviceLink (SDL) a Harman’s infotainment systems. Drivers will be level through more than 80 sections
around the world. Sections are currently
standard technology for apps. SDL makes it able to set up Skype calls, schedule meetings, located in Belarus, Canada, Colombia,
easier to create smartphone apps that match and listen to e-mail or texts. Microsoft tool us- Ecuador, Egypt, Hong Kong, Israel, Italy,
Malaysia, Mexico, Romania, Russia, Taiwan,
each company’s in-car system characteristics ers will also be leveraging the cloud. U.K., Ukraine, U.S., and Venezuela. SAE
and interface, much like Apple CarPlay and “This spans embedded through cloud-based also operates affiliates in Brazil and India.
More information about sections, along
Android Auto. technologies; it can go through a smart phone with a complete listing and links, can be
found at www.sae.org/sections.
Suppliers QNX Software and UIEvolution or use embedded connectivity,” said Phil Eyler,
also announced SDL support. While multiple President of Harman’s Connected Car Division.
players adopted Ford’s open-source technol- “This is not exclusively embedded.”
ogy, Ford expanded its app connectivity Terry Costlow

6 February 2016 AUTOMOTIVE ENGINEERING

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TECHNOLOGY REPORT

BODY
Ford looks to spread Corning’s new lightweight Gorilla Glass
beyond the 2017 GT

Paul Linden, Ford’s Advanced Mechanisms Body Exterior Lead and glass
technology veteran, noted that all application testing of the Gorilla Glass
program for the GT was completed in four months.

The GT windshield is a tri-layer laminate comprised of a

0.7-mm (0.028-in) -thick inner layer of Gorilla Glass for
Ballistics test demo at Ford replicates a 55-mph hailstone strike on a piece Automotive, a 2.1-mm (0.08-in) outside layer of annealed so-
of Gorilla Glass for Automotive without damage to the glass. (All photos da-lime glass, and a 0.76-mm (0.03-in) resin foil interlayer.
by Lindsay Brooke) The Corning product enables the glass layers to be up to 50%
thinner than conventional vehicle glass.
While many supercar enthusiasts have “gone ape” over the Work for the supercar application began in late 2014. “It was
Ford 2017 GT, the program development engineers have done an accelerated development program,” observed Paul Linden,
the same for a new lightweight glazing solution. Ford’s Advanced Mechanisms Body Exterior Lead. “We com-
Called “Gorilla Glass,” the three-layer laminate is claimed by its pleted all our application testing in four months. The AR (appli-
supplier, Corning Inc., to deliver more than five times the cation readiness) approval process typically takes us up to two
strength, pound for pound, of conventional automotive glass years. My boss Ali Jamul put the team together and gave us the
while offering significant mass reduction. In the case of the GT, budget to build and test the vehicles. We went into this thinking
more than 12 lb (5.4 kg) was saved by using Gorilla Glass in three it was a win-win, which it is, so we pulled out all the stops.”
areas: the windshield (first use for a production vehicle), the rear As the GT program itself was also on a fast track, Jamul’s
window, and in an acoustic separator in the rear bulkhead. It also team completed its testing regime, including overlap, back-
helped reduce the car’s center of gravity by 3 mm (0.12 in). to-back, and rollover, on the vehicle’s critical path.
Ford engineers are delighted with the performance of the The new lightweight glazing technology offers opportuni-
new glass and are looking to increase its vehicle applications ties across Ford’s global vehicle line, noted Hau Thai-Tang,
beyond the GT. Ford’s Group Vice President, Global Purchasing. He said a typ-
Introduced in 2007 as a thin, durable screen material for ical passenger vehicle has about 50 ft² (4.6 m²)—about 80 lb
smartphones and tablets, Gorilla Glass is currently used on (36 kg)—of glass. A Ford Explorer with sunroof is laden with
4.5 billion mobile devices from a variety of global consumer- about 200 lb (91 kg), so a significant reduction in glazing-
electronics brands. Since then Corning has been developing system mass has a “cascade” effect on surrounding body
an automotive-grade variant that is produced using a twist on structure, such as A-pillar cross section, windshield headers,
the ion-exchange process used in alumina silica glass manu- and the upper cowl.
facturing. PGW (Pittsburgh Glass Works) also played a role in “The big thing for us in designing bodies is looking at not
the material’s development. only static stiffness but also dynamic stiffness,” explained
Ford’s Fusion MMLV (Multi-Material Lightweight Vehicle) Thai-Tang, a veteran vehicle engineer and accomplished race-
concept car debuted Gorilla Glass in 2014 in its windshield car driver. “Dynamic stiffness is the square root of k/m, so the
and side windows, delivering a 30% reduction in glazing lighter you can make the body-in-white system for the same
weight, the companies claim. equivalent torsional stiffness, the more you can drive up the

8 February 2016 AUTOMOTIVE ENGINEERING

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TECHNOLOGY REPORT

TESTING

New 40%-scale wind tunnel increases

GM’s aero-development capacity

Ford’s 2017 GT is the first production car to use Corning’s new glazing
technology in a windshield application. Will SUVs be next?

dynamic stiffness. And that’s where we’re seeing the improve-

ments with this glass technology.”
He said that in the GT application, the advantage of Gorilla
Glass comes from more than the stiffer material. “It’s also a
function of the windshield or window’s shape; the GT’s wind-
shield has a lot of curvature,” he told Automotive Engineering.
“That was part of the answer to the different thicknesses of the
laminate. We have some built-in tension in the glass system Senior Aerodynamicist Nina Tortosa demonstrates GM’s new reduced-scale
wind tunnel using a 40%-scale Chevrolet Cruze. (All photos by Lindsay Brooke)
that adds the stiffness. But the main thing is we’re driving the
mass down so the dynamic stiffness, the ‘k’ factor, increases.”
Panoramic sunroofs, which place significant glass mass far Reducing aerodynamic drag by 12 counts (reducing Cd by
above a vehicle’s center of gravity, “are a huge potential ap- 0.0012) is equal to gaining about 1 mpg in vehicle fuel effi-
plication for this technology,” Thai-Tang said. “It’s clearly a big ciency—“and our goal is to eliminate as many counts as we
area we’re looking at.” can,” said Scott Miller, General Motors’ Director of Global CO2
Gorilla Glass for Automotive also provides optical advan- Strategy, Energy, Mass, and Aerodynamics, at the recent
tages compared with conventional float glass. It has no opti- opening of his company’s new reduced-scale wind tunnel at
cal draw lines, making it ideal for extremely “fast” (low angle) the GM Technical Center in Warren, MI.
windshield applications as in the GT. The new 32,000-ft² (2973-m²) facility represents a $30 mil-
“A lot of times we can’t execute what our designers want lion investment for improving vehicle efficiency and reducing
because of the glass distortion,” noted Thai-Tang. “Distortion is greenhouse gas emissions through greater aerodynamic de-
also a factor when you introduce HUDs [head-up displays], sign, testing, and validation. “Every vehicle we develop is
LiDARs, and radars. As we bring in more autonomous driving measured in terms of dollars-per-gram of CO2 emissions per
technologies, you can imagine a day where we project images mile,” Miller noted.
and information onto the glass. In an autonomous vehicle the Designed by Jacobs Engineering, the new wind tunnel uses a
elimination of optical distortion becomes an important factor.” belt-type moving ground plane to simulate full driving condi-
The GT racecars being prepared by Ford and Multimatic tions on 40%-scale clay models up to an indicated 155 mph (250
will use Gorilla Glass in the 24 Hours of LeMans in June, he km/h). The aim is to accurately capture aerodynamic forces and
confirmed. While the car’s headlamp lens covers will remain moments including drag and side-force data, individual tire con-
polycarbonate initially, Ford engineers are looking at other tact-patch downforce data, and the influence of rotating wheels.
applications including the interior. Moving ground plane simulations better optimize the ve-
“Instead of just having an information screen you can have hicle underbody and wheel design, the GM engineers said.
a full center console that is a Gorilla Glass surface,” he assert- Using reduced scale models enables faster, less expensive
ed. “All the things being done in the consumer-electronics surface changes per shift, with higher fidelity results and great-
space for tablets and phones is applicable in vehicles. We er repeatability, said Miller. “One pound of clay on a 40% model
want to pair the Corning technology with not only the exte- is equal to 16 pounds of clay on a full-scale model,” he noted.
rior guys but also the interior designers. But you won’t see us The model is placed on a turntable setup with capability for
use Gorilla Glass on a refresh—the thinner glass will drive new 30° maximum yaw in both directions. There is also a bound-
door and body structures.” ary-layer suction function and capability for ride height ad-
The new exterior-glazing system requires no change to the justment. Wind speeds generated by the fan powered by a
vehicle assembly process; the Gorilla Glass components are in- 1100-hp (820-kW) AC electric motor can accelerate the model
stalled using conventional robotics and urethane-bonding sys- to a simulated 250 km/h within 30 s, noted GM Senior
tem. Corning produces the glass at its Harrodsburg, KY, plant. Aerodynamicist Nina Tortosa. The fan is fitted with wood-
Lindsay Brooke carbon fiber composite blades.

10 February 2016 AUTOMOTIVE ENGINEERING

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Hotel 11
Gothenburg, Sweden

The SAE 2016 Heavy-Duty Diesel Emissions Control Symposium

(HDDEC) will feature a two-day program focusing on regulatory
facts and trends, technical information and the latest strategies
regarding heavy-duty diesel emissions control technologies. Here,
attendees will experience presentations and discussions regarding:
• Global Legislation
• Emerging Markets
• Alternative Fuel & Powertrains
• Engine Developments
• Catalyst & Substrate Developments
• Non-Road Strategies & Future Developments
• On-Road Strategies & Future Developments
Join your HDDEC peers as they meet in Gothenburg to hear
from and interact with the industry’s global leaders who
best understand the applicable regulations and the resulting
complicated science of the pollutants emitted during engine
combustion and the resulting technologies required to treat them.

sae.org/events/hddec/
P151772
TECHNOLOGY REPORT

DESIGN FOR MANUFACTURING

Surface Generation
speeds composites
throughput with one-
shot stamp-forming
process
Surface Generation is working with re-
search group WMG, an academic depart-
ment of the University of Warwick, and
AGC AeroComposites to develop new
One of GM’s new 40%-scale model vehicles, composite press-forming processes for
a Chevrolet Silverado, at the new wind tunnel automotive and aerospace manufacturers.
facility in Warren.
Surface Generation, a U.K.-based pro-
vider of advanced carbon-fiber process-
Ghafari, a global architectural and ing technologies, is developing new
Accurate detail abounds in the CNC machined
engineering firm, designed the wind- press-forming mold faces that incorpo-
suspension and brake systems on the
tunnel building. As the new facility goes 40%-scale Silverado. rate its patented PtFS (Production to
on line, GM will take its full-scale tunnel Functional Specifications) technology for
off line for extensive upgrades in early the production of high-performance ther-
2016. They include addition of a moving moplastic composite components. By
ground plane and full acoustics capa- integrating Surface Generation’s active
bilities. Completed in 1980, the “big” thermal management technologies into
tunnel was the first full-scale aerody- the mold face itself, WMG and AGC are
namic wind tunnel in the U.S. designed able to continuously adapt heating and
specifically for testing full-size automo- cooling levels for each mold area and
tive vehicles. Jacobs Engineering is per- process stage in real time. The companies
forming the upgrade work. While the believe that this enhanced capability will
tunnel is out of commission, GM will use improve both the quality and throughput
the Lockheed Martin tunnel in Georgia of compression molding applications.
for its full-scale aero work. “PtFS provides automotive and aero-
During a media tour of the new re- space manufacturers with a new level of
duced-scale tunnel facility, GM aerody- sophistication in compression molding,”
namics engineers showed the first ex- said Ben Halford, Chief Executive at
ample of its new 40%-scale model vehi- Surface Generation. “The ability to dy-
cles—a Chevrolet Silverado pickup that namically control the heat applied to each
mold area throughout the cure cycle
means manufacturers can quickly and
Highly detailed scale model underbody (view from cost-effectively upgrade existing produc-
rear of Silverado with spare tire in foreground)
tion lines for thermoplastic composites
created using GM’s 3D printing capabilities.
and significantly reduce their cost of pro-
duction. As part of an integrated produc-
was impressively detailed. The models, tion line PtFS makes it possible for manu-
which cost approximately $450 each to facturers to achieve one-minute Takt
build in house, are constructed using times for thermoplastic components.”
GM’s stereolithography/additive manu- “PtFS is a rapid heat/cool process
facturing machines along with CNC ma- which uses multiple independently heat-
chining. The model truck features highly ed and cooled cells to locally control
accurate underbody detail, working mold tool temperature through the appli-
suspension systems, and spinning cations of forced air heating and cooling
GM’s CO2 Strategy boss Scott Miller talks wheels, causing equally high fascination to the back of mold faces using multiple
about his company’s growing aerodynamics and covetous stares among the assem- circuits arranged in arrays,” Halford ex-
development resources and their impact on bled reporters. plained to Automotive Engineering. “It is
vehicle efficiency. Lindsay Brooke unique in that it is a complete blend of

12 February 2016 AUTOMOTIVE ENGINEERING

 TECHNOLOGY REPORT
Data Acquisition and Signal
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Surface Generation is developing new press-forming mold faces

incorporating its patented PtFS technology for the production of high-
performance thermoplastic composite components.

“Recent developments
make it possible to
achieve significant Expandable Modular Data Acquisition System
production and efficiency
improvements using
PtFS with die casting, hot
sheet metal forming, and
even glass processing
at 850°C,” said Surface
Generation’s Ben Halford.
“We have a third wave of
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way with applications
running 1000°C to allow
us to superplastic form
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hardware and software which acts together to manage thermal
control of the mold. By creating a physical representation of the
digital control environment in the mold face, PtFS is able to ma-
nipulate everything in software.”
This approach allows the optimized delivery of energy in
targeted areas, resulting in increased precision, reduced cycle
time, and lower energy consumption. “The mold face can
match melt temperatures even for PEEK and glass at 850°C,
allowing users to process any material with one thermal con- Wheatstone Bridge In-Line Signal Conditioner
trol solution,” Halford noted. IN-UVI « $395
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AUTOMOTIVE ENGINEERING February 2016 13

 TECHNOLOGY REPORT

Surface Generation has been develop- ing, hot sheet metal forming, and even
ing PtFS since 2008 and continues to glass processing at 850°C. We have a
iterate the process to work with different third wave of research projects under
materials, Halford shared. “Recent devel- way with applications running 1000°C to
opments make it possible to achieve allow us to superplastic form titanium.”
significant production and efficiency “A major barrier to mainstream adop-
improvements using PtFS with die cast- tion of novel, aligned fiber-reinforced

HOW DO I KNOW
IF I’M TALKING TO Side impact test article produced as part of the

AN ENGINEER OR
Thermocomp project.

thermoplastics within the automotive

A SALESMAN?
sector is the difficulty of economically
achieving short cycle times within a high-
volume production environment,” Geraint
Williams, Project Manager at WMG, said
in a statement. “Surface Generation’s
Ask Smalley. It’s simple to tell PtFS technology has the potential to
when you work with Smalley. That’s meet this challenge by eliminating pro-
because you’ll always collaborate cess stages and enabling manufacturers
to rapidly form composite components
directly with our world-class team
using a one-shot stamp-forming process.”
of engineers—experts whose only Commenting on the aerospace indus-
focus is helping you get the most try, Dave Conway, Materials Technology
performance from your precision Director at AGC AeroComposites, said:
wave springs or retaining rings. “Aerospace manufacturers recognize
that every gram counts when it comes
to building lighter, more fuel-efficient
aircraft, but traditional press forming
processes are not economically viable
for producing even medium-volume
complex shaped parts. By incorporating
its...PtFS process into conventional
Smalley Coil Spring press forming processes, Surface
Wave Spring
Generation has opened the door to a...
Smalley wave springs reduce spring new era in aerospace manufacturing.”
operating height by 50%, saving space PtFS is already used for production in
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spaces. We offer more than 4,000 aerospace and consumer electronics.
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“Our PtFS Multiplexing system, which
Visit smalley.com for your uses a unique transfer process with a
no-charge test samples. pressure containment cassette that allows
mold faces and laminates to be held at
pre-defined loads inside and outside of
the press, is expected to be deployed in
mid-2016 for consumer electronics and
THE ENGINEER’S CHOICE™ mid-2017 for automotive,” Halford said.
Ryan Gehm

14 February 2016 AUTOMOTIVE ENGINEERING

38139_Smalley_BrandAd_NASATechBrief_r4.indd 1 9/8/15 1:29 PM
 CYBERSECURITY FEATURE

BAKING IN PROTECTION

Many techniques are combined in

Harman’s defense in depth strategy.

With vehicles joining the Internet of Things, connectivity is

making cybersecurity a must-have obligation for automotive
engineers, from initial designs through end-of-life.
by Terry Costlow

C
onsumer demands for connectivity open the vehicle up to the talent across the globe. Researchers will perform on-
dark side of the Internet, making cybersecurity an important going security tests and audits intended to codify best
design requirement for vehicle providers. Automakers have practices and design recommendations for advanced
several unique challenges as they attempt to provide connec- cybersecurity solutions. Intel designed a test platform
tivity in vehicles that have burgeoning amounts of software that must and created a security white paper.
remain secure and efficient over long vehicle lifetimes. “We will provide a platform to be hacked, or more
Throughout the industry, there’s a race to leverage safeguards politely said, tested,” said Intel Automotive Solutions
used in other industries in ways that meet automotive safety and Division General Manager Elliot Garbus. “As we find
reliability requirements. A number of tools will be employed, many vulnerabilities, the white paper will be updated.”
using over-the-air (OTA) updating to fix vulnerabilities and adapt to
changing threats.
Pathways for hackers come when vehicles join the Internet of
E pluribus unum
Things, and security defects in software provide vulnerabilities that Automakers will be able to leverage expertise from
hackers can exploit. That’s a challenge being addressed by suppliers of many entities to create their proprietary protective
semiconductors through systems. schemes. Military and telecommunications companies
“One challenge is the sheer amount of software on a chip,” said have focused on cybersecurity for years, creating stan-
Amrit Vivekanand, Segment Marketing Manager at Renesas dards and techniques that can easily be adapted to
Electronics America. “The more software you have, the more poten- automotive systems. In vehicles, one of the key issues
tial there is that weaknesses can be exploited.” is to securely detach connected infotainment systems
Software defects are being reduced, but debuggers can’t catch from the other electronic modules.
them all. Cars run far more software than most embedded systems, Operating system providers like QNX Software and
so even rare security faults add up to significant vulnerabilities. Green Hills Software use partitioning to ensure that a
“In high-quality software, there’s roughly one defect for every problem with an app on the infotainment system won’t
10,000 lines of code,” said IP Park, Harman’s CTO. “If you’ve got 100 impact any other functions. Other vendors such as Wind
million lines of code in a car, you’ve already got 10,000 defects in River Systems uses hypervisors to prevent any unwant-
your system. It’s almost impossible to get rid of all of them.” ed interactions or cycle stealing between modules.
Throughout the industry, there’s an emergent effort to protect ve- “A hypervisor splits functions into separate operating
hicle electronics. Last fall, Intel set up the Automotive Security systems,” said Oren Betzaleli, Automotive Business
Review Board, which it says will encompass top security industry Manager at Redbend. “It isolates down to the hardware

AUTOMOTIVE ENGINEERING February 2016 15

BAKING IN PROTECTION

level; nothing is shared.”

Gateways can also block messages from moving
deeper into vehicle systems. Regardless of safeguards
being used, security software must be continuously
updated to close newly discovered vulnerabilities and
adapt to ever-changing threats.
“Putting in a gateway largely isolates the rest of the
car, but the problem is that you need to pass mes-
sages between modules,” Vivekanand said. “OTA up-
dating is a big factor.”

Keep it fresh
OTA will let OEMs upgrade software without requiring
Intel’s Automotive Security Review Board aims to help foster best practices for security.
owners to take vehicles into shops. That’s not popular
with dealerships, but many observers say that eventu-
ally, automotive firmware will be updated much like on ing adoption. IHS estimates that global OEM cost savings from OTA
mobile phones. updates will grow to more than $35 billion in 2022.
IHS Automotive says that the OTA-capable vehicle While many proponents say that OTA is a necessity in the battle
fleet will grow from barely more than 200,000 units in against malware, automakers haven’t exactly been racing to roll it
2015 to more than 96 million by 2022. While security out. There are myriad challenges for technologists, and the poten-
is a critical driving force, cost reductions are also fuel- tial that a single bit error could cause major liability issues brings

Protection comes from many sources

As automakers gear up for the cybersecurity alone devices, they’ll be part of the Internet come from different suppliers.”
challenge of connectivity, they can leverage a of Things.” Dealing with equipment from multiple sup-
wealth of experience from many other fields. Leveraging proven techniques helps au- pliers is an important factor for automakers.
Myriad industry groups have created stan- tomotive companies develop strategies that Cybersecurity strategies rely heavily on defense
dards and best practices that form the foun- work for them. Staying up to date and com- in depth, ranging from encryption in microcon-
dation for safe and secure communications. patible over a vehicle’s lifetime is a central trollers to schemes used in modules and net-
“Carmakers and their suppliers are already factor. works. All these elements must work together,
using modern security practices from without negatively impacting each
the mobile and information technol- other. That requires a common ap-
ogy world,” said Walter Sullivan, proach implemented by all suppliers.
Head of Elektrobit’s Silicon Valley “It’s important for OEMs to coordi-
Innovation Lab. “Threat modeling nate with suppliers to make sure the
and analysis, encryption with the entire system is aligned in regards to
latest algorithms, digital certificates, security,” Park said. “OEMs may pick
secure communication protocols like one Tier 1 as the owner of the security
Secure Sockets Layer, and other ap- space. We’re starting to see this hap-
proaches are all standard practice pening, where that Tier 1 work with
today. There is a lot of work going on some sort of in-house coordinator.”
around firewalling vehicle networks, Over-the-air (OTA) updates are a
hypervisors for application and CPU Proven techniques from other fields including Secure Sockets central challenge for automakers, who
isolation, and much more.” Layer are being used to protect vehicles against malicious face more challenges than phones,
The industry is also utilizing as- attacks. (Elektrobit) PCs, and other gear that’s routinely
pects of broader documents like updated. For example, software can’t
ISO/IEC 15408 Common Criteria, ISO/ be updated while vehicles are being
IEC 27001 and 27002, and National Institute of “To make the car ‘updateable,’ the archi- driven, but updates sent to idle vehicles can’t
Standards and Technology SP 800-90 specifi- tecture needs to be thought out strategically,” drain the battery. Some observers feel that
cation. There seems to be little reason for auto- said Oren Betzaleli, Automotive Business automakers may coalesce around a single strat-
makers to create their own standards. Manager at Redbend. “OEMs can’t have three egy for updating firmware.
“We probably won’t see automotive in- or four updating techniques updating three or “Eventually, the industry may standardize
dustry standards,” said IP Park, Harman’s four systems in cars. They also need one cata- on an OTA technology,” Park said. “The mo-
CTO. “Security standards are well established; log of software; they can’t have version 5 of bile industry does this through the Open
we don’t need to create something from the infotainment software running with ver- Mobile Alliance.”
scratch. Connected cars will not be stand- sion 6 of the ADAS software, especially if they Terry Costlow

16 February 2016 AUTOMOTIVE ENGINEERING

 CYBERSECURITY FEATURE

Most OEMs are moving towards over-the-air

updates that use the infotainment systems’
connectivity, according to Red Bend.
Microcontrollers from Renesas and others now include many
peripherals that help system designers protect and update
growing volumes of software.

Trusted OTA updates

Security systems rely on defense in depth, using lay-
ered safeguards to ensure that malware can be
blocked or detected if it gets through one defensive
element. In the vehicle, the hardware side of security
begins with microcontrollers.
Chipmakers provide encryption modules that help
prevent outsiders from sending communications over
Ford and Microsoft teamed to develop over-the-air updating for Sync 3. vehicle networks. These chips also have secure sections
where they store the keys that help certify authenticated
communications. That’s important when programs are
corporate attorneys into the discussion. being updated so malware does not alter any programs.
“There’s been a reluctance to move towards OTA updating, which is “Hardware provides the root of trust,” Park said.
needed to address evolving security threats,” Garbus said. “Tesla has “Without it, OTA can’t be trusted.”
embraced it, but that’s certainly not the case at most automotive OEMs.” Making sure that updates are authentic is critical for
However, there are signs of change. For example, Ford teamed any OTA technique. Hackers intent on harming a driver
with Microsoft in March 2015, to create the Ford Service Delivery or extorting funds from an automaker may try to inter-
Network, which will deliver over-the-air software updates for Sync 3. cept signals at any phase of their lifetime. Constant
OTA specialists say that interest is definitely rising. checking will be mandatory.
“It’s only been the last few years that OEMs have understood the “Every sub-package will be verified when it’s received
benefits of OTA,” Betzaleli said. “Three years ago, they showed minimal by the ECU, which will also ensure that what was sent
interest. But we’re involved with nearly everyone now.” was the same as what was received,” Betzaleli said.
“That ensures that nothing has been altered or hacked.”
Security is only one facet of this. OTA upgrades
April cybersecurity webinar must do no harm. Downloads will typically occur when
Connectivity is making cybersecurity a must-have obligation from initial the vehicle is turned off, making battery power some-
designs through end of life. Automakers and suppliers have several thing of a concern. Additionally, cell phone users
unique challenges as they attempt to provide connectivity in vehicles
might accept a restart or some other step, but car
that have burgeoning amounts of software that must remain secure and
efficient over long vehicle lifetimes. Throughout the industry, there’s a
owners probably won’t be as forgiving.
race to leverage safeguards used in other industries in ways that meet “In general, beyond security, the challenges all relate
automotive safety and reliability requirements. A number of tools will be to ensuring that the update arrives into the vehicle
employed, many using over-the-air (OTA) updating to fix vulnerabilities complete, that the vehicle is in a safe state for an up-
and adapt to changing threats. The Automotive Engineering editors will date to be applied when it arrives, and that the vehicle
continue the conversation in April. See http://www.sae.org/magazines/ is left in an operational state when the update is fin-
webcasts/ for more info. ished,” said Walter Sullivan, Head of Elektrobit’s
Silicon Valley Innovation Lab.

AUTOMOTIVE ENGINEERING February 2016 17

NEW ENGINES
2016 Highlighting the design, engineering, and
technologies inside some of the most competitive
new gasoline and light-duty diesel ICEs.
by Lindsay Brooke, Stuart Birch, Kami Buchholz, and Paul Weissler

BMW’s first production use of water

injection in automobiles reduces
the knock threshold in its new twin-
turbocharged 3.0 L six. It is also the
industry’s first use of the technology
since the 1970s. Note water injectors
located in the intake plenum.

E
ngine history bonus question for 100 points: What technol- a fine mist of H2O is injected at 145 psi (10 bar) by
ogy has been shared by the P-47 Thunderbolt fighter plane, three dedicated injectors into the intake plenum. This
Oldsmobile’s 1962 Jetfire V8, the Saab 99 Turbo, and the reduces the intake air temperature by an additional
2016 BMW M4 GTS? 27°C (80°F) beyond the intercoolers’ capability, allow-
Answer: Water injection, a proven technique for raising the knock ing spark timing to be advanced and more efficient,
threshold, enabling a higher compression ratio for more power out- lower-temperature combustion to be realized. The en-
put over a wide operating range. Water injection is particularly effec- gine is calibrated for minimum 95 RON gasoline.
tive in highly boosted engines, hence BMW’s adoption of it in a limit- Water injection adds complexity and cost, as BMW
ed-production run of M TwinPower 3.0-L Turbo inline six units power- realizes. In the M4, the water injection module consist-
ing the track-day-focused M4 GTS. ing of a 1.3 gal plastic water tank, a pump, sensors and
BMW’s engineering logic says that in turbocharged engines, the in- valves resides in a compartment under the trunk. Water
take air is heated in the turbo compressor to as much as 160°C supply lines connect to the engine’s intake plenum. The
(320°F). But the effectiveness of intercoolers in reducing the pressur- quantity of water injected varies depending on load,
ized intake-air temperature is limited by system size, configuration, and rpm, and temperature; track-day flogging may require
vehicle aerodynamics. So simply increasing boost pressure to raise the water tank be topped off at each refueling, while
engine power is not viable, as it would exceed the knock threshold. normal street driving extends the interval to about ev-
Enter water injection where, in the case of the M4 GTS application, ery fifth refueling, according to BMW engineers.

18 February 2016 AUTOMOTIVE ENGINEERING

 POWERTRAIN FEATURE

Boosted engine, high

compression ratio,
and water injection
help make BMW’s new
street-legal M4 GTS a
track-day star. Note
complexity of the H2O
injection system in the
bottom image.

The BMW M water injection system, developed in

collaboration with Bosch, uses an expanded engine
ECU and a unique self-diagnosis system. If the water
tank runs dry, or the system malfunctions, boost pres-
sure and spark timing are adjusted so the engine con-
tinues to operate safely. And in everyday use, each
time the engine is switched off, the water supply line
automatically drains into the tank to prevent icing in
freezing temperatures. (The early H2O-injected aero
engines used a mixture of water and glycol for anti-
icing measures.)
Besides its knock-mitigation capabilities, the BMW
M4 GTS engine brims with technology for reduced
mass, greater throttle response, and low friction. Its
closed-deck cylinder block is engineered for in-
creased rigidity, enabling higher cylinder pressure.
The cylinder bores feature a twin-wire arc-sprayed
(“plasma”) coating that reduces weight versus a (309 kW) total. Peak torque also is increased by 44 lb·ft (60 N·m),
linered block. The twin turbochargers are single-scroll to 331 and 368 lb·ft (450 and 500 N·m) on the respective models,
types, and the 24 valves are actuated by Valvetronic available from 1700 to 5000 rpm.
variable lift control and Double-VANOS continuously The new boxer uses one BorgWarner turbocharger per cylinder
variable camshaft timing. The result is a claimed 493 bank. The hotter S version of the 3.0 L features modified turbine
hp (368 kW) at 6250 rpm, and 442 lb·ft (599 N·m) at compressors, a specific exhaust system and tuned engine manage-
4000-5500 rpm. ment. The mono-scroll, fixed-vane turbos use a vacuum-operated
wastegate system to manage boost pressure, set at 13 psi (0.9 bar)
in the Carrera and 16 psi (1.1 bar) in the Carrera S. Compression ratio
Porsche’s 3.0-L turbo on both variants was reduced 12.5:1 to 10.0:1, and both are rev-limit-
Boxer rebellion ed to 7500 rpm.
Porsche joins the downsized-and-boosted trend in The Carrera and S will not carry “Turbo” badges; that will remain
2016, with an all-new turbocharged 3.0-L horizontally- the province of the super-high-performance 911 GT, according to the
opposed “boxer” six replacing naturally-aspirated 3.4- company. Besides improved acceleration and top speed, the turbo
L and 3.8-L engines in the 911 Carrera and Carrera S. engine enables the Carrera models to achieve lower fuel consump-
Known internally as 9A2, this is an entirely new archi- tion and emissions: the S with PDK transmission has a combined fig-
tecture targeting increased efficiency and lower CO2 ure of 7.7 L/100 km, an improvement of 1.0 L/100 km. Claimed CO2
emissions with added power. emissions are 169 g/km for the regular Carrera, 174 g/km for the S.
The 3.0-L as fitted to the Carrera gets an extra 20 The move to turbocharging required a new engine airflow system
hp (15 kW), with peak output now at 365 hp (272 for combustion and intercooling in this industry-unique rear engine
kW). The Carrera S engine also gains 20 hp, for 414 hp application, with combustion air entering the car body in the center

AUTOMOTIVE ENGINEERING February 2016 19

NEW ENGINES
2016

Output-side view of Porsche’s all-new 9A2 twin-turbo boxer six. The

company’s upcoming new turbocharged boxer four-cylinder shares
design elements from this unit.

of the rear spoiler and flowing through ducts to the induction mani-
fold and twin intercoolers. The 3.0-L’s Continental-supplied, centrally-
located injectors are fed by two fuel pumps, one per cylinder bank,
operating on a system pressure of up to 3626 psi (250 bar). Variable
exhaust-camshaft timing facilitates precise control of the charge ex-
change process. On the intake side, Porsche’s VarioCam Plus adjusts Hyundai’s new 3-cylinder “Kappa” family T-GDi will power a
broad range of Hyundai and Kia models. The 1.0-L triple features
both valve lift and opening duration.
separate water pumps for the cylinder block and head.
The 9A2 engine features plasma-coated cylinder bores, its iron
content helping to reduce ring-to-bore friction, according to Porsche
engineers. Overall mass reduction was a focus of the development Key development bogies were led by the need to
program; the two turbochargers and their intercoolers and related deliver power and torque equivalent to the current
plumbing added 77 lb (35 kg) to the 911’s powertrain, requiring ex- G4FC 1.6-L GDI unit but at lower rpm and with 10 to
tensive use of FEA to then remove 33 lb (15 kg). The crankcase uses a 15% lower fuel consumption. Initially there will be two
new design with thin-wall coolant galleries and different aluminum European market output ratings: 99 hp (74 kW) and
alloy to save 3.3 lb (1.5 kg). A reinforced-plastic oil pan replaced the 118 hp (88 kW). Both versions deliver a rated peak 127
old aluminum pan, saving 4.4 lb (2 kg). A new-design oil pump cuts lb·ft (172 N·m) from 1500 to 4000 rpm.
2.6 lb (1.2 kg). High-pressure die casting (HPDC) the aluminum
The biggest single mass reduction is in the 911’s exhaust system: cylinder block provided mass savings, even though it
15.4 lb (7 kg). Reduced parasitics are addressed by the clutched wa- uses iron liners; the fully dressed engine and manual
ter pump, which allows complete decoupling from the engine; this transmission weigh 182 lb (82.4 kg), Kia claims. The
also helps the engine reach operating temperature faster. The A/C is block’s ladder-frame construction adds to its structural
also clutched. stiffness. Additional weight savings comes from inte-
The new boxers’ power flows through a new dual-mass flywheel grating the timing drive cover with the engine support
and twin-disc clutch. bracket, and reducing the piston compression height.
For reduced-friction operation with improved durabil-
ity, the new triple’s piston skirts are embedded with
Hyundai-Kia’s new Kappa turbo triple molybdenum disulfide, and piston oil rings are chro-
Powertrain engineers at Hyundai’s Namyang R&D complex devel- mium nitrided, applied using physical vapor deposition
oped the new 1.0-L T-GDi “Kappa” 3-cylinder engine to cover a broad (PVD) developed for Hyundai’s Tau series engines.
range of products under both the Hyundai and Kia brands, in mul- The Kappa cylinder head breathes via straight in-
tiple global markets. The new triple debuted in late 2015 in the take ports, rather than the slightly curved port in the
Europe-only Cee’d GT range, and is expected to power North incumbent G4FC engine. Engineers explain that the
American models (including Accent, Rio, Forte, Elantra, Soul and straight port terminates in a shrouded intake valve
Veloster) over those vehicles’ next product cycles, according to in- configuration for improved tumble for more rapid
dustry suppliers apprised of Hyundai-Kia’s future product schedule. combustion, improved knock suppression and greater

20 February 2016 AUTOMOTIVE ENGINEERING

 POWERTRAIN FEATURE

Cutaway of the aluminum DOHC cylinder head of GM’s new 2.8-L

Duramax diesel shows injector details, clamping arrangement.
(Lindsay Brooke)

low-end torque. The engine is also fitted with an inte-

grated exhaust manifold for faster catalyst light off.
A single-scroll turbo is used in conjuction with an
electrically operated wastegate. Each fuel injector fea-
tures six laser-bored holes arrayed in a pyramid con-
figuration for optimum dispersion in the combustion Duramax’s robustly engineered balance-shaft module also drives
chamber. The injection systems operates at up to the oil pump. (Lindsay Brooke)
2900 psi (200 bar).
Two thermostats allow independent cooling of the
block and head. The head’s thermostat opens at 190°F A descendant of GM’s previous diesel-development relationship with
(88°C) to avoid detonation, while the block’s opens at Fiat, the Thailand-built “mini Duramax” carries DNA from VM Motori—
221°F (105°C) to reduce mechanical friction. it’s a cousin to the VM-sourced diesel briefly available in the Jeep
Liberty, and has a 2.5-L variant for global markets. “The team spent
more than three years developing the new 2.8 for use in the midsize
GM brings 2.8-L Duramax diesel to trucks,” explained Assistant Chief Engineer Scott Yackley. “There was a
midsized trucks lot of detail work in not only making the engine emissions compliant,
The official EPA fuel economy estimates—31 mpg high- but also able to meet North American customer requirements for
way, 22 city, and 25 combined—make the 2016 Chevrolet smooth and quiet operation.”
Colorado and GMC Canyon powered by GM’s 2.8-L The four-cylinder Duramax was launched in 2011, its architecture
Duramax 4-cylinder turbodiesel the most fuel-efficient combining a cast-iron cylinder block and aluminum head, the latter
pickups sold in North America. Automotive Engineering secured with 10 head bolts. A laminated steel-and-aluminum “acous-
has put many road-test miles on the new midsized diesel tic” oil pan is part of a comprehensive NVH attenuation package—
trucks, in Michigan and California, and found it’s easy to twin balance shafts; unique fuel injection timing map in the
exceed 30 mpg on a highway trip sans load. Continental ECU; a centrifugal pendulum absorber (CPA); hydraulic
The new engine—part of the trucks’ North American engine mounts; and strategic insulation including three acoustic ab-
product plan since its inception—produces SAE-rated sorbers on top of the engine—for North America that is quite effec-
181 hp (135 kW) and 369 lb·ft (500 N·m), giving the tive in making the diesel almost invisible to ears inside the cabin.
Colorado/Canyon towing capability of 7600 lb and Yackley noted that engineers relocated the oil pump so it is now
7700 lb (3447 and 3492 kg) in their respective 4WD driven off of a balance shaft, measurably smoothing the pump’s vi-
and 2WD variants, topping a number of full-size spark- bration profile. A segment-first technology he’s proud of is the CPA,
ignited competitors including the latest Ram 1500 V6 integrated with the torque converter and supplied by Luk. The CPA, a
and naturally aspirated Ford F-150 3.5 L V6. The diesel type of tuned mass absorber, contains a secondary spring mass that,
is paired with GM’s 6L-50 6-speed planetary auto- when energized, cancel the diesel’s amplitude of torsional vibrations.
matic, with standard 3.42:1 final drive gearing that in- CPAs are currently used on BMW and Mercedes automotive diesels,
cludes the G80 limited-slip/locking differential. an area in which Luk (part of Schaeffler Group) has deep experience.

AUTOMOTIVE ENGINEERING February 2016 21

NEW ENGINES
2016
The Luk centrifugal pendulum
absorber is integrated with
the 6L-50 transmission
torque converter and helps
quell the 4-cylinder Duramax
diesel’s vibes.

Nissan’s all-new 3.0-L VR30DETT—the TT stands for twin

turbo—is available in two performance ratings and is thus far
an Infiniti-only power unit.

Fully dressed, the Duramax weighs about 510 lb (231

kg), according to Yackley. With its full emissions suite
including cooled EGR module, diesel oxidation cat,
SCR, and particulate filter, the diesel option is 250 to
The Honeywell M12 EC-5 turbocharger is a variable-geometry ma- 300-lb (113 to 136-kg) heavier than the GM 3.6-L all-
chine operating at 35-40 psi boost pressures under peak loads. It aluminum gasoline V6 also available in the trucks, and
features a new compressor wheel design optimized for performance about 430 lb (195 kg) heavier than the spark-ignited
and low noise, Yackley said. Exhaust exits through a long mega- 2.5-L inline four base engine.
phone-shaped “venturi-cooled” tailpipe similar to those used on As an integrated package, the 2.8-L Duramax and
Duramax V8-equipped 2500/3500 trucks. There is no muffler on the Colorado/Canyon are impressive despite the diesel’s
diesel Colorado/Canyon, because the truck meets GM’s pass-by noise $3700 option price. Broad torque delivery, a respon-
standards. Yackley noted that sans muffler, the system produces less sive throttle, minimal turbo lag at low rpm, and a near-
backpressure downstream of the DPF (diesel particulate filter). ly perfect match of transmission and final gearing
Another segment first is the integrated, driver-selectable exhaust make the trucks unique and desirable, and not just for
brake system, similar to that used on GM’s HD diesel models. When diesel enthusiasts.
the exhaust brake is engaged in Cruise mode, algorithms signal the
cruise control system to maintain the desired downhill vehicle speed,
keeping the driver from having to apply the brakes and exit cruise
Nissan VR30DETT: new 3.0-L twin
control to maintain speed. In non-cruise mode, the transmission and turbo
the exhaust brake deliver the correct amount of braking to assist in The first Nissan twin-turbo V6 to power an Infiniti-
vehicle control, regardless of vehicle load. brand model debuts in the 2016 Q50 Red Sport 400, a
A somewhat controversial design/engineering decision is the die- special high-performance sedan aimed at BMW’s M5.
sel’s timing belt, rather than a chain, which Yackley claimed is suit- Based on Nissan’s VR-series V6 launched in 3.8-L
ably robust for a 150,000 mi (241,000 km) service life before re- form on the 2007 GT-R, the new direct-injected engine
placement. The choice of a belt has GM diesel fans buzzing on vari- is designated VR30DETT. It will be available with two
ous Internet blogs. performance ratings: 400 hp (298 kW) and 350 lb·ft
Cold-start was another focus for Yackley’s team. The Duramax em- (475 N·m), and 300 hp (224 kW) and 295 lb·ft (400
ploys a ceramic-tip glow plug in each cylinder to pre-heat the combus- N·m). Both engines make peak power at 6400 rpm,
tion chamber, along with a larger output starter and bigger-amp-hours with peak torque available from 1600-5200 rpm.
battery. A block heater kit is available for extreme-cold conditions. The aluminum 60° cylinder block features “square”

22 February 2016 AUTOMOTIVE ENGINEERING

 POWERTRAIN FEATURE

86 x 86-mm (3.39-in) bore and stroke dimensions,

with thermal-arc-sprayed bores. The technology, also
known as “plasma coating,” is claimed to reduce
ring-to-bore friction by 40% and saves 3.8 lb (1.7 kg)
compared with the outgoing VQ-series V6, Kyle
Vargason, Manager of Infiniti Product Planning, told
Automotive Engineering.
The all-new aluminum cylinder heads were thoroughly
redesigned for boosted DI duty. They incorporate inte-
grated exhaust manifolds, with close-coupled catalytic
converters and compact twin direct-mount IHI turbo-
chargers with twin air-to-water intercoolers. The cast-in
manifolds allow the cats to reach operating temp twice as
fast as those of the old VQ engines. They also result in an
11.7-lb (5.3-kg) mass reduction versus separate manifolds.
An optical turbine speed sensor allows the twin-
turbo system to perform up to 220,000 rpm at steady
condition and up to 240,000 rpm at transient condi-
tion, said Vargason. He explained that the optical sen-
sor, along with an electronically-controlled-and-actu-
ated wastegate, provide a higher degree of boost con-
trol and improved response in transient conditions.
Also helping to increase engine response time is a new
electronic intake cam phaser.
To reduce weight, the lower oil pan, cam covers, and
intake manifold are molded using an organic-derived
reinforced plastic resin. As installed in the Q50, the
new VR30DETT weighs in at 486.3 lb (220.6 kg) fully
Honda’s new 1.5-L turbo I-4 employs a small-bore MHI turbo and a new
dressed. The turbocharger/intercooler system (which
cylinder-machining process.
Nissan calls the CAC) accounts for 56.9 lb (25.8 kg).
Sans CAC, the 3.0-L V6 weighs 39.1 lb (14.1 kg) less
than the 3.7-L VQ-series V6 it replaces. (220 N·m) available between 1800 and 5500 rpm. Honda is touting
Moving to direct injection helps increase fuel econo- EPA fuel economy estimates of 31 city/42 highway/35 combined mpg.
my by 6.7% versus the 3.7-L, Nissan engineers claimed. The new Turbo engine’s base architecture follows established
The VR30DETT is manufactured at the Iwaki, Japan, Honda practice using a die-cast aluminum cylinder head and block,
engine plant. and undersquare (73.0 x 89.4 mm) bore/stroke dimensions. The
block features cast-iron cylinder liner that are “plateau” honed us-
ing a two-stage machining process to help reduce piston-to-bore
First production Turbo engine friction and improve long-term wear characteristics. The block
for Honda houses a micropolished, forged-steel crankshaft and con rods. The
It’s remarkable that 2016 marks the first-ever appear- rods use fracture-split “cracked” bearing caps, and drive a new-
ance of a turbocharged engine in a Honda-badged design lightweight piston that employs a moly-coated skirt and
production car. Prior to the 1.5-L DOHC I-4 in the all- low-friction ion-plated rings.
new Civic, Honda offered turbo bikes with electronic Both piston crown and intake port geometries are designed to pro-
port fuel injection (the CX500 and CX650 V-twins) in mote a high-tumble inlet charge that helps optimize combustion ef-
1982-83, and a few years later was winning Formula 1 ficiency. Pumping losses are minimized, and torque is increased, by
races (and the 1988 F-1 Constructor’s title) with its the engine’s independent variable valve timing that has authority
dominant turbo V6. over both intake and exhaust camshafts. Note that the new Turbo
But despite being a latecomer to the downsized/ engine does not employ Honda’s i-VTEC system which also controls
boosted trend for passenger vehicles, the new Civic valve lift as well as timing. (The new Civic also is available with a 2.0-
engine brings proven technology and formidable per- L naturally-aspirated, oversquare, port-injected I-4 featuring i-VTEC.)
formance. Equipped with direct injection and a low- To help manage the thermal challenges of the boosted engine (peak
inertia single-scroll Mitsubishi TD03 intercooled turbo boost pressure: 16.5 psi/1.13 bar; 10.6:1 compression ratio), the cylinder
machine with electric wastegate, the DOHC engine is head features “strategic” cooling with coolant jackets surrounding ex-
SAE rated at 174 hp (130 kW) at 5500 rpm, and 162 lb·ft haust ports, and sodium-cooled exhaust valves. The underside of each

AUTOMOTIVE ENGINEERING February 2016 23

NEW ENGINES POWERTRAIN FEATURE

2016
to 11.3:1 (from 10.2), enable the V6 to deliver 6% great-
er fuel economy on the combined U.S. FTP along with
a 5.0 hp/3.7 kW increase (to 295 hp/220 kW) and 15%
more torque under 3000 rpm, according to Bob Lee,
FCA North America Vice President of Engine,
Powertrain and Electrified Propulsion.
The new water-cooled EGR, typically a feature of
heavy diesels, reduces exhaust-gas temperature from
650°C to 130°C (1202°F to 266°F), Lee told Automotive
Engineering. The reduced gas temperature helps enable
the higher compression ratio by suppressing knock at
higher loads. And the EGR in itself delivers a 0.8% im-
provement in fuel economy and low NOx emissions, he
said. High-tumble intake ports and shrouded valves
further enhance fuel, air, and exhaust mixing.
The new valvetrain (https://youtu.be/YZtqCq9TXZg)
is situated in a new, lighter thin-wall cylinder head. It is
activated by oil pressure under control by four sole-
noid valves—two for each cylinder head. Each roller
cam follower incorporates a high-lift section held in
place by a spring-loaded lockpin; the high-lift mode
(10.3 mm/0.41 in) is the default.
On acceleration, a solenoid valve opens and oil pres-
sure pushes the lockpin, releasing the high-lift follower
section. It pivots down on a bushing, and the roller
follower runs on low-valve-lift (5.75 mm/0.23 in) cam
FCA’s significantly upgraded 3.6-L Pentastar V6 now includes a liquid-cooled lobes, in which the engine stays through to the 2800-
EGR module. (Paul Weissler)
rpm switchover point.
The switchover reduces pumping work and contrib-
piston crown is cooled by a pair of oil jets. The exhaust manifold is cast utes to improved combustion, which delivers both the
integrally with the head, following the industry trend toward faster modest increase in horsepower and boosts fuel econo-
catalyst light off. my by 2.7%, Lee explained. New eight-hole fuel injec-
To optimize space in the compact, 4-valve combustion chamber tors (vs. the previous four-hole), high-tumble intake
M12-type spark plugs rather than the larger M14 type are used. ports and 100-mJ ignition coils combine for a claimed
A low-friction, silent-chain drives the two camshafts—both of them 1% fuel economy improvement. The 2016 engine’s VVT
hollow for reduced reciprocating mass. And low-friction oil seals are authority has been increased to a range of 70°, vs. 50°
used throughout. previously. (VVT on the old Chrysler-designed engine
Turbo Civic models offer a Honda-engineered CVT that was devel- was part of the control system that eliminated the
oped from the unit used in 4-cylinder Accord models, but with a fi- need for EGR.) And the system expands the operating
nal-drive ratio that is 4.7% higher, for reduced engine rpm during range of the carryover idle stop/restart system—a real-
highway operation. Uniquely, Honda’s CVT uses a twin-damper world fuel economy benefit that also gives FCA a
torque converter to help reduce turbocharger lag during acceleration. CAFE credit.
In a series of test drives of the 2016 Civic Turbo, Automotive These upgrades added 13 lb (6 kg) to the engine’s
Engineering found performance to be far superior to that of the 2.0-L overall mass, the EGR and variable lift system account-
model, and about on par with Honda’s 2.4-L engine, with linear pow- ing for over 7.5 lb/3.4 kg. Along with the lighter head
er delivery through the 5500-rpm torque peak. castings, weight reduction actions include a lighter (by
almost 2 lb/0.9 kg) and stronger block; smaller oil pan;
the new two-piece intake manifold, and even details
FCA adds water-cooled EGR to Pentastar V6 like nodular cast-iron main bearing caps vs. the old
FCA’s “Pentastar” 3.6-L gasoline V6 receives significant upgrades for powder cast iron—a 0.8-lb (0.4-kg) savings. On aver-
2016 that enable the broadly-used engine to gain efficiency, while age the upgraded Pentastar V6 weighs 4 lb/1.8 kg less
positioning it for a move to direct injection and advanced aftertreat- than its predecessor.
ment strategies at a future date. Various friction-reducing improvements, including
The addition of new liquid-cooled EGR, a new two-step variable slimmer crankshaft journals and crankpins, improve
valve lift system on the intake side, and increased compression ratio fuel economy 1%.

24 February 2016 AUTOMOTIVE ENGINEERING

CITIZEN
PEOPLE FEATURE

of the
WORLD
Cuneyt L. Oge begins his term as 2016 SAE International President with
a vision about auto-mobility and aero-mobility 2050.
By Patrick Ponticel

H
e was born in Turkey, spent time in the U.S.
as a young adolescent, graduated high
school in Europe, returned to the U.S. for
college, learned to speak multiple languages,
married a Greek, and traveled the world.
“As my name implies, I’m a bit of a curiosity,” allowed
incoming SAE International President Cuneyt Oge (pro-
nounced June-eight Oh-gay). The veteran management
consultant, who officially took over as SAE President in
January, puts no negative spin on that self-appraisal.
Quite the contrary, as he goes on to say: “I think I quali-
fy as a bona fide citizen of the world.”
That attribute should prove beneficial in raising SAE’s
global profile and making its products and services
more relevant in a flattening and fast-changing world.
“I’ve worked all around the world,” Oge said. “I
learned that to be effective in this global world of
ours, you have to learn how to be global personally.”
That means, among other things, speaking multiple
languages and learning to have empathy for the
unique situations in which different countries and peo-
ples find themselves. “And you can only learn that by
being on the ground and using all your senses in dif-
ferent situations,” he asserted. “I’ve had the privilege
of working, literally, in most of the developed coun-
tries of the world in some capacity or the other –
working with engineers, with business people and
having friends and relationships around the world. To
me, that’s all natural. That’s the way I grew up, that’s
the way I’ve made my life.”
Oge retired as Partner in PWC’s PRTM Management
Consultants in 2013 and spent his career serving the
automotive and aerospace industries in charting new
strategies and improving operations. He has held nu-
merous consulting jobs throughout his career, which Cuneyt L. Oge,
began with an engineering position at Olin Chemicals 2016 SAE International President
Corp. in 1977 and he currently serves on the Board of

AUTOMOTIVE ENGINEERING February 2016 25

CITIZEN PEOPLE FEATURE

of the
WORLD
Ohio State’s Bailo begins term as SAE Automotive VP
Carla Bailo, Assistant Vice President for Mobility Research and
Business Development at The Ohio State University, began Jan. 22 as
2016-18 SAE International Vice President–Automotive.
As SAE Vice President–Automotive, Bailo will be responsible for
providing leadership and continuity for SAE’s automotive initiative
and for integrating the needs of the automotive industry in SAE
International’s standards, events, and educational programs. She suc-
ceeds Jeff Hemphill, Vice President and Chief Technical Officer at the
Schaeffler Group in North America, who served from 2013-15.
Bailo joined OSU in March 2015 to help the university accelerate
sustainable mobility and transportation innovation, while integrating
related research and education across the university’s academic units.
She also is charged with increasing and expanding Ohio State’s corpo-
rate, foundation, state, and federal partnerships.
Previously, Bailo served as Senior Vice President of Research and
Development for Nissan North America Inc., where she was respon-
sible for vehicle engineering and development operations in Michigan,
Arizona, Mexico, and Brazil, managing a $500-million budget and
2,500 employees.
A 15-year member of SAE International, Bailo led the SAE 2013
Carla Bailo, Assistant Vice President for Mobility Research and Business
World Congress, which was hosted by Nissan; presented the Nissan
Development at The Ohio State University
Altima at the SAE 2013 World Congress; presented the Nissan
Frontier, Pathfinder, and Xterra at the SAE 2005 World Congress; and
has participated in several young professional panels. even though there’re plenty of opportunities to get involved. It’s a
“I’ve always found SAE to be a great organization, especially the great opportunity to be able to bridge that and also as the
young professional side where we’re driving STEM with our children,” Automotive VP be able to work with both industry and academia,
Bailo said. “What a great a balance to be from academia and also in where I’ve been in both roles and try to make SAE more relevant to
this role. It’s a great way to get SAE into the campus life. A lot of stu- both sides of the equation.”
dents get memberships, but I’m not so sure what they do with them, For a video profile of Bailo, visit http://video.sae.org/12101.

Directors of Delta Wing Technologies Inc. Oge has a BS in industrial “is our global network. SAE International has a global
management and an MS in industrial engineering and operations re- network, but that network has to continue to grow
search—both of those degrees from the University of Massachusetts. and get stronger. The Brazilian engineer sitting in
He also did postgraduate work at the Stanford Business School. Brazil should be networked and talking seamlessly
A 21-year member of SAE, Oge has served on the SAE International with the engineer in the U.S. or the engineer in India or
Board of Directors and on the SAE Foundation Board of Trustees. He the engineer in China. That’s how engineers like to
first got involved in SAE by helping to develop conferences and work, how they need to work. And I’m not talking
along the way met SAE leaders who would become his mentors, about tools for collaboration. Those already exist. I’m
among them past SAE Presidents John Leinonen (1995), Don talking about informal networks: the knowledge net-
Ableson (1999), and Dan Hancock (2014). “Being asked to serve as works that SAE can help feed with its extraordinary
SAE President is truly an honor, and I’m delighted to be here.” depth of knowledge in specific technical areas, its in-
During an orientation day for new 2016 SAE Officers at the Society’s tellectual property, and its historical files and libraries
Pittsburgh headquarters on Dec. 9, Oge provided an overview of his that contain invaluable information.
goals as the new SAE President. Some highlights of his remarks: “Third, as we continued to globalize, we have to
“Each President tries to put things in motion in hopes that they think in terms of what I call altruistic capitalism. As we
will outlast them and actually take root. My focus is going to be in go out to the world, I think we have to never lose sight
three areas. of the fact that SAE is there to provide a value, a ser-
“Number one is what I call the changing worlds of aero-mobility vice, to society, as well as its members. But at the
and auto-mobility—think of it as auto-mobility 2050 and aero-mobili- same time, we should do it in a way where it can gen-
ty 2050. The world of auto-mobility is fundamentally going through erate revenues to cover at least the expenses of the
a revolution. The powertrains that power our vehicles are changing. value created. Because SAE, at the end of the day, is a
We have over 76 alternative-powertrain models in the U.S. market business. Yes, it is a nonprofit. Yes, it is a business for
today. Never been seen before. creating value. But it has to have a business mind-set
“The second area that I think we need to focus on,” he continued, as it approaches the world.”

26 February 2016 AUTOMOTIVE ENGINEERING

Groundbreaking new book provides in-depth analysis
WIRELESS CHARGING TECHNOLOGY AND
THE FUTURE OF ELECTRIC TRANSPORTATION
By In-Soo Suh
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Dong-Ho Cho
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P150734
GLOBAL
VEHICLES
2017 Cadillac XT5 debuts GM’s new lightweight crossover architecture

Underpinned by GM’s
all-new architecture for
midsized utilities, the 2017
Cadillac XT5 will compete with
the Audi Q5, Lexus RX, and
other premium crossovers.

XT5 stands for Crossover Touring 5, Cadillac’s all new mid- view than traditional optical mirrors. The mirror takes an
sized luxury utility unveiled recently at, of all places, a high- image from a high-definition rear-mounted camera and dis-
end fashion show in Dubai. Slated to replace the SRX, the plays it within a LCD display where the rearview mirror
2017-model XT5 made its North American debut at the 2015 would normally be. The mirror can also function as a con-
Los Angeles Auto Show. Start of production begins at GM’s ventional optical mirror in case the camera is blocked by
revamped Spring Hill, TN, plant and in China in spring 2016. snow, dirt, or malfunction.
The XT nomenclature will adorn the Cadillac crossover Cadillac says the LCD display increases the driver’s rear
range going forward, noted Cadillac President Johan de field of view by 300% compared with incumbent mirror tech-
Nysschen during the Dubai event. The CT nameplate will nologies. Obstructions like headrests, body pillars, and rear-
cover the brand’s cars. passenger heads that block significant portions of the view
Exemplifying GM’s aggressive mass-reduction engineering from a conventional mirror are not visible in the Rear Camera
strategy, the XT5 is underpinned by a clean-sheet vehicle ar- Mirror because the camera is mounted outside the car. Gentex
chitecture called C1XX. It’s a flexible platform designed to ac- software adjusts the lighting contrast for every pixel of the
commodate standard short-wheelbase and long-wheelbase image, creating a very clear image, the companies claim.
(3-row) products with transverse engine orientation and both Powertrains for North America pair GM’s 3.6-L (LGX) natu-
FWD and AWD drivelines. Known internally as “Chi,” the C1XX rally aspirated V6 that’s also used in the ATS, CTS, and CT6. It
replaces the old Lambda and Theta architectures, according features GM’s cylinder deactivation (Active Fuel Management)
to a GM body engineering source. for DOHC valvetrains, as well as the new ultracapacitor-based
The mixed-materials construction enabled the development stop-start system. As fitted to the new crossover, the engine is
team to reduce base curb weight by 278 lb (126 kg) versus its expected to deliver SAE-certified 310 hp (231 kW) and 270 lb·ft
predecessor and undercut its closest competitor, the mass- (366 N·m); EPA fuel economy testing has not yet been com-
efficient Audi Q5, by a claimed 100 lb (45 kg), despite the pleted. China-market XT5s will come standard with GM’s 2.0-L
Cadillac being 7 in (178 mm) longer overall. Ecotec turbocharged inline four, also fitted with stop-start.
For a more extreme comparison, GM engineers noted that The new 8L45 8-speed planetary automatic is the standard
XT5 is more than 650 lb (295 kg) lighter than the Mercedes- transmission, fitted with Electronic Precision Shift, the first
Benz GLE-Class. The larger overall package enabled rear-seat electronically-controlled transmission shifter for a Cadillac.
legroom to be increased 3.2 in (81 mm) compared to the SRX, The setup, appearing similar to those used by BMW and oth-
with full-recline and fore-aft sliding functionality. ers, is claimed to reduce noise and vibration while freeing up
A new all-wheel drive system is optional; GM engineers center console space.
collaborated with GKN Driveline in development and integra- In addition to the new rearview display mirror, there’s a
tion of the lightweight twin-clutch system aimed at increased hands-free liftgate actuated by gesture control; an optional
fuel efficiency. head-up display; GM’s 4G LTE connectivity; an integrated wire-
XT5 drivers will likely appreciate the GM-patented Rear less charger for smartphones; Wi-Fi hotspot capability; and a
Camera Mirror system that launches first in the 2016 CT6 bird’s-eye-view camera system to aid parking in tight spots.
sedan. The mirror, made by Gentex, offers a wider field of Lindsay Brooke

28 February 2016 AUTOMOTIVE ENGINEERING

 GLOBAL VEHICLES

Porsche and Bentley plan electric future

Porsche and Bentley, two of the
Volkswagen Group’s star premium per-
formance players and now positioned to
share advanced technologies, are head-
ing for pure-electric production models,
each targeting 500-km (310-mi) range,
huge acceleration capability, and 15-20
min 800-V battery charging times.
In a major statement, Porsche
Chairman Dr. Oliver Blume has con-
firmed that its Mission E concept seen
at the 2015 Frankfurt Motor Show will
With strong Porsche 911 styling cues,
be in production by about 2020, and
the Mission E concept is likely to be very similar to the production version.
Bentley Director Kevin Rose told
Automotive Engineering that the two-
seat Bentley EXP10 Speed 6 concept, running, effortless acceleration, and has announced a €700 million spend on
which looks set to become a production almost instant high-torque delivery,” production facilities that will include
reality, may be offered with a pure-elec- said Rose. These assets would be deliv- manufacture of electric motors.
tric powertrain as an option. ered via all-wheel drive as they are on With VW’s avid enthusiasm for tech-
Other Bentley models may also be the Mission E. nology synergies where appropriate
available in pure electric form. “There With the possible exception of “qui- across the Group, motor expertise and
are aspects of all-electric technology et,” all this is the parallel thinking at possibly some hardware could be ex-
28807_QNX_AD_7X4.625_DEC17_HR.pdf 1 18/12/15Dec18 1:40 PM
that are very Bentley, including quiet Stuttgart-Zuffenhausen, where Porsche pected to be shared between Porsche

Dear Automakers,
Autonomous driving is still uncharted territory.
Navigating this future is made easier by controlling
the things you know, like working with QNX. Our
automotive pedigree provides a safe and secure
foundation for building automated driving systems.

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QNX.COM/AUTO

AUTOMOTIVE ENGINEERING February 2016 29

GLOBAL VEHICLES

Pure-electric Porsche Mission E

should be on sale by 2020.
Specter view of Porsche’s production bound Mission E.

(249 mi) after 30 min. Technology of engineering, design, and technician jobs
this type has been fitted to the limited- will be created.
production Audi R8 e-tron and e-tron The company regards the expansion
quattro concept. as an indication of its priorities. Dr.
At the recent ELIV (Electronics in Wolfgang Porsche, Chairman of the
Vehicles) Congress in Baden-Baden, Supervisory Board, stated: “With
Germany, Audi made a presentation Mission E, we are making a clear state-
together with its partners (including ment about the future of the brand.” He
Porsche) in the Charging Interface describes it as a “fascinating sports car.”
Initiative (CharINev) suitable for charg- It certainly promises to be, although just
ing with 150-kW power. CCS facilitates how much of the concept will be carried
charging of electric cars with AC or DC over to the production car is not fixed.
Virtual instruments for the Porsche Mission E.
using a standardized charging interface At 4850 mm (190.9 in) long versus
combo plug. 5015 mm (197.4 in) for the Porsche
and Bentley (and battery modules be- This still means finding a power Panamera, but only about 1300 mm
tween Porsche and sister company Audi), source along the highway and also us- (51.2 in) tall, the Mission E is regarded
although no detailed decisions have yet ing one at home or office. Bentley’s by the company as having a character
been reached—or at least announced— Rose said that indications at present akin to that of a four-door 911, making it
and a Porsche spokesman underlined: point to many PHEV (plug-in hybrid more a four-seat sports car than a GT
“The electric motors we develop will be electric vehicle) owners not wanting the (Gran Turismo).
reserved for Porsche specifically.” hassle of plugging in such systems. Porsche also puts emphasis on the
Mission E uses two electric motors, Induction charging could be the an- car being day-to-day usable in urban
one for each axle. But neither company swer, but Bentley customers may be environments as well as having long
is going into specific details yet. offered an interesting solution, accord- distance capability and “reproducible”
Official production targets and likely ing to Rose: “If we had all-electric acceleration. “The driver should be able
pricing have not been released, but Bentleys, one thing we could do would to again and again accelerate and not
some 20,000 units per annum and a be to take the power to them.” suffer any degradation in performance
sticker price around that of higher end This would be a service to individu- (up to a point, of course),” said
911s look likely, with Mission E tussling ally charge a Bentley owner’s electric Porsche’s technology spokesman.
with Tesla. car’s batteries wherever (within reason) Power output is 440 kW with 0-100
The scheduled introduction of the it was parked. Not something that km/h (0-62 mph) capability of 3.5 s and
Mission E indicates that the emissions would be feasible for high-volume mod- 0-200 km/h (0-124 mph) in 12 s. A
crisis faced by VW and the resultant els, he agrees, but a possibility for 100% charge of its lithium-ion batteries
costs to the company with inevitable Bentley’s very low, super premium EVs. would provide a 500-km range but a 15
knock-on effects to many projects, will As well as electric motor production, min, 80% charge would be sufficient for
apparently not stymie such advanced Porsche’s big spend will see a new paint 400 km. The car is being engineered to
electric R&D work. shop commissioned and a new assem- be recharged by ground-installed in-
These electric developments mesh bly plant built. The present body shop duction coils.
to some degree with Audi’s work on a is also being expanded, and Porsche’s The powertrain, incorporating two
Combined Charging Systems (CCS) R&D center at Weissach is receiving permanent magnet synchronous mo-
that will offer a range of over 400 km new investment. Around 1000 extra tors, will be based on technology

30 February 2016 AUTOMOTIVE ENGINEERING

 GLOBAL VEHICLES

Bentley’s EXP10 Speed 6 may be offered with a pure electric drivetrain

and 500-km range in production form.

developed for Porsche’s Le Mans race winning 919 hybrid.

They are said to be able to deliver full power “even after
multiple accelerations at short intervals,” adding that the
Mission E concept’s lap time of the Nürburgring’s
Nordschleife is under 8 min.
Battery position is underfloor longitudinal, stretching between
both axles, each of which is driven by an electric motor.
The concept’s bodyshell comprises aluminum, steel, and
carbon fiber; the production car’s is likely to be similar al-
though the proportional make-up of materials is not certain.
The body style of the Emission E is highly distinctive with
rearward pivoting rear doors (counter-opening) which obviate
the need for a B-pillar. That configuration can bring torsional
rigidity challenges and raise questions of passenger safety, so it
will be interesting to see if solutions are found and both as-
pects make it to production.
Aerodynamic details of Mission E include integrated air
guides to reduce turbulence around its wheels. Headlights are
described as a “new type” of matrix LED.
Another significant design feature is the use of camera sys-
tems (mounted in the front fenders) to replace door mirrors.
Again, it is a matter of whether they meet legal criteria in all
markets. As a member of the Volkswagen Group, the car will
benefit from experience gained via a similar system used for
the ultra-low-volume VW XL1. The big plus is the benefit to
the car’s Cd figure. The screens, placed in the lower corners of
the windshield, can display other safety information too.
Cabin details include use of OLED (organic light-emitting
diodes) for instruments. An eye-tracking camera detects at Instrumentation
which instrument the driver is looking. The driver can then
activate and navigate the menu of the instrument when ap-
propriate via a button on the steering wheel. The whole in- COUNT ON THE BEST
strument display “follows” the driver if seat height is changed,
so ensuring the steering wheel does not block information. Reliable measurement devices and systems for
The dashboard is a veritable party piece of technologies vehicle development and testing applications like
including a holographic display showing virtual apps stacked drive train, engine cooling, HVAC development, etc.
in virtual space and arranged by priority with a 3D effect.
Gesture control is also used for function selection. Trust IPETRONIK, the
For both Porsche and Bentley, super premium electric prom- international automotive
ises to take on a new dimension: fast cars and fast chargers. industry technology partner.
Stuart Birch

AUTOMOTIVE ENGINEERING February 2016 31

PRODUCT
BRIEFS
SPOTLIGHT: DATA ACQUISITION
Measuring module with TEDS support CAN card for embedded data
IPETRONIK supports the use of TEDS acquisition
(Transducer Electronic Data Sheet) sensors
with a Lemo-2B-version of its multifunc- Kvaser AB has introduced the
tional module Sx-STG, under the IEEE- Kvaser PCIEcan 4xHS, an inte-
1451.4 defined plug-and-play standard. It grated controller area network
enables the flexible, faultless adjustment of (CAN) card that adds four
the module on new sensor parameters. The high-speed CAN channels to
Sx-STG detects, e.g., IEEE-1451.4 Class 2 any standard computer board
sensors (multi-wire connections, e.g. as with PCI Express capability. Offering silent mode, error frame
bridge sensors) automatically and reads the sensor-specific detection/generation, and an onboard buffer, this add-on board
data via the TEDS connection; the user does not have to enter fits many embedded data-acquisition systems and is CAN-FD
the scaling data manually. Channel-specific settings such as ready. The CAN controller was developed in-house, implement-
operation mode, filter, excitation voltage, sampling rate, etc. are ed in an FPGA. Kvaser claims that PCIEcan 4xHS is its fastest
performed with the data-acquisition software IPEmotion. TEDS network card ever. It has an average response time of 45 µs. An
is suitable for vehicle development and production as well as for onboard buffer ensures that there is no risk of the card “drop-
on-site applications at the customer. Sx-STG is an eight-channel ping” messages, which is very useful in “ping-pong protocols”
multi analog measuring module with sensor supply for various such as firmware updates, the company notes. The low-profile
applications inside the vehicle cabin. The module supports three card—86 x 69 mm (3.4 x 2.7 in)—is fully compatible with SAE
different signals according to measuring input: voltage, IEPE J1939, CANopen, NMEA 2000, and DeviceNet. With an operat-
(Integrated Electronics Piezo Electric) or ICP (Integrated Circuit ing temperature range of 0 to 85°C (32 to 185°F) and galvani-
Piezoelectric), as well as strain gauge sensors. Eight analog in- cally isolated CAN bus drivers, it is designed for standard and
puts cover measuring ranges with voltages of ±0.01 to ±50 V. industrial computers alike. Kvaser’s PCIEcan boards are sup-
Each input has its own configurable sensor supply of ±15 V with ported by device drivers and program examples for Windows
up to ±45 mA. The measuring data output occurs via Ethernet and Linux. All Kvaser CAN interface boards share a common
or the CAN bus. It operates in a temperature range of -40 to software API, Kvaser CANLIB, that is free to download. Kvaser
+85°C (-40 to +185°F). Sx-STG operates within a supply voltage CanKing, a general-purpose interactive CAN bus monitor, can
range from 9 to 36 VDC. also be downloaded at no charge (www.kvaser.com).

Low-volatility gap filler Electronic vision system

Henkel Adhesive Technologies has formu- Ficosa has developed an elec-
lated Gap Filler 3500LV to deliver high ther- tronic mirror composed of cam-
mal conductivity of 3.5 W/m-K and the me- eras and displays as an alterna-
chanical property benefits of a silicone, but tive to the traditional exterior
with low volatility for reduced outgassing. rearview mirrors of the vehicle.
The miniaturization trend has put new de- The Camera Monitor System allows the integration of ADAS
mands on thermal management requirements, according to (advanced driver assistance systems), such as the traffic de-
Henkel. Providing adequate material coverage for thermal con- tection function, which provides information to the driver
trol is challenging, so the use of a liquid material that can fill about the vehicles around it. Ficosa has been working on elec-
tiny gaps and flow around complex architectures is critical to tronic mirror R&D since 2007, evolving it to create the 4th
ensuring product functionality and reliability. Gap Filler 3500LV generation of the system. The latest version is a prototype that
is a two-part material that cures at room temperature with the is reportedly “very close” to the mass production concept; the
option of accelerated curing through the addition of heat. The company is already working with several clients to customize
Gap Filler’s low volatile content is tightly controlled lot to lot, it according to their specific needs. The 4th-gen electronic
according to Henkel, ensuring outgassing is kept to a minimum. mirror, which is designed to comply with the latest regulations,
The solution is beneficial in applications that require the optics is composed of two cameras integrated into the sides of the
to remain free of lens fogging such as automotive headlamps car chassis, which transmit the image with very low latency to
and high-intensity LEDs, in addition to infotainment, cameras, two high-resolution displays installed inside the vehicle. The
and lighting systems. Once cured, Gap Filler 3500LV is a soft cameras are equipped with wide-angle lenses, High Dynamic
material that provides protection from shock and vibration. Range sensors of 1.3 megapixels, and 60 frames/s.

32 February 2016 AUTOMOTIVE ENGINEERING

 THE MEMBER
CONNECTION
It all starts at connection.sae.org: your link to the membership
community.

Through this forum, members can connect to other

industry professionals, the SAE Membership Team for
support, and much more:
đƫ Learn about the latest member benefits and volunteer
opportunities
đƫ Get involved in discussions on the latest technical topics
and increase your professional network
đƫ Engage with other mobility engineering professionals
like you in the industry-specific Aerospace, Automotive, If you have any questions about your membership or
your benefits, please contact your membership team:
or Commercial Vehicle sector communities
Toll-free: +1.877.606.7323
đƫ Explore industry spanning topics in the cross-sector (U.S. and Canada)
Open Forum
Phone: +1.724.776.4970
(Outside U.S. & Canada)
Fax: +1.724.776.0790
Email: CustomerService@sae.org

Remember to take advantage of all the benefits we

offer our Members:
đƫ Technical Discussions and Networking Opportunities on
the Member Connection
đƫ Conferences and Events
đƫ Professional Development Training
đƫ Industry-Specific Information and Publications
đƫ Partner Program Products and Services
đƫ Career Advancement Tools
đƫ Award Recognition and Volunteering Opportunities
To find out more, visit sae.org/membership.

P151254
PRODUCT BRIEFS

AEB test equipment Audio network analysis

The Strikeable Surrogate Vehicle Mentor Automotive has introduced its
(SSV) is the new test system that A²B Analyzer, which the company claims
NHTSA (National Highway Traffic is the industry’s first third-party develop-
Safety Administration) will be ment platform supporting the
using to test Autonomous Automotive Audio Bus—or A²B—technol-
Emergency Braking (AEB) sys- ogy developed by Analog Devices, Inc.
tems in the U.S. As of 2018 the U.S. NCAP (New Car Assessment The A²B technology facilitates the design of in-vehicle audio net-
Program) will be adopting AEB as a recommended safety tech- works with reduced cost and complexity, and the A²B Analyzer
nology in the assessment criteria for all new vehicles. In the test, helps to reduce the development time for these systems, accord-
the SSV simulates a vehicle ahead, which is registered by the test ing to Mentor. A²B utilizes a master-slave line topology to deliver
specimen’s assist system and triggers a braking or evasion ma- audio and control data, together with clock and power over a sin-
neuver. The SSV’s main component is a carbon target that mimics gle two-wire, unshielded twisted pair cable. The low-latency, de-
the rear end of a car. Though the industry is still discussing differ- terministic nature of the A²B technology is suitable for in-car au-
ences in U.S. and EU test procedures, German crash test facility dio applications such as hands-free systems, speech recognition,
manufacturer Messring is already adapting the SSV to its own and active noise cancellation. Mentor Automotive designed the
towing system, which has become the standard in Europe and A²B Analyzer system hardware and software solution in close
Asia, it claims. In cooperation with carbon fiber specialist Wolf cooperation with Analog Devices. The system is part of the
Composite Solutions (NHTSA’s development partner), this work Connected OS software development platform which includes the
has resulted in a new hybrid solution that enables testing accord- IVI head unit, enabling a distributed speaker network for audio
ing to both procedures, and combines the SSV target with the throughout the vehicle, and microphones for active noise control,
advantages of the EuroNCAP towing system from Messring. and the A²B Analyzer system for easy setup, configuration, and
Without conversion work, the user can switch between U.S. or functional testing: a complete cockpit development platform uti-
EuroNCAP testing, providing flexibility in terms of the required lizing A²B technology. The analyzer system and the Connected OS
test scenarios and preventing the need for additional space in the software platform are now available for evaluation (https://www.
form of a track rail permanently installed on the test track. mentor.com/embedded-software/xse-automotive/a2b/).

CAD toolbox Testing of low-friction seals

Maplesoft has released the A new test service introduced by Bal Seal
MapleSim CAD Toolbox, a new Engineering, Inc. offers verified perfor-
add-on to MapleSim that al- mance results for the company’s low-fric-
lows engineers to understand tion spring-energized seals used in rotary/
and improve their mechanical designs by bringing their CAD face applications. Rotary/face seals are
assemblies into the advanced system-level modeling and simu- frequently used in dynamic housings and mounts to protect
lation platform. The MapleSim CAD Toolbox imports CAD mod- electronics and other internal components from environmental
els directly into MapleSim, recreating the model components contaminants that can compromise performance. To minimize
and preserving their kinetic and kinematic properties as well as stick-slip and meet motor torque requirements, the seals must
the spatial relationships between components. It offers feature exhibit very low friction—but they also must minimize leakage
detection, allowing users to easily add new coordinates at over long periods of exposure. Bal Seal’s seal test equipment
points of interest, such as the center of a hole or along the measures friction and leak rate using customer-defined hard-
edge of a component. The toolbox also makes it easy to share ware tolerances and operating conditions, including pressure
coordinate frames between separate bodies, ensuring the bod- and speed. Fixtures can accommodate seals up to 22-in OD,
ies will be properly aligned when joined. The MapleSim CAD and can be modified for larger seal dimensions. The fixtures can
Toolbox handles files from “virtually any” CAD system, through produce a range of pressures and exert specific frictional forces
direct support for a large number of proprietary formats, in- to accurately simulate a seal’s performance under real-world
cluding those from Inventor, NX, and SolidWorks, as well as the conditions. Rotating plates on the fixtures are connected to dig-
widely supported STEP and STL file formats. Once in MapleSim, ital force testers, which measure the friction of rotation. A vacu-
the models can be shared with other users, or online using the um tester simulates airflow over the housing. The tester pulls a
MapleSim Server, without requiring that the end user have ac- vacuum across the plates, creating suction inside the seal to
cess to the original CAD system or CAD files. Engineers can measure the leak rate across its surface. Both friction and leak
detect and correct problems at the virtual prototyping stage, rate are measured simultaneously. Bal Seal’s spring-energized
long before expensive prototypes are built, according to seals, which are machined from polymer-filled PTFE materials,
Maplesoft. The MapleSim CAD Toolbox is available on Windows exhibit a low dynamic coefficient of friction. The seals minimize
for both the English and Japanese versions of MapleSim. “stiction” to facilitate smooth rotation and bi-directional motion.

34 February 2016 AUTOMOTIVE ENGINEERING

COMPANIES MENTIONED
Company Page
AGC AeroComposites ...........................................................................12 GKN Driveline........................................................................................28 Nvidia .......................................................................................................4
Altair......................................................................................................... 2 GMC .........................................................................................................21 NXP ...........................................................................................................6
American Trucking Associations........................................................36 GM Powertrain ........................................................................................ 2 Oldsmobile .............................................................................................18
Analog Devices .....................................................................................34 Green Hills Software .............................................................................15 Olin Chemicals ......................................................................................25
Android ................................................................................................4, 6 Harman .................................................................................... 4, 6, 15, 16 Open Mobile Alliance............................................................................16
Apple ....................................................................................................4, 6 Henkel Adhesive Technologies .......................................................... 32 PGW ......................................................................................................... 8
Audi ................................................................................................. 28, 30 Honda..................................................................................................... 23 Porsche ............................................................................................ 19, 29
Baidu ........................................................................................................ 2 Honeywell ..............................................................................................22 PRTM Management Consultants........................................................25
Bal Seal Engineering............................................................................34 Hyundai..................................................................................................20 PWC ........................................................................................................25
Bentley ...................................................................................................29 IEC ...........................................................................................................16 QNX Software ...............................................................................4, 6, 15
BMW ...........................................................................................18, 22, 28 IHS ............................................................................................................6 Ram .........................................................................................................21
BorgWarner............................................................................................19 IHS Automotive .....................................................................................16 Redbend ........................................................................................... 15, 16
Bosch .................................................................................................. 4, 19 Infiniti .....................................................................................................22 Renesas Electronics America ..............................................................15
Broadcom ............................................................................................4, 6 Intel..........................................................................................................15 Saab.........................................................................................................18
Cadillac...................................................................................................28 International..........................................................................................36 SAE International .................................................................2, 21, 25, 28
Castrol ...................................................................................................... 2 IPETRONIK............................................................................................. 32 Schaeffler Group ............................................................................ 21, 26
Center for Automotive Research ......................................................... 2 ISO ...........................................................................................................16 Skype........................................................................................................6
Chevrolet ......................................................................................4, 12, 21 Jacobs Engineering...............................................................................10 Stanford Business School ...................................................................26
Chrysler ..................................................................................................24 Jeep .........................................................................................................21 Surface Generation ...........................................................................2, 12
Citroën...................................................................................................... 2 Kia ..........................................................................................................20 Tesla.............................................................................................. 4, 17, 30
Continental .........................................................................................4, 21 Kvaser..................................................................................................... 32 The Ohio State University ...................................................................26
Corning .................................................................................................... 8 Lockheed Martin ....................................................................................12 Toyota.......................................................................................................6
Delta Wing Technologies ....................................................................26 Luk ...........................................................................................................21 UIEvolution ..............................................................................................6
Elektrobit .......................................................................................... 16, 17 Maplesoft ...............................................................................................34 University of Massachusetts ...............................................................26
EPA ................................................................................................... 21, 28 Mentor Automotive..............................................................................34 University of Warwick ..........................................................................12
Faraday Future....................................................................................2, 4 Mercedes-Benz .....................................................................................28 VM Motori ...............................................................................................21
FCA .........................................................................................................24 Messring.................................................................................................34 Volkswagen .......................................................................................4, 29
Fiat ...........................................................................................................21 Microsoft .............................................................................................6, 17 Wind River Systems ..............................................................................15
Ficosa ..................................................................................................... 32 Multimatic...............................................................................................10 WMG........................................................................................................12
Ford .......................................................................................2, 6, 8, 17, 21 National Institute of Standards and Technology .............................16 Wolf Composite Solutions ..................................................................34
Freightliner ............................................................................................36 Navistar..................................................................................................36 ZF ............................................................................................................4
General Motors ............................................................................4, 10, 21 NHTSA ....................................................................................................34
Gentex ....................................................................................................28 Nissan ...............................................................................................22, 26
S. Himmelstein Final Auto Eng ad_S. Himmelstein Small Space ad SAE 1/5

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IPETRONIK Gmb H & Co. KG .............................31.............................................ipetronik.com www.himmelstein.com 800-632-7873
Mathworks .................................................Cover 2...............................mathworks.com/mbd

ND Industries, Inc. ..............................................31.............................www.ndindustries.com Executive Leadership provided by Tier One Strategic Partner

Omega Enginering .............................................13................................................ omega.com

Proto Labs, Inc. .................................................... 5......................go.protolabs.com/SAE6ED

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AUTOMOTIVE ENGINEERING February 2016 35

Q&A
actively working with [who have] fleets of 200, 300 trucks.
This year, probably one of the biggest things coming out is
what we call ‘smart routing.’ When your truck throws a code or
throws a set of codes, we’ll know where you’re at, what the ur-
gency of that repair is, what parts are necessary, and we would
“I view the actually allow our dealers to offer up their services to you. It’s
truck almost like not just about what’s the price going to be but ‘when can I get
an iPhone, in my truck back,’ because one of your trucks is sitting idle.
that it’s got all
these modules What’s the idea behind OnCommand’s open architecture?
on it—on your The 160,000 trucks we’ve got on OnCommand, it’s really impor-
iPhone we call tant to know that more than 50% of those aren’t our trucks, they
them apps,” said
are competitors’ trucks. And that’s important for a couple of rea-
Navistar CIO
Terry Kline. sons. One, if you own a fleet of trucks, it’s not likely you’re going
to own one brand. So we give that fleet owner one place to shop
for this type of data, whether they own an International brand, or

Connectivity a core they own a Freightliner. We’re pretty proud of the fact that we’re
open, and we believe we’re unique in that we accept other

pillar at Navistar brands into the solution. Why would we do that? Well, we be-
lieve everybody that owns a truck is a potential future customer,
and whether that’s tomorrow at the service department buying
Navistar announced last year its plans to offer over-the-air (OTA) parts, or that’s the next time they buy a new truck.
reprogramming of engine control modules in 2016 for As you can imagine we’re getting tons of data; it’s like hav-
International trucks powered by its N9, N10, and N13 proprietary ing 160,000 test trucks on the road. So whenever we have a
engines. This technology joins the company’s already-in-service ‘what if,’ we generally have a fleet of trucks we can look at to
OnCommand Connection tool as part of its overall connectivity study that [scenario]. It’s been invaluable to increase the qual-
strategy. OTA reprogramming can be performed at the custom- ity of our vehicles by looking at these trucks and how they’re
er’s facility over a secure Wi-Fi connection. Future advance- performing, or even help customers to understand that the
ments include expanding to other software modules on the way they’re using the truck is not how it was engineered. In
truck like transmissions and chassis, according to Terry Kline, the trucking business, trucks are highly customized; they’re
Senior Vice President and Chief Information Officer at Navistar highly designed for [specific] applications—a truck built to
Inc. Kline recently spoke with Off-Highway Engineering about have a cement mixer put on the back is much different than a
the company’s vehicle connectivity plans and its current solu- long-haul truck. So maybe people aren’t using these trucks the
tions. Read the full transcript at http://articles.sae.org/14551/. way they were engineered. We’re starting to notice those
things and we can reach out and help; sometimes it’s as easy
What is Navistar’s connected vehicle strategy? as reprogramming the shifting patterns of the truck.
It’s one of the core pillars of our corporate strategy to the
Board of Directors; a cornerstone of what we’re investing in How does over-the-air reprogramming fit in?
and moving forward. The connected vehicle strategy is a key It’s another key piece of our strategy, and we believe it’s unique
enabler to some of the other strategies like “up time,” meaning in the truck space. Obviously people are doing over-the-air
that the trucks are running and moving down the road. programming in other spaces—I’m sure you’ve got a smart
We’ve got OnCommand Connection as one of our corner- phone; it gets programmed over the air all the time. But espe-
stones, and it basically is a diagnostic tool that’s an open sys- cially in the heavy trucking industry that we play in, we believe
tem, open architecture, that works with and across all the we’re first to market...We’ve got it running in our plants right
telematics providers…We’ve got about 160,000 vehicles tied to now, reprogramming trucks. We’ve got it in pilot at some of our
that system today that we’re reading data from and able to do dealers and at some of our big customers. And as you would
everything from health reports to repair maps—given these imagine, we’re using it heavily on our own captured fleet.
codes from the truck that means you need these parts, this kind
of technician, and this bay capability. Based off these codes you What’s the goal with OTA reprogramming?
can drive 1500 more miles but don’t drive 1501. So we know Engines are first. I view the truck almost like an iPhone, in that
what’s going to happen to that truck and we’ve been able with it’s got all these modules on it—on your iPhone we call them
OCC to take repair and maintenance, which averages 15 cents a apps. On a truck we call them engine control modules, trans-
mile according to ATA (American Trucking Associations) and missions have software, brake systems, etc. We want to get to
some others, down to 2 to 3 cents by doing predictive mainte- where we program and have the ability to reflash all these de-
nance, predictive analytics on when things need to be done vs. vices that have software on them remotely, wirelessly.
doing them the traditional way; this is with customers that we’re Ryan Gehm

36 February 2016 AUTOMOTIVE ENGINEERING

 THE
FUTURE
STARTS
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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
MULTIPHYSICS FOR EVERYONE
The evolution of computational tools for COMSOL MULTIPHYSICS ®

numerical simulation of physics-based systems

has reached a major milestone. APPLICATION BUILDER

Custom applications are now being developed

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

Make your organization truly benefit from the

power of analysis.
comsol.com/application-builder

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