global vehicles global vehicles

Viper Coupe nears competition When the Chrysler Group developed championship, rather than on its more the latest edition of its Viper sports car, a obscure—though popular with Viper tight budget meant that, while the owners—Viper sports car racing pro- previous generation was offered in both gram, an end to factory-backed Viper coupe and convertible configurations, racing seemed near. However, by the the new version arrived in roadster form time the decision to kill the racing only. Because convertibles are not as program came, the engineering team good for racing, and a lot of Viper was only five weeks away from con- enthusiasts like to race their cars, structing a prototype based on computer demand remained for a coupe, even if it designs. Stopping the program in its was for track use only. With its racing tracks was not an option. budget concentrated on winning With Viper enthusiasts—in the form NASCAR’s high-profile Winston Cup of Viper Owners of America president Tony Estes—clamoring for a coupe they could use for racing, Chrysler racing boss John Fernandez decided to use the designs and remaining funding to build a limited-production racing-only coupe for customers. The fixed-roof version of the car not only enjoys better aerodynamics for racing than the convertible, it is far stronger. Though based on the same frame as the convertible, the coupe’s additional bracing and roll cage increase torsional rigidity 200% and bending stiffness by 60%. The metal roof is also safer in a crash. The company has taken orders for 62 Viper Competition Coupes, at $100,000 each for the first 32, and $118,000 for A large X-brace over the engine contributes to the Viper Competition the second batch of 30 cars. All of the Coupe’s 200% torsional-stiffness and 60% bending-stiffness increases cars that have been ordered should be in compared to the street-going Viper. customer hands this summer. The fee may seem high, but the Viper Competi- tion Coupe is a bargain by racing standards because it is loaded with critical racing-grade equipment from a variety of suppliers and is the fruit of DaimlerChrysler’s considerable engineering capability. The car that media had the opportu- nity to test at Firebird International Raceway in Phoenix differs in significant details from the concept car highlighted in AEI previously. That is because the concept car was sketched by stylists, while the shape of the production Coupe was set by engineers using a moving- Considerable time in a moving-ground-plane wind tunnel ground-plane wind tunnel in Stuttgart, and with CFD modeling went into developing the Coupe’s splitter and front fascia for maximum downforce and Germany, and the company’s computa- brake/engine cooling. tional fluid dynamics (CFD) system.

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The rear diffuser under the tail of the the market,” Fernandez said. The switch from Michelin to Hoosier racing concept car has been significantly toned extremely rigid carbon-fiber Racetech slicks: 305/35ZR18 in front and 345/ down because air passing by it pulled seat is carefully designed to withstand 30ZR18 rear. away from the top surface, spoiling its the load of restraining the driver’s head The Coupe’s suspension is mounted effectiveness. The concept’s rear wing and upper body from moving to the side more directly to the chassis using was mounted by its outer edges, but in the event of a crash. “It is hard to spherical instead of rubber bushings. bent in the middle in use. The produc- build a seat that doesn’t bend away at Thicker antiroll bars replace the street tion version mounts the wing more the head and at the shoulders,” ob- car’s bars, and the ends are adjustable conventionally, with struts placed closer served Eric Peterson, Senior Motorsports on the Coupe so drivers can set them to together to better support the middle Development Engineer. The seat was match track conditions. Stiffer springs section. The production wing is also specifically designed to accommodate and double-adjustable (with settings for adjustable, so racers can trim it to suit the HANS neck-protection device. both compression and rebound damp- ing) Moton monotube gas shocks complete the suspension changes. The Coupe feels much stiffer and more responsive on the track. Brembo four-piston brake calipers are carried over from the production car, but significant development work went into finding the right compound for the The Motec data Mintex brake pads. The team wanted a acquisition system durable compound so owners would provides a critical not be saddled with constant mainte- tool for sorting nance. The trick was to find a compound both the car and the driver’s that maintains consistent friction technique in throughout its operating temperature competition for range, said Peterson. The problem was maximum performance. that many compounds lose friction as they heat up, giving the impression of conditions. CFD analysis showed that the Another component for restraining brake fade as additional pedal pressure concept wing was shrouded by the the driver’s lateral movement is the is needed to maintain braking force. Coupe’s greenhouse at racing speed, center net, which is simply a nylon net as Under maximum braking the Coupe’s reducing its effectiveness, so the new is commonly used to cover windows in pedal provides good feedback and wing juts out farther on each side. Vents racecars, running longitudinally through the ABS helps maintain stability by in the rear fascia draw air from under the cockpit to the driver’s right. In a automatically balancing front and rear the car, also improving downforce. right-side impact, it helps keep the driver braking power. At the other end of the car, the side in the protected area of the left side of The Motec electronic instrument gills curve deeper into the fender than the car. panel and data acquisition system lets on the concept car to evacuate more air Changes to the Coupe’s engine are the driver monitor the car’s condition from around the front tires. Front air minimal, with only a different camshaft and check on performance during each intakes have moved to higher velocity and engine management computer track session by downloading data into a zones on the front fascia, and hood programming, along with a smaller laptop computer. The system monitors vents are farther forward. accessory drive pulley to cut parasitic parameters such as throttle position, Most of the Coupe’s bodywork is losses. The engine carries a lightened engine and vehicle speed, lateral lightweight carbon fiber. Pre-impreg- flywheel for snappier throttle response, acceleration, and brake application. nated carbon fiber is autoclaved for use and the otherwise stock Tremec T-56 six- Additional features are built into the in any high-heat areas of the car, and the speed gearbox has a low-friction coating system and can be activated for a fee rest is laid up conventionally. applied to the shift forks to reduce shift with a phone call to the manufacturer Significant effort also went into effort. The improvement was noticeable for the access codes. maximizing the safety. “I have two while testing the Coupe. The corporate-backed development engineers, who, all they do is safety,” A larger oil cooler upgrades engine created a polished, well-executed said Fernandez. They work on racecars in cooling, and a cooler and an electric machine that would be difficult to all series in which the company com- pump are added to the transmission. A duplicate at anywhere near the Viper’s petes, and that has brought benefits to Ricardo speed-sensing viscous limited price. However, that does not mean that the Viper program. “A lot of what we’ve slip differential helps the driver put the project is an image-building money- done here has come out of our NASCAR power to the ground, and the car rides loser for the company. On the contrary, program,” he said. on 18-in BBS three-piece aluminum alloy Chrysler makes a profit on the Coupes. “We’ve designed a seat with better wheels. A change from the concept car Dan Carney lateral support than all of the seats on and most previous racing Vipers is a

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307gvkja(0) 10 6/20/03, 3:05 PM Hundreds of Tests, One Test Driver

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Smart engineers two roadsters Production of Smart’s new two-seat roadster and roadster-coupe is now under way at its Hambach, France, factory in a separate building from that of the company’s city coupe and derivatives. The rear-engined roadsters are based on the established Smart, with In addition to generously dimensioned side members, the which they share about 35% commonal- roadster is armed against rear-end ity, using 698-cm3 engines with a choice collisions with an extremely strong of 45- or 50-kW (60- or 67-hp) output. frame-type integral support.

members in the luggage compartment Production of Smart’s new two-seat roadster (left) and roadster-coupe is now under way. floor, the roadster is armed against rear- The new cars signal an expansion by shifts is difficult, both in manual (there end collisions with an extremely strong Smart, part of DaimlerChrysler, which are steering wheel-mounted paddles) and frame-type integral support, which carries also plans to introduce a four-door, four- automatic modes. It is understood that the whole drive unit and the DeDion rear seater (at present all Smarts are two- Smart has considered a twin-clutch axle. The 35-L (9.2-gal) fuel tank between seaters) for MY2004 called the forfour. configuration to overcome this, but there the passenger compartment and rear axle Said Smart’s Executive Vice President, are packaging and weight constraints. A is separated from the drive unit by a Andreas Renschler, “The small startup regular manual gearbox (five- or six- studded aluminum sheet; a profiled company launched as Micro Compact speed) has also been considered and bulkhead shields it from the interior. Car in 1994 has now become Smart would suit the roadster very well. Smart adds that side-impact deformation GmbH with a workforce of almost 2000. With an overall length of 3427 mm forces “meet with solid crossmembers,” We have produced over 440,000 Smart (134.9 in) and wheelbase of 2360 mm one below the firewall and two others city-coupes and cabrios.” (92.9 in), the car has very short overhangs. below the center of the passenger The roadsters are described as Wheels front/rear are 6J x 15/7J x 15 for compartment. The car also has B-pillars reviving a particular design type of small, the more powerful version. Maximum reinforced with high-strength sheet agile sports cars such as the Austin- track width at the rear is 1392 mm (54.8 metal. There is a wide, oval rollover bar Healey “frogeye” Sprite of the late in), with overall width at 1615 mm (63.6 forming a structural element with the 1950s and Triumph Spitfire of the in). This combination, together with a very B-pillars, effectively creating a box 1960s, although the Smarts have a level prominent front fender line, gives the car a section. An extruded aluminum section of technology that those relatively crude distinctive, wheel-at-each-corner look. links A- and B-pillars beneath the sports cars were totally lacking. The new Height is only 1192 mm (46.9 in). While doors. The A-pillars and roof frame are cars have electronic stability program driver and passenger space is generally made of “extremely high-strength” (ESP), ABS, hill start assist, brake assist, very good, luggage space is limited, with multichamber sections, and in addition, and cornering brake control. 59 L (2.1 ft3) at the front and 86 L (3.0 ft3) solid steel tubes are welded inside the They also have powered soft tops that, at the rear—or 189 L (6.7 ft3) for the A-pillars. Tailored blanks are used in unlike most convertibles, can be opened coupe. The car is constructed of a mix of some areas. Smart adds that the or closed while the car is traveling at any steel chassis incorporating the powder- roadsters comply with DaimlerChrysler speed. However, when partially opened coated Tridion safety cell, plastic body and U.S. rollover standards. they block vision via the rearview mirror. cladding, and aluminum doors. While maximum engine output The roadster-coupe also has a two-section In such a small and light—815 kg available at present is 60 kW (80 hp), (divided longitudinally) hardtop and a (1797 lb) without driver—vehicle, safety specialist tuner Brabus is to offer a more fixed rear section with tailgate, which was a key part of the design criteria. powerful version. Development work for gives some luggage stowage space. There are two full-size airbags, belt this has been a collaborative effort Like the city-coupe range, the tensioners, and belt-force limiters. Side between Smart and Brabus. The 60-kW roadsters have a robotized manual-plus- airbags are an option. The seats have a (80-hp) car achieves 180 km/h (112 mph) auto sequential six-speed gearbox as sheet-metal shell and very firm cushioning and reaches 100 km/h (62 mph) in 10.9 s. standard. Without experience of use and with anti-submarining shaping. In Stuart Birch finesse of operation, achieving smooth addition to generously dimensioned side 12 JULY 2003 aei

307gvkja(0) 12 6/20/03, 3:05 PM Dyneon Provides Fluoropolymer Processing Solutions Meeting Tough Requirements

Dyneon, a leading producer of fluoropolymers, provides a full line free-flow and standard-flow grades, fine powders for paste of products to meet the demanding performance requirements extrusion, aqueous dispersions and micropowders. of automotive sealing applications. Dyneon™ Fluoropolymers • Dyneon™ TFM™ PTFE grades offer reduced porosity and address today’s challenging sealing requirements by offering permeability, lower deformation under load, reduced cold-flow, excellent lubricant and oil resistance, low fuel permeability and weldability and a wider service temperature range. The benefits low temperature flexibility as well as high temperature thermal of Dyneon™ TFM™ PTFE can be achieved in various granular stability. Dyneon’s family of products for the automotive industry and fine powder grades used in automotive molding, compression includes fluoroelastomers, fluoroplastics, PTFE resins and molding and paste extrusion process, among many others. compounds, as well as specialty additives and elastomer additives that can withstand the punishment of today’s heating and cooling, fuel and emissions control, powertrain and suspension systems. DYNEON™ FLUOROPLASTICS OFFER PERMEATION RESISTANCE • Dyneon™ THV™ Fluoroplastic (FP) is known throughout the industry for its processability and performance features. Its benefits include low permeation, exceptional chemical resistance, flexibility, strong bonding capabilities to elastomers and other types of plastics for multi-layer constructions and formability. Additionally, Dyneon™ THV™ FP offers low-temperature processing with a wide processing temperature window. • Dyneon also manufactures other fluoroplastics offering performance advantages for many automotive applications. Dyneon™ FEP and Dyneon™ PFA provide exceptional high temperature and permeation resistance combined with excellent chemical inertness, outstanding dielectric properties and toughness. Dyneon™ ETFE also offers low permeation to a Dyneon produces a wide range of fluoropolymers for use in today’s wide variety of fuels and is used in fuel and vapor lines and punishing heating and cooling, fuel and emission control, powertrain automotive wire and cable applications. and suspension systems for the automotive industry. Dyneon, a 3M company, is one of the world’s leading fluoro- DURABLE SEALING SOLUTIONS polymer producers with operations or representation in more than • Dyneon™ Fluoroelastomers provide outstanding high-tem- 50 countries. Headquartered in Oakdale, Minnesota, Dyneon perature resistance, along with low compression set resistance, employs more than 800 people globally who are dedicated to for greater durability. They offer the widest service temperature customer service, technical and sales support, marketing, range and excellent long-term retention of sealing properties, research, application development and production. making them a preferred choice for liquid fuel applications. In addition, Dyneon™ Base Resistant Elastomers (BREs) are designed to resist attack by amine packages, providing a “universal” lubricant sealing material for powertrains. Contact Information: Dyneon LLC • New Dyneon™ Low Temperature Fluoroelastomer (LTFE 3M Automotive Innovation Center 6400 X) with a TR10 of -40°C maintains the heat and chemical 19460 Victor Parkway Livonia, MI 48152 resistance that fluoroelastomers are known for in the automotive Toll Free: +1-877-266-1105 industry, while delivering unique low temperature sealing Phone: +1-734-779-5166 capability and excellent compression set resistance. Dyneon 6744 33rd Street North Oakdale, MN 55128 Toll Free: +1-800-723-9127 PROVEN PTFE AND CUSTOM PTFE Phone: +1-651-733-5353 Fax: +1-651-737-7686 COMPOUNDING CAPABILITIES Dyneon GmbH & Co. KG • Dyneon produces world-class Dyneon™ PTFE, Dyneon™ Carl-Schurz-Strasse 1 D-41453 Neuss, Germany TFM™ PTFE and custom PTFE-based compounds to meet Phone: +49-2131-14-2265 wide-ranging and demanding automotive applications. Resistance Fax: +49-2131-14-3857 to high temperature and harsh environments makes Dyneon Web Address: www.dyneon.com PTFE an attractive material to use in oil, fuel and other fluid applications. Dyneon produces a full product line of granular Dyneon, TFM and THV are trademarks of 3M Circle 213

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Suzuki builds pint-size Twins Motor Co.—whose products aluminum block is integrally cast with a in) compression ring and a 2.0-mm include small and mini cars and commer- ladder frame that supports four main (0.079-in) oil ring to reduce friction. cial vehicles, motorcycles, marine bearings. The two-ring piston’s top, The efficiency champ is the Twin outboard engines, and pre-fabricated including the top ring groove, is hard- Hybrid equipped with the inline steel garden storage shacks—has held alumite-treated, and the skirt is Teflon- internal combustion/electric system the number one position in Japan’s kei coated. It is fitted with a 1.2-mm (0.047- that achieves an estimated consump- tion of 34 km/L (80 mpg)—the abso- lute best as measured on the Japanese urban cycle. Its three-phase, alternat- ing-current, permanent magnet, synchronous motor/generator is installed between the engine and transmission to assist a K6A three- cylinder engine/four-speed automatic on acceleration. The motor adds a Suzuki’s latest K model, the maximum of 5.0 kW from 1500 to Twin, is the smallest of all 4500 rpm and 32 N•m (24 lb•ft) minis, measuring just between 0 and 1500 rpm when the 107.6 in (2735 mm) long. fuel-injection, transmission, air- A Dodge Neon is shown for comparison below. conditioning, and battery-state monitoring computers determine assistance is required and appropriate. The motor regenerates electricity on deceleration, which is stored in a lead/ acid battery dedicated to the hybrid system. When its assistance or regen- erative capacity is not required, again determined by the computers, the

(light in Japanese, more frequently abbreviated K) segment of mini cars and commercial vehicles for 30 consecutive Engine years. It had achieved aggregate domestic light-vehicle sales of 18.5 million units by 2001. Suzuki’s latest K model, the Twin, is the smallest of all minis, measuring 107.6 in (2735 mm) long on a 71-in (1800-mm) wheelbase, with a 58-in Assist motor (1475-mm) width and 56-in (1425- mm) height. It seats two, with some luggage space accessible via a hinged Automatic transmission backlight. Mass varies from the base model’s 1235 lb (560 kg) to the Twin Hybrid’s 1609 lb (730 kg). The gasoline model is powered by a 12-valve DOHC three-cylinder engine displacing 658 cm3 and putting out 32 kW (43 hp) at 5500 rpm and 57 N•m (42 lb•ft) at 3500 rpm. The manual transmission model achieves a Japanese 10/15-model urban cycle fuel consump- tion of 26 km/L (61 mpg), while the three-speed automatic version gets 22 km/L (52 mpg). The type K6A engine has The Twin Hybrid’s alternating-current synchronous motor/generator is an aluminum cylinder block with wet- installed between the engine and type, iron liners cast in. The lower transmission to assist in acceleration.

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Another basic mode of transport is Suzuki’s Choi-nori scooter.

motor/generator spins “dry,” letting the engine do the work. The storage battery consists of 16 12-V batteries for total 192-V output. A conventional starting motor cranks the engine. After it is warmed up, and if certain operating parameters are met, the powertrain goes into the stop/restart mode, cutting out at traffic lights and stopping/restarting on the go to conserve fuel. In this mode, the assist motor/generator restarts the engine. The front-wheel-drive Twin chassis is straight from Suzuki’s mainstream light car, employing MacPherson strut front suspension and a beam/trailing arm/ lateral rod rear arrangement. The vehicle is fitted with 135/80R12 tires. Front disc and rear drum brakes provide retardation with ABS as standard equipment. Steering is by rack-and-pinion, electrically assisted on upper models. Tiny as it is, the Twin meets Japan’s mandated frontal, side, and rear crash requirements, with the gasoline engine version also meeting the frontal/offset crash criterion at 64 km/h (40 mph). The Twin Hybrid clears a similar test at 56 km/h (35 mph). The vehicle is ambitious in technology for such a miniscule size, but Suzuki’s marketing plan is cautious. It plans on selling 200 units per month, the Hybrid having to be ordered. The base gasoline

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model with a manual five-speed transmission and without air-condition- SM ing is priced at 490,000 yen (about We’ve got everything covered. $4080), while the top-of-the-range, fully equipped Twin Hybrid automatic commands a price of 1.39 million yen (about $11,580). Its interesting to note that DaimlerChrysler-Japan sold 7000 Smart two-seat mini cars in 2002, 60% of which were models specially tailored to the Japanese K-class specifications (narrower rear track and fenders). A Suzuki insider confides that the company is capable of doubling the Twin produc- tion if demand exceeds current supply. Another interesting vehicle intro- duced by Suzuki with the Twin is the Choi-nori (Japanese for “short hops”). The small scooter features simple, lightweight construction through the component reduction that can be Seat Belts.Airbags. offered at a competitive price. Archrival has turned to a Southeast Asian manufacturing base to achieve these Caplugs. objectives, but Suzuki ventured to do it in its home country. Proven automotive A simple and lightweight two-stroke engine would have filled the bill if not for poor exhaust emissions, so a new protection. air-cooled, OHV, single-cylinder engine 3 Caplugs offers a comprehensive selection of products to protect your of 49-cm displacement was developed. automotive parts and equipment – from tier level to vehicle assembly. We The type Z401 engine’s die-cast have worked extensively with automotive manufacturers and suppliers to aluminum bore is coated by a process provide both stock and custom product protection solutions.Whether it’s to called “Suzuki advanced plating.” The protect your automotive parts during the production process or for use on process employs surface pretreatment the end product, Caplugs has exactly what you need. by positive electrode etching, using silicone as anchor, and dispensing Caplugs’ vast product lines of caps, plugs, wraps, edge liners, netting conventional multistage chemical and tubing are all available in a wide selection of materials, sizes, colors and treatment—halving pre-treatment time. styles to meet your unique needs. We offer everything from The plating fluid (nickel, phosphorus, injection-molded plastic and dip-molded vinyl to complete custom and silicone carbide) is force-fed into capabilities – from design through production. For more information, call the cylinder bore at high speed, which 1-888-CAPLUGS or visit www.caplugs.com. Whatever your application, is five times faster than conventional we have it covered. submergence, according to Suzuki. The carbureted engine is kick-started and produces 1.5 kW (2.0 hp) at 5500 rpm

™ and 2.9 N•m (2.1 lb•ft) at 3500 rpm to ™™ ™EDGE ™™ CAPS PLUGS WRAPSLINERS NETTING TUBING propel the 39-kg (86-lb) scooter. 216 203 204 206 208 212 Fully automated welding is employed for the scooter’s tubular steel frame, which is fitted with abbreviated plastic panels and fenders. Suspension is ™ employed at the front by telescopic forks ® sprung by coils and lubricated with grease. The Choi-nori is priced at 59,800 yen ($500). 1-888-CAPLUGS • E-mail: [email protected] • Fax: 716-874-1680 Jack Yamaguchi

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Daihatsu revamps Mira is the hard-driving second- platform. Daihatsu has place competitor in hot pursuit of stretched the K-car envelop Suzuki in the Japanese K segment. It to its dimensional limit. The has recently updated its core K car, the wheelbase has been length- Mira hatchback. Four years ago, ened by 30 mm (1.2 in) to 2390 Daihatsu launched the fifth-generation mm (94.1 in) within an overall length Mira on a new platform following a of 3395 mm (133.7 in), placing the 12- slight relaxation of the segment’s or 13-in wheels at the four corners. dimensional limits. To receive favorable Overall width is the same 1375 mm tax and registration concessions, (54.1 in), while the body got taller by 75 manufacturers must meet the revised mm (3.0 in) to 1530 mm (60.2 in). regulations for maximum length of 3.4 The car seats four adults in reason- m (11.2 ft) and width of 1.48 m (4.9 ft); able comfort; the car is exported to maximum height remains 2.0 m (6.6 ft). Europe as a new Daihatsu Cuore with a The sixth-generation Mira’s all-new bigger engine. Rear-seat knee room is platform made the previous one’s life comparable to that of a typical compact unusually short. Daihatsu explains that, car at 890 mm (35 in). Its four doors to maintain its competitiveness and open to a maximum angle of 90°, challenge the leading OEM’s marketing making entry and exit easy. A hatchback Daihatsu added a direct-injection gasoline supremacy, it must have the new body style with folding rear seats engine to the Mira lineup. provides versatile people and luggage- carrying capacity. engineered twin, the Avy, come in three- Proliferation is the order of and five-door hatchback styles, front- the day, as much in the K and all-wheel-drive, and with wheel, tire, segment as in larger vehicles. and trim-level choices. The Mira and its badge- The EF series 658-cm3 three-cylinder engine powers all, but in several stages of tune, including a turbo unit and the The Daihatsu Mira is a K car conforming to Japan’s light car segment’s first gasoline-direct-injection dimensional and displacement version, the latter for a mileage classification. champ model. The base EF-SE is a SOHC two-valve unit fed by electronic fuel injection and produces 35 kW (47 hp) at 6400 rpm and 56 N•m (26 lb•ft) at 4800 rpm on a modest 9.5:1 compression ratio. Next up in the performance scale is the EF-VE DOHC four-valve version featuring a continuously variable intake- valve-timing device and putting out 43 kW (58 hp) at 7600 rpm and 64 N•m (47 lb•ft) at 4000 rpm on a higher 10.5:1 compression ratio. Three trans- missions are specified for this engine: a manual five-speed, Daihatsu’s in-house torque-converter/planetary-gear auto- matic, and a CVT. The Aichi Kikai (Machinery) CVT employs a dry, pull-type composite belt and has a ratio spread

Mira’s safer structure faces off with parent company’s Camry-size Mark II sedan in a 50-km/h (31-mph) offset crash.

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307gvkja(0) 17 6/20/03, 3:06 PM global vehicles Austempering— global vehicles When “Strong As Steel” Isn’t Strong Enough

from 2.419: to 0.548:1. The EF-VE/CVT equipped front-drive model achieves a fuel consumption of 24 km/L (57 mpg) on the Japanese urban test cycle. The “D” of EF-VD stands for direct injection, operating on a stoichiometric air-to-fuel ratio to produce 2 hp more than the conventional DOHC version; output is 44 kW (59 hp) at 7600 rpm and 65 N•m (48 lb•ft) at 4000 rpm on a high 11.0:1 compression ratio. Thus powered, the three-door, manual transmission Mira V-type meets Japan’s U-LEV classification while achieving 30.5- km/L (72-mpg) fuel economy. The model features a Stop-and-Go system that cuts off and restarts the engine at stops. The vehicle carries less standard equipment; although base “essentials” such as power steering and air-conditioning are included, a radio and power windows are not. The ultra low-emission and high-efficiency model carries a price tag about $1800 dearer than a comparable conventionally engined, but more generously equipped, Mira model. The most powerful is the turbo For Stronger High-Performance Parts, model with the DOHC triple’s output raised to 47 kW (63 hp) at 6400 rpm We Turn Up The Heat and 103 N•m (76 lb•ft) at 3200 rpm on Extreme performance applications require an 8.5:1 compression ratio. Output is voluntarily curtailed by an unwritten extreme strength. Let Applied Process agreement among Japanese light- show you how Carbo-Austempering™ vehicle manufacturers. can make your steel components The chassis is straightforward light stronger, tougher and longer lasting vehicle, with ubiquitous MacPherson struts up front and a twist-beam/trailing- under extreme conditions. We’re arms arrangement at the rear, sprung the leader in austempering with coils checked by tubular shock technology with 30 years of absorbers. Suspension travel has been research, development and increased by 20% to endow the car with production experience, plus a better ride. Interestingly, Daihatsu adopts electrically assisted power ISO/QS certification. steering selectively, on only CVT, all- wheel-drive, and direct-injection models. Contact Applied Process today. Another important motive for Put our strength to the test. Daihatsu to go all new with the sixth- generation Mira platform is one- upmanship in crash safety. The all-steel welded body places its structural mem- bers to ensure optimum protection in case of collision. In addition to meeting all

SM crash requirements in Japan and Europe APPLIED PROCESS INC (the latter an important export market), www.appliedprocess.com Daihatsu conducted car-to-crash tests—a Tel: (734) 464-2030 50-km/h (31-mph) frontal offset and 50- Michigan Wisconsin Kentucky km/h (31-mph) side impact—against a Australia England parent company sedan in the ES300 size and mass class. Jack Yamaguchi Circle 218 18 JULY 2003 aei

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Toyota Caldina for ? Toyota describes its new Caldina as from the sedan arena to multi-purpose stylists’ imagination soar to the chagrin “The Touring Machine”—a crossover vehicles, so why not enhance a sedan’s of some of the conservative school vehicle combining the youthful look of a utility and versatility? The Allion/Premio within the company. The dashboard has sports sedan and utility of a wagon. And features a split rear seat arrangement a video arcade flavor that may have in the top GT-Four N-edition, it’s an that can be folded completely flat, attracted the Scion group of planners. outright performance machine. Toyota although the car retains a conventional For a wagon, it has short overhangs for U.S.A.’s Scion brand has discovered the lidded trunk. superior vehicle dynamics. package and likely adopt it as the Shigeyuki Hori, the chief engineer As for dynamics, Hori invited to the new brand’s third vehicle—though with for this new platform, has worked on team two exceptionally talented and suitable cosmetics inside and out. such advanced engine projects as intrepid development engineers— The Caldina shares its platform with ceramic and methanol-burning engines Hiromu Naruse and Shigeo Munechika— the midsize Japanese-market Allion/ before moving on to the product whose services were normally reserved Premio sedan twins. As in the U.S., there development side. His project, the for the likes of the MR-2, Supra, and has been an exodus of Japanese buyers Caldina, is no ordinary wagon. He let his Lexus IS300. The development team

Toyota U.S.A.’s Scion brand will likely adopt the Caldina crossover vehicle as its third model.

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Generated.

The Caldina accommodates four to five people.

and prototype cars were sent to the south of France for on- road fine-tuning (the platform will serve Toyota’s next-genera- tion European midsize). The Caldina is a transverse-engine, front-/all-wheel-drive car with independent suspension. The five-door hatchback is 4510 mm (177.6 in) long on a 2700-mm (106.3 in) wheelbase, 1740 mm (68.5 in) wide, and 1445 mm (56.9 in) tall. Mass varies between the base front-drive model’s 1240 kg (2735 lb) and the performance all-wheel-drive GT-Four’s 1480 kg (3263 lb). The body shell is reinforced by a number of strategically positioned braces and members. Hori and Naruse shared an interesting analogy of body constructions: lobster versus fish cake. “Lobster has a very hard and bending shell but a soft belly section, perfectly suitable for its purpose, but that is one construction we do not want,” said Hori. Fish cake, a Japanese delicacy, is a ground fish formed and steamed to a smooth surfaced, Quonset- Automatic Production Code Generated with hut-like shape on a sturdy wood block. “What we want is an extremely rigid base structure, like this block, in a car. It carries the TargetLink from dSPACE – chassis components and powertrain,” said tuning-meister Naruse. Cutting-Edge Technology for Software Development “No matter how hard you try, a body shell cannot be totally rigid; it gives to certain input. ”Take the front suspension towers. Large input to one of the ■ ECU production code straight from the towers as in hard cornering pushes it. Normal practice is to tie the ® ® Simulink /Stateflow block diagram two towers with a brace ■ Simplified code implementation on rod to increase stiffness. OSEK/VDX-compliant operating systems The bar transfers force to ■ MISRA C compliant the other tower, and they lean together,” said ■ Target-specific code with target Naruse. In the GT-Four, optimization modules N-edition (N stands for ■ In production vehicles for several years Naruse), the tower bar is made up of two tubes Streamline your development process At the front, the Caldina has with TargetLink. Enjoy benefits such as independent suspension model-to-code consistency, high code and a tower bar with mid- efficiency, OIL and ASAP2 file generation mounted coil spring for high-g compliance. and automatic documentation.

dSPACE Inc. Phone: 248 567-1300 [email protected] www.dspaceinc.com

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connected via a sliding plastic sleeve. At N•m (148 lb•ft) at 4000 rpm. The GT- mid-length of the bar is a preloaded coil Four and N-edition are powered by the spring, which braces the towers sufficiently venerable 3S-GTE 1998-cm3 four-cylinder for normal driving conditions. For high unit that first propelled a performance- lateral acceleration, the spring gives slightly oriented Celica coupe back in 1994 and so that one tower does not affect the has since been continuously improved. In opposite one, improving the tires’ the latest tune, it produces 191 kW (256 adhesion and the vehicle’s controllability. hp) at 6200 rpm and 324 N•m (239 The N-edition is equipped with inverted, lb•ft) at 4400 rpm. high-pressure gas-filled shock absorbers at Japan is an automatic transmission the rear that were jointly developed by country; more than 95% of passenger Toyota and the specialist Kayaba. The rear cars are equipped with two pedals. All A Toyota first is the Caldina’s knee- protecting airbag for front passengers. suspension is by short and long arms, with Caldinas are so equipped, and all use the front having ubiquitous MacPherson four-speed units. Curiously, neither Toyota struts and L-shaped lower arms. nor offers five-speed stepped what is behind the vehicle via CCD Three engine types are offered for the automatics in their transverse powertrain camera. The lane-monitoring system uses Japanese Caldina. The base engine is the passenger car models, although their a rearward-facing camera to recognize type 1ZZ-FE DOHC four-valve four- affiliates AW and offer lane dividers and warns the driver with a cylinder unit displacing 1794 cm3. This is them—though they do offer such buzzer should the vehicle come too close one of the latest Toyota I4s with forward transmissions in new SUV models, to the line or cross over it. The system uses intake and rearward exhaust arrange- including the recently announced Lexus the taillights and license plate light as light ment as well as VVT-i electronically RX330, and in their rear-drive cars. sources. The lane-monitoring system is not controlled “smart” variable intake valve One “first” for the Caldina is a knee a see-it-all device, having its own surface phasing. It produces 97 kW (130 hp) at airbag for the front passenger. Another and weather limitations. Another useful 6000 rpm and 170 N•m (125 lb•ft) at significant safety feature is the visual guidance system, especially in built-up city 4200 rpm. The 1AZ-FSE is widely used in guidance/warning system package, offered and town areas, is the blind-corner Toyota’s Japanese midsize vehicles and is in conjunction with an optional audio- monitor. A CCD camera sees the crossroad a gasoline direct-injection type. The visual information system, and using the ahead when the car comes to a stop, and 1998-cm3 four-cylinder unit produces latter’s liquid-crystal color display. The shows the view in the information display. 112 kW (150 hp) at 6000 rpm and 200 reversing monitor shows on the display Jack Yamaguchi Pontiac revises Grand Prix The ninth-generation Pontiac Grand Prix arrives as a 2004 model year midsize sports sedan with new parts representing 80% of the package. No longer sold as a coupe, it is offered in GT, GTP, and GTP Competition packages. The revised 2004 Pontiac Grand Prix will only be The Competition includes advanced sold in a sedan. MagnaSteer II steering, StabiliTrak Plus four-channel vehicle stability system, 17- and an improved coating on the rotors. larger 297 vs. 278 mm (11.7 vs. 10.9 in) in wheels and tires, and TAPshift (Touch The base engine is a 3.8-L V6 that front brake rotor diameter; aluminum Activated Power) steering-wheel shift produces 200 hp (149 kW) at 5200 rpm rear calipers save 3 kg (6.6 lb) versus the paddles. It features a fifth-generation and 225 lb•ft (305 N•m) at 4000 rpm. previous cast iron units; and an alumi- Eaton supercharged 3.8-L V6 engine The engines mate to a transverse- num engine cradle saves 7.3 kg (16.1 lb) that generates 260 hp (194 kW) at 5400 mounted Hydra-Matic 4T65-E four-speed versus the previous stamped steel rpm and 280 lb•ft (380 N•m) at 3800 automatic driving through the front sections. rpm. “That’s a 20 horsepower increase wheels. “Speed-based electronic control “The new front stabilizer bar con- over today’s [supercharged] engine,” introduces drive-by-wire technology to nects to the strut. What that does— said Mark Vander Eyk, V6 engine the Grand Prix,” said Ed Hufnagle, Chief because it’s moving one to one—is engineer. The latest supercharger has a Engineer. There are 19 separate pedal [allow us to] use a smaller stabilizer bar,” 75 vs. 70 mm (2.95 vs. 2.76 in) bore response curves via throttle position and said Kris Heberling, Vehicle Performance and a single close-coupled catalytic pedal sensors. “The response is always Manager. On the previous-generation converter. Upgrades to the supercharger linear,” said Scott Miller, Drive Quality Grand Prix, the stabilizer bar connected include a 13% reduction in power Development Engineer. to the lower control arm. The new 20 needed to spin the supercharger, a larger Although the architecture is a mm (0.8 in) diameter stabilizer bar and less restrictive outlet port, a retuned carryover, chassis and suspension enabled a 1.25-lb (0.57-kg) savings. inlet port that yields improved airflow, alterations have the Grand Prix using a Kami Buchholz

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Mercedes in the Crossfire Although the Chrysler Crossfire has a are carried over from Mercedes from existing Mercedes designs, the Mercedes-Benz powertrain and the models, and that includes the HVAC, mounting points were relocated and floorpan of the CLK/SLK/C-Class steering column, and suspension arms. parts were tuned the give the vehicle its platform architecture, “everything you When the Crossfire was unveiled at own ride/handling characteristics. Unlike see and touch is new, and unique for the 2001 North American International the CLK, Crossfire has different size the Crossfire,” said Program Manager Auto Show in Detroit, it was strictly a wheels front vs. rear—18-in wheels in Art Anderson. Only 39% of the parts Chrysler Group concept car. Because it front, 19-in in the rear. These naturally require a more complex, very specific calibration of the ABS and ESP (elec- tronic stability program). The front suspension is from the CLK, but the multilink rear suspension— although it uses CLK arms—actually is a Although the modified version of a former S-Class Chrysler Crossfire type. That also saves engineering time (shown with the Pacifica) has a and money. Mercedes-Benz The chassis from the seatbacks to the powertrain and rear bumper was designed specifically floorpan, only 39% of the parts for the Crossfire. The unique character are carried over of the design is apparent in the rear from Mercedes quarter panels—they flare up and flow models. along the top to the front. It is a shape

The large, complex shape, including the rear quarter panel that flares rearward toward the deck lid and up and along the roof to the windshield, requires six “hits” in the press to form. drew “we have to build this” response that requires six “hits” from the body The Crossfire floorpan between the rails, from cowl/dash structure to the end of the from management, the discussions press, according to Friedrich Wegert, seats, is from the pre-2003 Mercedes CLK. began on “how can we do it for a Technical Development Project Director competitive price.” The car would be of Wilhem Karmann GmbH. It is the relatively low volume, yet had to be German specialty car assembler for salable for the mid-$35,000 range to Mercedes-Benz and others, and it has compete with the Audi TT, among the contract to produce the Crossfire for others. That’s when DaimlerChrysler the Chrysler Group. began to consider using some Mercedes The engine is the Mercedes-Benz components and other “out of the bin” 215-hp (160-kW) 3.2-L three-valve V6, parts. It took just three months from the and the transmissions are a six-speed unveiling of the concept to work out the manual or five-speed automatic. The technicalities of this build strategy. seats have a Lear frame, but some However, even the floorpan has been components and materials are new, modified, using the Mercedes pan specific for the Crossfire. design (from cowl to back of the seats) The car will be sold worldwide, both only between the frame rails, with new in left-hand-drive and right-hand-drive The engine compartment of the Crossfire is side sections specifically designed for the versions. For openers, Karmann has a modified Mercedes C-Class design with Crossfire. Although the engine compart- capacity for the desired 20,000 units, relocated suspension mounting points to establish the car’s own ride/handling ment is basically C-Class, and the Wegert said. characteristics. steering and suspension components are Paul Weissler

22 JULY 2003 aei

307gvkja(0) 22 6/20/03, 3:07 PM ECOFORM® TECHNOLOGY Power Cell Innovation

MAHLE has developed a new lightweight piston concept for modern gasoline engines. The MAHLE Ecoform® Piston utilizes new foundry tool technology to provide a casting design featuring deep recesses in the window areas behind the ring grooves. This concept is best applied to larger bore diameter pistons in combination with a stepped, small end connecting rod. Therefore, the shortest wrist pins are possible. It can also be combined with ready-cast box wall openings, allowing for even further weight reduction. Thus, MAHLE’s Ecoform® is also the ideal piston for achieving the lowest possible reciprocating masses. The benefits of our new technology are now being realized in engines currently in volume production. Put MAHLE’s Ecoform® Technology to work in your next engine.

www.us.mahle.com

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Jaguar builds LPG racer A new Jaguar sports racecar fueled by by a 245-hp (183-kW) version of the 3.0- a mid-engine configuration driving the liquefied petroleum gas (LPG) has been L V6 engine fitted to the Jaguar X-Type rear wheels through a race specification revealed in the UK. The Palmer Jaguar sedan. Cosworth Racing adapted the six-speed sequential shift gearbox. The JP1, named after former F1 driver power unit—which produces 14 hp (10 engine has a lightened flywheel and Jonathan Palmer, is a track car powered kW) more than the road car version—to revised inlet and exhaust systems. The JP1 has a mass of 659 kg (1450 lb), which makes for a power-to-weight ratio of 370 hp/tonne. Performance figures include a 0-60 mph (0-97 km/h) time of 3.6 s and 0-100 mph (0-160 km/h) in 6.8 s. Jaguar “anticipates” a maximum speed of 180 mph (290 km/h). The car’s bodywork is of glass fiber covering a steel-tube spaceframe chassis with fully adjustable independent suspension all around. Palmer approached Jaguar with plans for the car, and the company decided to build several. They will be used by Palmer for track days and corporate events, and a small number The Jaguar JP1 and the Jaguar X-Type sedan share the same V6 3.0-L engine, but the will be offered for sale. lightweight JP1 with slightly more power reaches 60 mph (97 km/h) in only 3.6 seconds. Stuart Birch

On its way

our test vehicle

prototype design

Cone-ring CVT Continuously into future GEARS GO GIF

Gesellschaft für Industrieforschung www.gif-ac.com Aachengg Alsdorf Wolfsburg g Shanghai [email protected]

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307gvkja(0) 24 6/20/03, 3:07 PM FLAWLESS INSPECTIONS FOR FLAWLESS PARTS

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AMG upgrades E-Class In 1998, Mercedes-Benz purchased a mesh-covered air inlets to provide A positive-displacement, Lysholm-type majority interest in AMG, making it an cooling for both engine and brakes. (or screw-type) belt-driven supercharger integral part of the company. Now, with Each AMG engine is hand-assembled, from IHI in Japan and a crossflow air-to- the launch of the new E55, AMG offers bench-tested, and identified by a water intercooler contribute to the extra the top performance vehicle in each signature plate to validate the company’s power and torque. Other engine Mercedes-Benz model line. strict “one man, one engine” philosophy. component modifications include a more Starting with the E500 as the base The engine factory produces about 100 powerful oil pump, larger intake and platform, the E55 features an up- engines per day for Mercedes-AMG exhaust runners in the cylinder head, graded powertrain and chassis, and vehicles, employing 62 specialist techni- camshafts with longer valve-opening includes as standard a glass sunroof, cians. The capacity of the E500 engine is duration, valvetrain with double-spring special AMG gauges, leather sport increased from 5.0 to 5.5 L by using a assembly and lightweight retainers, and seats, and the Harman Kardon Logic custom forged-steel crankshaft that a modified engine control unit. The dual 7 audio system. Unique twin-spoke 18- increases stroke by 8 mm (0.31 in). twin stainless-steel exhaust has multiple in wheels are 8 in (200 mm) wide at Dynamic balancing of the crankshaft and catalytic converters to enable the car to the front, and 9 in (230 mm) wide at equal-weight matched sets of connecting qualify as a Low Emissions Vehicle, and the rear. Sculpted side skirts that blend rods and forged pistons help to minimize the sound is tuned to emulate an into the modified apron at the front and vibration. The modified engine produces offshore racing boat. rear are the only changes to the body 469 hp (350 kW) at 6100 rpm and 516 The high-capacity five-speed auto- shape. The front apron has enlarged lb•ft (700 N•m) from 2650 to 4500 rpm. matic transmission from the E500 has been modified to provide a manual Sculpted side skirts mode, and is reprogrammed to provide and larger air intakes 35% quicker gear changes. In manual on the front apron mode, gear changes can be made using distinguish the E55 from the E500. the steering-wheel-mounted shift buttons. The transmission also has an “optimum gear selection” program that automatically downshifts to select the best gear for maximum acceleration in any situation. To maintain balance under high cornering loads, shifting is pre- vented when in mid-corner. The light- weight torque converter can lock up in all forward gears when required. Braking is provided by the Bosch electrohydraulic system with electronic stability program (ESP) that is standard across the new E-Class model line. For the E55, AMG has increased the diameter of the front discs to 14.2 in (360 mm) and the rear discs to 13.0 in (330 mm). All discs are perforated as well as vented, and the front brakes feature eight-piston fixed calipers, with four-piston fixed calipers at the rear. The ESP is programmed specifically for the E55 to take into account the extra power, handling dynamics, and braking performance available. Chassis modifications include an AMG-developed version of the Airmatic suspension, with new air-spring struts and higher-rate stabilizer bars. A The Mercedes- reinforced steel rear subframe replaces Benz E55 AMG is the standard aluminum component, and powered by a 5.5-L supercharged a rear differential oil cooler is added. V8 engine. David Alexander

26 JULY 2003 aei

307gvkja(0) 26 6/20/03, 3:07 PM Dudley dreams of being able to stop at every park and fire hydrant.

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In addition to automotive applications, our high performance thermoplastics are used worldwide in a vast array Celcon® POM • Vectra®/Vectran® LCP of industries. From appliance component to fluid handling, electrical to medical, industrial to IT. More and more GUR® UHMW-PE • Celanex® PBT Fortron® PPS • Vandar® PBT people everyday are enjoying advantages from Ticona that are making dreams come true. Riteflex® COPE • Impet® PET Celstran®/Compel® LFRT To discuss your automotive requirements or request a product sample, call Tom Miller at 248-377-6865 Topas ® COC or visit us online at www.ticona.com/automotive. www.ticona-us.com Circle 227

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Audi A3 gets DSG “Many people focus on the engine, but sector, although it has been available in The significant engine development the gearbox is also very important,” said the TT since 2002. It is some 20 kg (44 lb) for the new A3 is a 2.0-L direct-injection Ulrich Eichhorn, until early this year Head lighter than the previously used five-speed gasoline unit called FSI based on the of R&D at Volkswagen, now Member auto, partly due to a lower component aluminum engine fitted to the A4 and of the Board for Engineering for VW count, but also because “component A6. It uses common-rail technology and a Group member Bentley Motors. “Most weight optimization” has been applied. single-piston high-pressure injection significant is the double-clutch gearbox.” The transmission has a Dynamic Shift pump. The cylinder head is new, features Audi’s new A3 hatchback/coupe comes Program that facilitates direct shifts, for four-valve technology, and uses low- with a wide choice of transmissions: the example, from sixth to third, and when friction cam followers and a continuously six-speed double-clutch unit called the shifting down on the overrun the throttle adjustable intake shaft. The engine Direct Shift Gearbox (DSG); six-speed is briefly blipped to smooth the changes. produces 110 kW (147 hp) and 200 N•m Tiptronic with torque converter; and five- There is a D (Drive) mode for fully auto- (149 lb•ft) at 3500 rpm. Zero to 100 km/ and six-speed manuals. Full details of the matic shifting and an S (Sport) setting. h (62 mph) takes 9.1 s, top speed is 211 A3 have now been released. Both five- and six-speed manual km/h (131 mph), and composite cycle fuel The DSG, which is also available on the gearboxes are also available. Quattro consumption 6.9 L/100 km (34 mpg). two-seat Audi TT coupe and roadster, permanent four-wheel drive is available The engine features a new air-guided provides both manual and automatic for the 3.2-L gasoline-engine A3 and for combustion process that Audi says shifting. It is based on a three-shaft the 2.0-L turbodiesel. allows stratified and homogeneous lean gearbox and has a double multi-plate operation with excess air at part load. clutch system with electrohydraulic control. Continuously adjustable flaps in each It can hold two gears in mesh simulta- intake port, together neously, and gearshifts can be made under with the special shape power without a power break. Like the TT, of the piston crown, control is via the central shift lever or ensure optimum paddles positioned behind the steering charge movement wheel. DSG is an option on the 3.2-L in the combustion quattro gasoline-engine A3 and the 2.0-L chamber. During turbodiesel, each achieving peak torque of stratified-charge 320 N•m (236 lb•ft). operation, the FSI The Tiptronic transmission marks the engine’s most first time a six-speed automatic has been economical mode, offered in the A3’s premium compact fuel is not injected until the compression

The direct-injection 2.0-L gasoline engine of the A3 features an air-guided combustion process that allows stratified and homogeneous lean operation.

The A3 chassis, here with quattro all- wheel drive, shares many components with the next VW Golf. Audi sees its new A3’s styling as more “aggressive” than its predecessor, mixing hatchback and coupe forms.

28 JULY 2003 aei aei JULY 2003 28

307gvkja(0) 28 6/20/03, 3:08 PM “MagneRide’s breakthrough benefit is simplicity.” — Automobile Magazine

It’s no wonder that Delphi’s industry-leading MagneRide™ suspension has

been named Automobile Magazine’s 2003 Technology of the Year. This unique

monotube suspension control system all but eliminates the traditional

compromise between ride and handling. By controlling the alignment of magnetically

charged particles suspended in fluid, MagneRide provides instantaneous and continuously

variable damping — creating a whole new level of unparalleled responsiveness and

agility. As Automobile Magazine also said, “Other makers inevitably will consider this

elegant approach to improved ride and handling.” Face the inevitable: visit www.delphi.com.

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lb•ft) available from 1750 to 2500 rpm. Audi says the pump injector has been developed specifically for the four-valve- per-cylinder configuration. A six-speed manual gearbox is standard. A significant element of the A3’s chassis is the use of ZF’s electromechani- cal steering with speed-sensitive assistance. Because it only requires energy when the steering is turned, fuel saving is put at 0.2 L/100 km. Sensors monitor steering input forces and the speed at which the steering wheel is turned, using the data to calculate power assistance that is supplied by an electric motor and transmitted via worm gearing to the steering pinion. The car’s speed is also taken into the equation. The A3’s major suspension upgrade is a four-link rear Another innovation is the active return arrangement. travel of the steering with intuitive zero point, says Audi. The lateral incline of road surfaces and constant side wind thus no longer impair the vehicle’s directional stability. The A3 uses a new four-link rear axle. The new car has a wheelbase stretched by 65 mm (2.6 in), width greater by 30 mm (1.2 in), but is The A3’s interior carries some design cues from the Audi TT. 10 mm (0.4 in) lower than the old car. The A3’s standard front seats have phase, and is then transported to the loads, the FSI engine also operates in the two separate shells around the backrest spark plug by the air turbulence pro- homogeneous mode. The engine has and beneath the squab, each padded duced in the combustion chamber. This three catalytic converters, and transmis- with cold-foam materials. The A3 is causes an ignitable mixture to form sion is a six-speed manual or Tiptronic. initially available as a three-door coupe- around the plug, with a substantial air The 2.0-L turbodiesel has a 16-valve style hatchback, but a five-door will join surplus in the rest of the combustion cylinder head and produces 103 kW (138 the range. chamber. At full load and at high partial hp), with peak torque of 320 N•m (236 Stuart Birch Porsche upgrades GT3 upped 400 rpm to 8200 rpm. To handle the increased output, the transmission is fitted with oil cooling and injection oil lubrication as well as some structural reinforcements. Suspension is 30 mm (1.2 in) lower than that of the 911 Carrera. The braking system has been upgraded with six-piston monobloc calipers at the front. Front discs are The new Porsche 911 larger by 20 mm (0.8 in) at 350 mm GT3’s adjustable rear (13.8 in) and have cooling ducts. wing gives enhanced downforce. Ceramic brake discs are an option. A large rear wing is fitted for additional downforce based on aerodynamic The extensively modified Porsche 911 mph) and a 0-100 km/h (0-62 mph) time experience gained from the motorsports GT3 gets an engine output upgrade to of 4.5 s. Maximum torque is 385 N•m GT3 Cup model, and the front apron has 381 hp (284 kW)—21 hp (16 kW) more (284 lb•ft), with 80% available from been modified; the overall effect on drag than its predecessor. The new car has a 2000 rpm. Its 3.6-L engine remains is to provide a Cd of 0.30. claimed top speed of 306 km/h (190 naturally aspirated, but its rev limit is Stuart Birch

30 JULY 2003 aei

307gvkja(0) 30 6/20/03, 3:08 PM Electrical Motors of the Future We’re Ready

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