THE POWER of 10 Arch Rivals Collaborate (Again) on a Triple-Overdrive 10-Speed Automatic for Cars and Trucks

AUTOMOTIVE

ENGINEERING® THE POWER OF 10 Arch rivals collaborate (again) on a triple-overdrive 10-speed automatic for cars and trucks

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VOLUME 3 CONTENTS @SAEAutoMag @saeaei SAE Magazines ISSUE 2 3 EDITORIAL 6 4 WHAT’S ONLINE 6 TECHNOLOGY REPORT INTERIORS Quest for “new-car smell” dictates interior- materials changes ELECTRONICS New AUTOSAR platform: more freedom for vehicle electrical architectures 12

POWERTRAINS FEATURE 10 Doing it again—this time with 10 After a successful decade-long collaboration on 6-speed transaxles, Ford and GM partner again on an all-new 10-speed automatic. Here’s a look inside the gearbox and the project.

MANUFACTURING FEATURE 18 Large-scale additive 29 manufacturing for rapid vehicle prototyping A case study from Oak Ridge National Laboratory bridges the “powertrain-in-the-loop” development process with vehicle systems implementation using big area additive manufacturing (BAAM). 30 GLOBAL VEHICLES • Steel-intensive Mazda CX-9 sheds mass, 33 debuts novel turbo setup • Shell Oil shows radical city-car concept 36 PRODUCT BRIEFS Spotlight: Composites 42 AD INDEX & UPCOMING

2 July 2016 AUTOMOTIVE ENGINEERING

EDITORIAL Disruption is one thing, but... A late-spring brouhaha between Tesla More telling to me was what the short- Motors and an intrepid reporter blew over selling angle suggested about Musk—that fairly quickly—but not before highlighting his underlying concern was how the faulty- some unaccounted costs of car-making suspension story affected his company’s that the tech world tends to gloss over on stock price, rather than whether the Model the path to auto-industry disruption. S suspension design or a manufacturing ex- In uncovering Tesla’s largely undocument- ecution was faulty. (Tesla did, as a result, ed practice of expecting customers to sign modify the language of its NDAs.) non-disclosure agree- Musk seems to be im- ments (NDAs) before the mensely concerned company would make about how negative certain repairs outside the news might affect his standard warranty cover- company’s financial posi- age, The Daily Kanban’s tion. Such a worry, die- NHTSA found no evidence of Tesla Ed Niedermeyer shed sel-emissions cheating Model S front suspension design flaws. light on what could have excepted, generally been interpreted as Tesla’s attempt to shield doesn’t cause lost sleep for multinational potentially faulty engineering from the in- auto companies and their asset-backed creasingly scrutinous watch of the National manufacturing and development empires. Highway Traffic Safety Administration. And it’s one of the starkest reminders yet A swifter-than-expected NHTSA investiga- of why even fabulously rich tech compa- tion found no evidence of intrinsic design nies such as Apple and Google are unlikely problems with the Tesla Model S front sus- to ever undertake the development and pension. But the evolving situation exposed manufacture of entire vehicles. uncomfortable realities behind Tesla’s ap- Some disruptors understand the “cars proach to being a mass market OEM. aren’t cell phones” adage and are working There was a thin-skinned social-media on how to profitably participate in automo- tongue lashing that’s become a hallmark of tive development—without taking over. CEO Elon Musk’s first response to detractors, Others, like Musk, have ushered in wonder- including his accusation that Niedermeyer ful slices of disruption. But taking over has was in cahoots with Wall St. short-sellers. costs even billionaires can’t comprehend. Mature car companies know better. Bill Visnic, Editorial Director

AUTOMOTIVE ENGINEERING July 2016 3 WHAT’S ONLINE VIDEO SAE Eye on Engineering: Toyota’s unique i-Road

One of the coolest new urban mobility solutions we’ve seen in a long time is the i- Road. In this episode of SAE Eye on Engineering, Editor-in-Chief Lindsay Brooke looks at the electric 3-wheeled concept car made by Toyota. The video can be viewed here or at video.sae. org/12178. SAE Eye on Engineering airs in audio-only form Monday mornings on WJR Access archived episodes at www.sae.org/ 760 AM Detroit’s Paul W. Smith Show. magazines/podcasts.

WHAT'S NEW New NXP system drives sensor fusion for autonomous vehicles Silicon suppliers are stepping up to help facilitate vides all the silicon in the sys- progress in the road to autonomous driving. NXP tem. The module underscores Semiconductors has unveiled its BlueBox, which han- chipmakers’ growing focus on dles sensor fusion, analysis and complex networking. systems. Last year, Renesas NXP, which became the largest automotive semicon- teamed up with a number of ductor supplier last year by acquiring Freescale, pro- partners whose sensors and other components augment its autonomous driving platform. As safety systems that make decisions on braking and steering pave the way for more autonomous driving, central controllers collect input from multiple sensors and stitch it together so it NXP’s BlueBox system collects data from multiple sensors, can be analyzed. These control- combining inputs so safety decisions can be determined. lers will typically classify vehicles,

4 July 2016 AUTOMOTIVE ENGINEERING WHAT’S ONLINE pedestrians and other ob- inputs and make decisions. A networking device handles jects, then determine wheth- communications while a safety controller combines inputs er and how these objects im- from cameras, radar, lidar and vehicle-to-vehicle commu- pact the vehicle’s movement. nications. The centralized controller, which includes signifi- NXP’s BlueBox utilizes cant RAM, has fairly low power requirements. two main processors to fuse Read the full story at articles.sae.org/14837.

WHAT'S NEW Fungus-inspired improvements in battery performance Carbon fibers derived from a of Materials Engineering. “So Pol and doctoral student sustainable source, a type of there is a dire need to devel- Jialiang Tang have found wild mushroom, and modified op new anode materials with that carbon fibers derived with nanoparticles have been superior performance.” from Tyromyces fissilis and shown to outperform conven- modified by attaching co- tional graphite electrodes for balt oxide nanoparticles lithium-ion batteries. outperform conventional Researchers at Purdue graphite in the anodes. The University have created hybrid design has a syner- electrodes from a species of gistic result, Pol said. wild fungus called “Both the carbon fibers Tyromyces fissilis. Microscope images of a type of and cobalt oxide particles “Current state-of-the-art wild fungus shows that it contains are electrochemically active, lithium-ion batteries must be an interconnected network of so your capacity number fibers ideal for battery anodes. improved in both energy goes higher because they (Purdue University/Jialiang Tang) density and power output to both participate,” he said. meet the future energy stor- The anodes in most of The hybrid anodes have a age demand in electric ve- today’s lithium-ion batter- stable capacity of 530 hicles and grid energy-stor- ies are made of graphite. mAh/g, which is one and a age technologies,” said Vilas Lithium ions are contained half times greater than Pol, an Associate Professor in in an electrolyte, and those graphite’s capacity. the School of Chemical ions are stored in the an- Read the full story at ar- Engineering and the School ode during recharging. ticles.sae.org/14851.

AUTOMOTIVE ENGINEERING July 2016 5 TECHNOLOGY REPORT

INTERIORS Quest for ‘new-car smell’ dictates interior materials changes A Benecke-Kaliko’s Xpreshn surface material accents a soft-touch feel.

The sensory elements of smell, touch, sound Advanced Development & Material and sight are influencing material innova- Development at International Automotive tions for vehicle interiors more than ever. Components (IAC), said in an interview Chinese buyers abhor certain new-vehicle with Automotive Engineering at the 2016 smells. And with forecasters at IHS WardsAuto Interiors Conference in Detroit. Automotive projecting annual light-duty pas- Although it’s unlikely that all OEMs will senger vehicle sales in China to reach 29 mil- have the same VOC specification standards, lion by 2020, there are obvious financial mo- moving to organic chemicals is on the indus- tivations for ridding car and truck interiors of try’s docket, said Ryntz, moderator of a ma- the objectionable odors associated with cer- terials innovation panel at the conference. tain widely-used plasticizers and adhesives. “We’re moving away from VOC-laden PVC “That odor kind of goes hand-in-hand slush [programs] at IAC, and we’re looking with VOC (Volatile Organic Compound) re- to do more with polymeric plasticizers for quirements—and China to a certain extent slush PVC as well as slush TPE-type [proj- is going to lead how VOC limits are set,” ects]. We’re also looking at how the con- Rose Ann Ryntz, Ph.D., Vice President of struction of vacuum formed bi-laminates are

6 July 2016 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

This door bolster is made from kenaf, a natural material. Manufacturer IAC uses adhesives to build up the layers before the unit is assembled into a door panel. The company is looking at how the construction of vacuum formed bi- laminates are put together with adhesives since adhesives can be a source of VOC and odor. put together with adhesives, since the adhe- “It has an ultra-soft lacquer coating, and sives can be a big source of VOC and odor,” the formulation is ultra-soft as is the foam she said. layer. The whole construction is ultra-soft. 3M debuted a new line of low-VOC at- It’s more than just a soft foam, Beckman tachment tapes at the WardsAuto confer- said about Xpreshn Lux. ence. These thin tapes are designed for Company officials claim that Xpreshn armrests, center consoles, instrument pan- Lux, making its global debut in the Cadillac els, door bolsters, and other interior appli- XTS sold in China, is up to 500% softer cations that require bonding and dimen- than Tepeo, Benecke-Kaliko’s low-density sional stability during lamination. polyolefin foil used in surface materials. The recently launched Xpreshn Lux, a Xpreshn Lux is thermoformed and an low VOC surface material in Benecke- up-level Xpreshn version is in the final Kaliko’s Xpreshn product line, gives a soft- stages of development. touch sensation to instrument panels, door The new version “will be cut-and-sew trims and other cabin locales, according to for a TPO-type of material, so that’s defi- Dominik Beckman, the company’s Global nitely different than the traditional pro- Director of Marketing and Innovation cessing method of vacuum-forming,” Management. Benecke-Kaliko is part of the Beckman said. ContiTech group. Kami Buchholz

AUTOMOTIVE ENGINEERING July 2016 7 TECHNOLOGY REPORT

ELECTRONICS New AUTOSAR platform: more freedom for vehicle electrical architectures Because they require controllers that deployment of the standard. communicate with each other more ran- “It’s important not to think of AUTOSAR domly than the fairly dedicated links be- Adaptive as a replacement for AUTOSAR,” tween current-day modules, advanced- said Alexander Much, head of software safety, connectivity and autonomous fea- systems engineering for car infrastructure tures are altering vehicle electronic archi- at Elektrobit. “Currently, vehicles have very tectures. That’s prompted the Automotive static architectures where brake and steer- Open System Architecture (AUTOSAR) ing modules send a lot of messages to development partnership to devise a new nodes that ‘know’ who and where all the standard that adapts to changeable com- units are,” he said. “Now, more dynamic munication patterns. things are coming, where nodes don’t The AUTOSAR Adaptive Platform, cur- need to know where computers they are rently targeted for completion in 2017, is communicating with are located or when designed to help engineers create more they’re going to transmit.” flexible electrical architectures. AUTOSAR “AUTOSAR Adaptive will concentrate a Adaptive will provide a software frame- bit more on ADAS needs in the short work for more complex systems and help term,” said Kurt Krueger, North American engineers increase bandwidth by imple- Product Line Director for Embedded menting Ethernet. Software at Vector CANtech. “Highly au- In forthcoming architectures as diverse tomated driving systems must be de- as infotainment and advanced driver as- pendable and have fail-safe operational sistance systems (ADAS), increased and capabilities. This can only be accom- faster communication will be necessary to plished with high-performance microcon- provide features and functions that can’t trollers, computing power, and high data be handled by dedicated modules alone. transfer rates.” The rapid proliferation of electronic con- Designed to meet key requirements with trols and communications has fueled regard to autonomous driving, the growing acceptance of AUTOSAR and the AUTOSAR Adaptive Platform comes with new upgrade augments existing features such as high data processing

8 July 2016 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

Set to debut in 2017, AUTOSAR Adaptive makes it easier for a range of different application programming interfaces (API) and modules to communicate randomly. capacities, service-oriented communica- complex operating systems using a Posix tion and updates over the air, Rathgeber interface and multicore microprocessors. explained. He added that AUTOSAR strives Its main communication approach is to be a key enabler on the way to the self- based on service-oriented communication driving car by making the new platform and IP/Ethernet. accessible to as many manufacturers, sup- The platform will be capable of support- pliers and developers as possible. ing adaptive software deployment while Among the development committee’s interacting with non-AUTOSAR systems. goals is to create a dynamic system that Terry Costlow includes middleware and supports

AUTOMOTIVE ENGINEERING July 2016 9 DOING IT AGAIN— THIS TIME WITH

A After a successful decade-long collaboration on 6-speed transaxles, 10 Ford and GM partner again on an all-new 10-speed automatic. Here’s a look inside the gearbox and the project. by Bill Visnic

The new Ford and GM 10-speed automatic was developed from a clean sheet and contains a number of advanced features including compact, nested clutches (inset) and a weight-saving torque converter. Lightweight solutions abound in this unit; the 10R (shown) is the first Ford automatic that does not employ a single iron part. (Lindsay Brooke photo)

lmost exactly a decade after Ford and all-new 10-speed automatic General Motors initiated production of that is ultimately earmarked for 6-speed planetary-gear automatics derived some of the respective compa- Afrom the two companies’ first-ever trans- nies’ highest-volume products: mission-development collaboration, the Detroit behe- full-size pickup trucks. moths are at it again. In the coming months, each The new 10-speed automatic company will launch a specialty model showcasing an is the result of a four-year joint

10 July 2016 AUTOMOTIVE ENGINEERING POWERTRAINS FEATURE

The new 10-speed automatic has essentially the same physical dimensions as existing 6- and 8-speed counterparts. It features a gun-drilled main shaft. development program first It is understood that Ford Powertrain led the funda- confirmed in 2013 (see http:// mental engineering and development of the 10-speed articles.sae.org/12015/). It is in- while GM Global Propulsion Systems led that of the tended primarily for rear-drive 9-speed unit. or four-wheel-drive vehicles Both transmissions were developed to wring yet with longitudinally-mounted more efficiency from the step-gear torque-converter engines (see sidebar). The two automatics American drivers so avidly embrace, pro- companies’ engineering teams viding improved acceleration and enabling lower nu- concurrently developed a meric axle ratios for improved highway and city fuel 9-speed automatic transaxle economy. They also address several of the performance for front- or all-wheel-drive and driveability foibles of current multi-speed automat- models with transversely- ics, Kevin Norris, Ford’s manager of 10R transmission mounted engines; applications systems, told Automotive Engineering during an inter- for that transmission have yet view at the 2016 CTI Transmission Symposium where to be announced. Ford presented details of the new 10-speed automatic.

AUTOMOTIVE ENGINEERING July 2016 11 DOING IT AGAIN— THIS TIME WITH 10 separately developing its own 10-speed for medium-duty applications, coded AB1V and expected to debut in late 2019, according to transmission-supplier sources.

Inside the box For engineers starting with this clean-sheet design, expanding the physical package wasn’t Integrated electrohydraulic controls shown in the GM Hydra- Matic 10-speed automatic enable exotically quick shift times, much of an option. The new engineers claim. 10-speed automatic needed to offer a hassle-free fit with exist- Incidentally, Ford has internally coded the transmission ing-vehicle interfaces, so thou- the 10R80, while a GM source said the company’s Global sands of hours of CAE design Propulsion Systems unit has yet to apply an internal generated key dimensions that designation. Their version is currently referred to only as effectively are the same as the a Hydra-Matic but it is expected to be named 10L80 or 6- and 8-speed automatics cur- 90, following GM’s longstanding nomenclature. rently used by both companies. For GM, the 10-speed automatic launches in late This was no mean effort and 2016 in the ultra-performance 2017 Chevrolet Camaro dictated a variety of clever ZL1. Ford’s first application will be similarly severe-du- space-saving solutions: an in- ty: the 2017 F-150 Raptor powered by a new 3.5-L tegrated turbine clutch saved Ecoboost V6. Although neither company has yet con- 10 mm (.39 in) of axial space firmed the transmission’s application for mainstream and chopped a kilogram (2.2- full-size pickups, it’s widely known that’s the end lb) of mass. A special triple- game. GM has said the 10-speed will be used by 18 clutch assembly in the middle different models by the end of 2018. of it all is a primary enabler for Automotive Engineering has learned that Ford is inves- packaging 10-speed content in tigating a 10-speed capable of handling 1000 lb·ft (1356 the same [longitudinal] space N·m) inputs, for use with Super Duty diesel trucks. GM is as 6- and 8-speed automatics,

12 July 2016 AUTOMOTIVE ENGINEERING POWERTRAINS FEATURE

Transmission-schedule trace demonstrates that the 10-speed automatic keeps the engine closer to its optimum efficiency. according to GM engineers. and six clutches—four clutches are rotating and two are The standard-equipment brake clutches. Despite having two more forward ratios electronic pump that coordi- than the 8-speed automatic GM currently uses, the com- nates with the engine’s stop- pany said the new transmission adds just one more start functionality is integrated clutch. This helps minimize package size while reducing directly into the transmission, the spin losses the two companies’ engineers identified as are all the direct-acting hy- as a primary target to improve efficiency. draulic controls. The healthy overall ratio span of 7.4 also came as no ac- The new 10-speed (the top cident, said Ford’s Norris, as powerful kinematic search three ratios are overdrive) is software helped engineers determine optimum ring and housed in a one-piece aluminum sun-gear ratios, gear speeds, spans and ratio progressions case with an integral bell hous- and even evaluate the hardware matrix in terms of cost ing. The primary mechanicals and fuel-efficiency potential. And key for the customer, he consist of four planetary gearsets said, was the focus on kinematics control which “really

AUTOMOTIVE ENGINEERING July 2016 13 DOING IT AGAIN— THIS TIME WITH 10 How the arch competitors “meshed” on the new 10-speed program When Ford and GM transmission engineers kicked reach agreement on common problems,” noted Kevin off their alliance for the new 10-speed RWD and Norris, Ford’s Manager of 10R Transmission systems. 9-speed FWD automatics, they were standing on a He said three key tenets from the 6F/6T program— strong foundation: the highly successful 6F/6T pro- maximizing common hardware and leaving software gram. The joint 6-speed automatic collaboration separate, avoiding producing GM- and Ford-specific launched in 2006 has produced millions of high- parts and “putting our smartest people in the room to quality transaxles and set an in- tackle any problems”—remained pillars dustry benchmark, in the view of of the 10-speed program. Norris’s coun- Automotive Engineering, for terpart at GM, Assistant Chief Engineer arch competitors working to- Jim Borgerson, added that “having a gether on a common product. clear division of responsibilities, holding “We checked our egos at the good to timing commitments, trust and door,” Bob Vargo, GM’s Assistant respect for areas of expertise” played Chief Engineer, observed at the an important role. time. His Ford counterpart, Ram From the onset, the teams estab- “Customers will Krishnaswami (now Director, lished a strong cross-functional struc- routinely see 10th gear Transmission and Driveline at highway speeds.” ture, meeting regularly at the system Engineering) agreed. —Ford 10R program and key-subsystems levels. There are The 10-speed program required manager Kevin Norris also oversight teams for manufactur- structured program management pro- (Lindsay Brooke photo) ing and purchasing as well as others cesses with dozens of milestones. The “to have solid agreement in these im- joint teams use many common suppliers, deal with portant areas. Again, continual communication is the same regulations and sell in the same markets— key to success,” Norris asserted. all of which helped enable the engineers “to generally Because controls and calibration are the key helped us to improve dynamics and responsiveness.” start to decline.” Design soft- The 7.4 ratio spread is about the maximum current ware determined the transmis- research says is usable on the road, Norris added. So, sion’s overall component too, for the 10 forward ratios. “Beyond about 7.5 count also was optimized at (overall ratio), we see little gain,” he said. And while ten speeds. analysis indicated opportunity for gains at more than Transmission junkies will be eight ratios, beyond 10 ratios “we see the benefits interested in the “return” of a

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product differentiators between Ford and GM appli- transparency” on any failures to speed issue reso- cations, the program’s software engineering and lution. When issues surfaced in either company, “cal” teams were kept distinct, the engineers noted, joint reviews were held to quickly develop solu- unless specific experts were drawn in tions, Borgerson noted. “We also had for problem solving. a structured issue-elevation path, Regarding dyno and road testing, leading up to our respective vice unique Ford and GM engines, vehicles presidents,” Norris explained, but he and software meant that each com- said the teams worked so well to- pany performed its own separate vali- gether that this path was rarely used. dations and testing. Some supplier After production begins, Ford and GM testing was commonized. Base trans- will continue to try to maintain the com- mission validation was leveraged by “Both companies mon component set to optimize econo- both companies. respect where the mies of scale. As such, they will coordi- To handle joint ownership of prob- expertise resides and nate further changes going forward. lems, the partners pulled technical ex- relied on the decisions- What would the collaborators do perts from both sides as needed to making process.” differently next time around? drive a solution as quickly as possible. —GM Assistant Chief “Continue to bring the learnings from “Both companies respect where the Engineer Jim Borgerson the previous programs forward,” said expertise resides and relied on the de- Norris. “Should there be another we cisions-making process,” said Borgerson. “This in- will certainly build on strengths developed this time volves very good communication in respect to de- around,” Borgerson added. sign and experience.” “This program has allowed us to understand the As powertrain engineers know well, failures are processes and people much better,” he said, “which a normal part of transmission development. The we believe has resulted in a superior product.” partners maintained what Norris calls “full Lindsay Brooke roller one-way clutch, a bit of the lazy-feeling low-speed throttle tip-in that a throwback in transmission plagues many multispeed automatics. design. The one-way clutch is According to supplier sources related to the an important “schedule en- 10-speed program, GM and Ford are licensing certain abler” for shift programming elements of the 10-speed clutching system from ZF to mitigate driveline lash and TRW, due to the German driveline supplier’s broad Norris claims it also eradicates clutch-technology patents.

AUTOMOTIVE ENGINEERING July 2016 15 DOING IT AGAIN— THIS TIME WITH 10

Tightly-spaced ratios, and more of them, mean more engine power is available in most gears, but particularly in higher gears, smoothing the acceleration experience.

Of spin losses and shift times speeds,” he promised. Although the 3-4% improvement in fuel economy Moreover, the transmission’s compared to 6-speed automatics (an up to 2% gain small steps and intense shift- versus GM’s 8-speed) was the primary raison d’etre schedule optimization mean for Ford and GM’s 10-speed automatic, the clean- the crucial 9-to-10 step is virtu- sheet opportunity was used as a springboard to ad- ally unnoticeable. Said Norris: dress performance, refinement and driveability con- “We’ve reached the point cerns some find with existing multi-speed automatics. where that’s really an imper- GM and Ford engineers concede, however, that most ceptible shift.” incumbent multi-speed automatics generally operate Then there are the outright with laudable refinement. performance advantages of 10 Norris adds that the quality of shifts is on a similar tightly stacked ratios. Data de- high level and that this transmission in all its applica- veloped by GM indicates the tions, unlike some other multispeed automatics, will 10-speed automatic delivers use all its gears. upshift times that are markedly “Customers will routinely see tenth gear at highway quicker than Porsche’s bench-

16 July 2016 AUTOMOTIVE ENGINEERING POWERTRAINS FEATURE

mark dual-clutch PDK auto- compared with its 8-speed automatic. The numbers mated-manual transmission. indicate a first gear ratio of 4.70:1 for the new “With shift times on par with 10-speed compared with 4.56:1 for the 8-speed, the world’s best dual-clutch while direct drive occurs in sixth gear for the transmissions and the refine- 8-speed automatic and seventh gear for the new ment that comes only from a 10-speed. The 8, 9, and 10 overdrive gears have re- true automatic, the 10-speed spective ratios at 0.85, 0.69 and 0.64. delivers incomparable performance on and off the track,” Additional innovations said Dan Nicholson, Vice The two companies’ transmission designers baked in a President, GM Global Propulsion few other advanced features, most aimed at improv- Systems, in a statement. ing efficiency. A variable-displacement vane pump is Norris said those towing with offset-mounted, cutting torque losses and simultane- a 10-speed equipped vehicle ously improving high-speed NVH. New ultra-low-vis- also will be similarly impressed: cosity transmission fluid (surprisingly, not fully syn- “Overall, the trailer-tow experi- thetic) delivers the expected benefit of any lower-vis- ence is more comfortable and cosity fluid, but also cuts the tendency for “squawk.” competent.” The closely An internal thermal bypass hastens warmup, bring- spaced ratios enable lower-rpm ing the 10-speed more quickly to normal operating shift speeds at wide-open temperature, which enhances fuel economy. And in throttle (WOT) and make more addition to the integrated e-pump for ideal collabora- of the engine’s power available tion with engine stop-start functionality, the new au- in the higher gear ratios—en- tomatic also is designed with integrated capability for hanced performance that shift-by-wire control. should be apparent in nearly all In a few months, journalists will have the first on- driving situations. the-road impressions in the 2017 Camaro ZL1 and Although Ford has not yet F-150 Raptor. But you don’t have to wait for the ver- released individual gear ratios dict: Ford’s Norris, with as little bias as is possible for the 10-speed automatic as from the person leading his company’s development installed in the 2017 F-150 team, is certain the all-new 10-speed automatic Raptor, GM Global Propulsion won’t disappoint. Systems did detail gear ratios “It’s really exhilarating,” he promises.

AUTOMOTIVE ENGINEERING July 2016 17 Large-scale additive manufacturing for rapid vehicle prototyping A A case study from Oak Ridge National Laboratory bridges the “powertrain-in-the-loop” development process with vehicle systems implementation using big area additive manufacturing (BAAM).

Cobra frame being printed on the BAAM system. The computer-controlled extruder follows instructions The final product. for path and deposition rate.

n model-based development of vehicle powertrains, Until recently, AM processes through hardware-in-the-loop (HIL) to mule inte- were constrained to relatively gration, a new enabling design tool is emerging small scales for both polymers Ifrom recent advances in large-scale additive manu- and metals. The polymer AM facturing (AM) that has become known as big area ad- processes used in these appli- ditive manufacturing (BAAM). AM creates components cations and studies have been directly from a computer model and is well-suited for limited in scale due to the con- rapid prototyping as it is extremely flexible and enables straint of needing reduced oxy- the rapid creation of very complex geometries with gen and constant heat environ- minimal waste. This technology could be transforma- ments. In addition, there are tive for many sectors including automotive. some issues with residual

18 July 2016 AUTOMOTIVE ENGINEERING MANUFACTURING FEATURE

Extruder Type Single Screw

Fill Rate 40 lb/hr Extruder Temperature 350˚C Bed Temperature 120˚C

BAAM system extruder characteristics. stresses during the AM process with both metals and polymers that have made larger-scale printed parts difficult to produce with precision and dimensions needed for automotive BAAM applications. system extruder. Recent advances in BAAM with polymers and composites have enabled larger scales. Conventional polymer additive directly from a CAD file with these BAAM systems al- systems are capable of produc- lows for direct generation of parts such as welded tube ing workpieces in the size frames and body-in-white as opposed to conventional range of less than a few cubic mule manufacturing processes. To date, however, there feet in volume. The BAAM sys- have only been limited efforts to use large-scale AM for tems from Cincinnati Inc. now vehicles. For example, in 2014, ORNL, Cincinnati and have the ability to print pieces Local Motors printed a vehicle named the Strati at a on the order of 1000 ft3 (28.3 trade show using a BAAM system. m3). The initial BAAM systems This article focuses on the combined use of a were the result of co-develop- BAAM system and HIL for rapid vehicle prototyping. ment by Oak Ridge National HIL is deployed to develop the powertrain and its Laboratory (ORNL) and controls with the same accelerated time frame Lockheed Martin. achieved by BAAM to create the vehicle chassis. The ability to directly print a Opportunities and challenges associated with the large, complex working part use of BAAM for rapid prototyping of vehicles are

AUTOMOTIVE ENGINEERING July 2016 19 Large-scale additive manufacturing for rapid vehicle prototyping

additive machines. These systems are able to produce very large components, including those on the order of a vehicle frame, from pellets and provide a unique resource for rapid vehicle prototyping. The BAAM system used for this project was a polymer-ex- truded nozzle fitted to a multi- axis computer-aided servo sys- Printed Cobra traction motor installed in ORNL component tem. Other key features include test cell in the NTRC loop laboratory. the use of a 0.2-in (5-mm) di- ameter nozzle, resulting in a documented, using a printed Shelby Cobra replica as 0.03-in (0.76-mm) surface vari- the case study. ation. The BAAM system was capable of deposition rates of BAAM for printed vehicle prototype about 20 lb/h. In addition, the The new BAAM system is able to print polymer com- pellets used for printing were ponents at speeds 500 to 1000 times faster and 10 relatively inexpensive, typically times larger than is possible with current industrial under $5/lb.

Additive Manufacturing webinar Additive manufacturing is gaining steam in the Webinar, scheduled for late September, experts automotive industry, and not just for prototyping will discuss these benefits as well as implemen- parts. 3D printing processes increasingly are be- tation challenges, detail current additive-manu- ing evaluated for production components, with facturing technologies and applications, and of- their promise of shorter development times, low- fer a vision for what the future could hold for er tooling costs, parts consolidation, more dra- 3D-printed parts in production vehicles. To regis- matic part shapes and sizes, among other ben- ter, visit www.sae.org/webcasts. efits. During this free one-hour SAE Technical Sponsor: Stratasys

20 July 2016 AUTOMOTIVE ENGINEERING MANUFACTURING FEATURE

A carbon-fiber-reinforced ABS plastic was used. Previous experiments had determined that a blend of carbon fiber higher than 15-20% led to significant reduction in warping out of the oven. This behavior makes the addition of carbon fiber an enabling technology for large printed workpieces and can eliminate the need for additional ovens to prevent curling. The mechanical design of the vehicle body and frame was Effect of carbon driven by the drivetrain, suspen- fiber addition to ABS on workpiece curl. sion and battery components al- ready selected and by the special requirements of 3D printing horizontally printed layers. FEA shows that with the with the carbon-fiber-reinforced frame loaded to 2000 lbf (1000 lbf per side), near ABS polymer. A number of dif- mid-span the stress is under 600 psi (4.1 MPa), and ferent body styles were consid- maximum deflection is under 0.35 in (8.9 mm). The ered before settling on the clas- polymer frame mass is about 260 lb (118 kg). sic Shelby Cobra roadster shape. The polymer frame could not be designed with suf- Dassault Systèmes SolidWorks ficient torsional stiffness within the envelope restric- design software was used for all tions, so a metal torsion bar was added between the mechanical modeling. firewall and rear of the cockpit. The vehicle body con- The vehicle frame was de- sists of front, middle, and rear deck single bead (0.22- signed specifically for 3D print- in thick) sections with multiple bonded stiffeners and ing that keeps stresses below internal supports. The front and rear sections are re- 1000 psi (6.9 MPa) and pro- movable for maintenance access. All of these body vides fasteners to prevent pos- panels were printed using the BAAM system and have sible delamination between the a combined mass of about 430 lb (195 kg).

AUTOMOTIVE ENGINEERING July 2016 21 Large-scale additive manufacturing for rapid vehicle prototyping

CAD files were transformed into STL files and input should be noted that a newer into a slicing program that transformed the 3D ge- BAAM co-developed by ORNL ometry to machine tool path commands. Printing the and Cincinnati is capable of frame was completed in one process taking approxi- printing larger pieces at a mately 12 hours. This rate is 500 times above that maximum deposition rate of normally associated with polymer AM processes. It 100 lb/h.

3D printing machines can’t be built fast enough As Deposition Science and Technology you don’t necessarily have to certify Group Leader at Oak Ridge National and qualify an end-use part, but it can Laboratory (ORNL), Ryan Dehoff fa- dramatically increase the cycle time of cilitates the development of additive injection molded components and manufacturing of components, utiliz- therefore lead to decreased cost of pro- ing various techniques including elec- ducing that component. People are also tron beam melting, laser metal depo- looking at utilizing additive technolo- sition and ultrasonic additive manu- gies to build prototype engines that facturing. He is developing processing “The big challenge they might want to go into production techniques and exploring new materi- with additive is it may in the future. So they’re trying to make als via additive manufacturing to im- be difficult to actually those engines more efficient and more qualify and certify prove energy efficiency during compo- cost-effective through design optimiza- parts with a nent production, decrease material tion, and additive gives them a valuable conventional mind- waste and improve material perfor- set,” said Ryan Dehoff tool to be able to go through and look mance. We recently spoke with Dehoff of Oak Ridge National at those designs prior to going into the to learn more about these innovations Laboratory. casting or production process. and industry trends. Where is the 3D printing standards discussion at What are some of the new applications where currently? additive manufacturing could potentially be used? The standards that are being developed, I think, are A couple of examples I’ve seen in the automotive in- a good first step in implementation of additive into dustry are things like utilization of metal powder bed different industrial applications. But I think the big systems to make injection mold tooling. That’s a really challenge with additive is it may be difficult to actu- big application for additive manufacturing because ally qualify and certify parts with a conventional

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The skins took about 8 fiber aligns with the tool path direction, providing hours, and the supports 4 manufacturing-controlled strength and stiffness. The hours to print. weakest direction of the parts was between layers. To As with any layered process, help with the integrity of the frame, drivetrain compo- BAAM exhibits anisotropic me- nents were attached with threaded rods that put the chanical properties. The carbon layers in compression. mind-set. There are a lot business cases. Right of different groups; I now, most of the addi- know there are several tive manufacturing are different standards or- niche applications, espe- ganizations and they all cially in the automotive have efforts in additive industry. We have a ten- manufacturing ongoing. dency for additive parts The Department of Energy’s Manufacturing Some of the government to focus on customiza- Demonstration Facility at ORNL is now home to standards organizations tion. An example of the the world’s largest polymer 3D printer. The new also have some fairly BAAM (Big Area Additive Manufacturing) potential for customiza- large efforts going on in machine is another result of ORNL’s yearlong tion is something like how to certify and quali- collaboration with Cincinnati Inc. Jay Rogers from Local fy additive. It would be Motors, and what he’s good to make sure as we go through and start try- trying to do is make a micro-factory where you may ing to develop those standards that it’s not only the come in and design your car. At the same time, we aerospace community that’s involved in standards see that going down into mass customization for the development, but it’s also automotive and other in- tool and die industry where you can start getting dustrial sectors that are also involved with that de- into very low-volume production as well, which is a velopment work. little bit unique and a niche market. Eventually it may be adopted well beyond that also. How do you see the automotive industry embracing additive manufacturing? Is the aerospace industry much farther along in There’s a lot going on behind the scenes that a lot of terms of adopting additive manufacturing? people aren’t necessarily talking about. Because it The general trend that I’ve seen in the industry over does have the potential to revolutionize people’s the past decade is that aerospace seemed to be the

AUTOMOTIVE ENGINEERING July 2016 23 Large-scale additive manufacturing for rapid vehicle prototyping

HIL development and integration powertrain. Electrical con- of hardware sumption over multiple drive While the entire frame and body of this vehicle were cycles was used as the baseline printed, the powertrain, suspension and components to determine the required en- were conventional. Vehicle systems simulations were ergy storage system (ESS) ca- used for component sizing for the Cobra’s electric pacity. Due to the accelerated main driver because it had huge payoffs associated harsh thermal environment during the processing with making components lighter and making compo- condition. We get a lot of thermal transients during nents more efficient. What we’re starting to see in the building. Those thermal transients can be very hard additive world is that the costs of components are on conventional materials, but if we’re developing dropping, the technology is becoming more reliable, materials specifically in mind of being processed you can get parts fabricated faster and that’s allowing with additive we can actually make better material different industries to adopt additive technologies like than we can today with other processes. In the next the auto industry. There are some unique things that I 10 years you’ll start to see customized materials know Cummins has done where they’ve been able to specifically for additive manufacturing. increase the efficiency of their engine through additive technologies. I don’t know if it’s being bulk ad- What are some of the challenges yet to be overcome? opted for 3D printing of car frames or bumpers; that’s One of the things that I see as a unique challenge in probably not where we’re going to be any time soon, additive manufacturing is as these technologies but on specific applications in turbochargers, water show promise the additive manufacturing commu- pumps and engine housings, those types of things nity is growing at a tremendous rate. If you look at may be a reality sooner than we think. some of the reports by Terry Wohlers [of consulting firm Wohlers Associates], there’s a huge compound What are some of the materials being considered annual growth associated with additive manufactur- for additive? ing. In some cases, we can’t actually build machines Holistically, most of the materials that are being de- fast enough. There are a lot of companies out there veloped are materials that we currently use today in that are machine vendors where if you order a ma- castings or machine forms. I think we’re limiting chine today, you may have to wait a year until that ourselves a little bit when we do that. What we’re machine arrives at your factory, there’s that much starting to see a general trend in is the development demand on the industry. of new materials specifically designed with the very Matthew Monaghan

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nature of the project, compo- handle smaller, individual components such as engines nents under consideration were or traction motors. They share a 400-kW ESS and each limited to commercially avail- is equipped with a dSPACE HIL real-time platform. able powertrain components Following the simulation study and component se- using CAN communications. lection, as components became available they were in- The capabilities at ORNL’s stalled in the component test cell. At the same time, National Transportation yet-to-be-procured vehicle components and the vehi- Research Center, where vehicle cle chassis were modeled on the HIL real-time platform. modeling and testing were per- The next phase was powertrain-in-the-loop testing, formed, include powertrain test where all electric drive components were physically in- cells with two 500-kW transient stalled in the dynamometer cell. This included the motor, dynamometers suitable for Class inverter, battery pack, dc-dc converter, high voltage distri- 8 truck powertrain testing and a bution box, vehicle supervisory controller, driver interface component test cell designed to and onboard charger. The real-time platform emulated AE Phillips Screw Ad 0716.qxp_1/2 Page Horizontal 6/8/16 10:38 AM Page 1

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AUTOMOTIVE ENGINEERING July 2016 25 Large-scale additive manufacturing for rapid vehicle prototyping

Mechanical fastening using cross-drilling through frames with conventional bolts and brackets being used.

the rest of the vehicle (transmis- Additive Manufacturing Symposium sion, driveline, wheels, chassis, Event: SAE 2017 Additive Manufacturing Symposium (AMS) driver and drive cycle) and con- Duration: 2 days including ½ day tour trolled the dynamometer to sub- Location: Knoxville, TN ject the motor and electric drive Dates: March 14-15, 2017 to real-world speed and loads based on the vehicle model. The The SAE 2017 Additive Manufacturing Symposium presents: powertrain-in-the-loop provided • Projects and business cases in AM—solutions realized a safe and controlled environ- through the implementation of the technology • Features and benefits and capabilities of 3D ment to design, construct, debug industrial-type printers and validate the system. • Designing for 3D—how and why it is different and The powertrain system was the implications then moved out of the test cell • Development and specifications in AM materials and installed in the actual • Status and activities in AM standards development vehicle, allowing for immediate • How and why AM will affect your product development, operation—i.e., the vehicle was testing, quality assurance and manufacturing fully operational at completion

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of the wiring. structural modifications to both the front and rear The front suspension was suspension were done through welding of carbon modified from a commercially steel. An aftermarket brake system was used. available aftermarket suspen- Mounting was made directly to printed parts. The sion kit. The rear suspension frame was cross-drilled with conventional drill bits for was modified from a rear- bolt-on pieces. Care was taken to avoid melting poly- wheel-drive passenger vehicle. mer during the cross-drill process. Fasteners were Modifications to the rear sus- used for all of the polymer-to-metal interfaces. pension included adding shock In addition to mechanical attachments, bonding was mounting points and a cradle used extensively on the printed Cobra. For polymer-to- for the traction motor and polymer bonding, Valvoline Pliogrip was used. Some ex- gearbox, which were integrated amples include bonding the nose piece of the printed into space originally occupied Cobra to the hood, the hood to the fender well section, by the rear differential. All and the tailpiece to the rear deck lid section. The door AE SAE Ad 0716.qxp_1/2 Page Horizontal 6/21/16 5:24 PM Page 1

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AUTOMOTIVE ENGINEERING July 2016 27 Large-scale additive manufacturing for rapid vehicle prototyping

Printed Cobra components before final assembly (not shown are front nose cone or rear cap). skins were bonded to the A-pillar sections, as were a promise for BAAM to be used number of smaller support pieces. Bonding was also used in vehicle prototyping. This for repair of partial delamination and for filling voids. case study has demonstrated Additional surface finishing through machining, sand- that as an extension of HIL ing, filling and polishing allowed for the body of the print- powertrain development, ed vehicle to be painted with an automotive-grade paint BAAM can accelerate design to to near Class A finish. Tru-Design helped with this pro- integration for prototyping ve- cess. Finishing the vehicle consisted of sanding to remove hicles. The combination of loose fibers followed by a surface prep and coating to fill BAAM plus the HIL develop- the ridges created by the printing process. The carbon- ment cycle demonstrates the fiber-reinforced ABS plastic is a new material, requiring ability to use parallel processes investigation of finishing and painting, and the effects of in vehicle prototyping as op- temperature swings and long-term use are still unknown. posed to more serial processes. The use of the HIL platform meant that for this case The ability to use BAAM in study the powertrain controls were completed in a the HIL development cycle has parallel process to the printing and integration of the not been fully explored here, vehicle hardware. but the potential to integrate design iterations with printing Challenges and opportunities revised components shows The ability to go from CAD directly to part with mini- promise. A follow-up effort to mal or no additional machining operations holds great this project has been completed

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in which an extended-range hybrid powertrain was developed on the framework described here. Current research is fo- cused on integrating an advanced heat engine with addi- tively manufactured parts into the printed car to study the generation of power for vehicles and buildings. Industry has been involved in Printed Cobra on the ORNL chassis rolls laboratory. the AM development process, and recently Local Motors indi- steel; hence, the torsional bar system for added sup- cated an interest in using the port. Researchers at ORNL and elsewhere are investi- BAAM process for low-volume gating other polymer formulations that would be suit- production of neighborhood able as engineering materials for large-scale printed electric to highway vehicles in components, including vehicles. local microfactories. However, No documented delamination occurred after final as- the ability to directly produce sembly, and no significant distortion in the frame or complex parts through AM pro- body has been observed in more than six months of cesses has not been fully ex- operation. This is notable considering the chassis dyna- ploited in the vehicle space. mometer testing and significant on-road driving time. Carbon-fiber-reinforced ABS This study did not focus on meeting specific vehicle plastic would not be consid- performance targets or address crashworthiness, ve- ered an engineering material hicle lightweighting or any other consumer accept- for direct use in a printed ve- ability issues. Studies investigating the crush perfor- hicle for the commercial mar- mance of carbon-fiber-reinforced ABS plastic are on- ket. The material is not nearly going at ORNL. stiff enough to be used alone in This article was adapted from: Curran, S., Chambon, P., Lind, R., Love, the creation of a vehicle frame. L. et al., “Big Area Additive Manufacturing and Hardware-in-the- It does not take point loads Loop for Rapid Vehicle Powertrain Prototyping: A Case Study on the Development of a 3-D-Printed Shelby Cobra,” SAE Technical well and cannot be used like Paper 2016-01-0328, 2016, doi:10.4271/2016-01-0328.

AUTOMOTIVE ENGINEERING July 2016 29 GLOBAL VEHICLES

Steel-intensive 2016 Mazda CX-9 sheds mass, debuts novel turbo setup

Other than its A aluminum hood, the 2016 CX-9’s structure and exterior panels are in various steel alloys. Finally Mazda has arrived at a handsome exterior design language that doesn’t resemble origami.

For a mainstream unibody SUV, the 2016 stretched 2.2 in (55 mm), providing more Mazda CX-9 pulls off a neat trick—it adds passenger legroom and easier entry and premium content and features while losing egress to the rear compartment. weight compared with its predecessor. The Contributing to the new model’s more- design and engineering solutions behind this distinctive and better-proportioned design achievement go beyond expectations for ve- are reduced overhangs—2.3 in (59 mm) hicles in this segment and include first use of shorter in front and 1 in (25 mm) shorter in an all-new, direct-injection turbocharged the rear. In addition, the A-pillars are 4-cylinder gasoline engine with cooled EGR. moved 3.9 in (100 mm) rearward. For this second-generation CX9, the The CX-9’s other big change is a switch changes start with a shift away from the from Ford’s 3.7-L V6 to Mazda’s first use of previous CD3 platform shared with former a turbocharged version of its Skyactiv 2.5-L partner Ford. The new seven-passenger 4-cylinder—the sole powertrain offering for CX-9 adopts the same large-Skyactiv plat- CX-9 and rare among three-row crossovers form used by the Mazda3 and Mazda6 se- typically fitted with V6s. But according to dans, as well as the CX-5 compact cross- Mazda vehicle development engineer Dave over. At 199.4 in (5065 mm) long, the new Coleman, both platform and powertrain CX-9 is 1.2 in (30 mm) shorter than its changes bring significant weight reduc- predecessor, but its wheelbase has been tions—198 lb (90 kg) total in the front-drive

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version and 287 lb (130 kg) in AWD models. transformation. Shifting to a 4-cylinder- Nearly half of that reduction comes from only strategy is potentially risky in a seg- the powertrain switch. ment where buyers are conditioned to ex- “We improved the strength-to-weight pect a V6, but Mazda’s research found ratio without resorting to materials other that “in real-world conditions consumers than high-strength steel,” Coleman told are less concerned with 0-60 mph times Automotive Engineering. While the car’s than they are with drivability at lower en- hood is aluminum, the development team gine speeds,” Coleman noted. “shied away from more extensive use of aluminum because of its high cost in High compression, cooled EGR Japan,” he explained. This data drove development and tuning The weight savings in turn allowed of the turbocharged 2.5-L. Addressing the Mazda to increase use of NVH dampening traditional drawback of turbo lag, Mazda material—53 lb (24 kg) in the CX-9, com- engineers developed a new “dynamic pared to 5 lb (2.23 kg) in the CX-5. pressure” turbocharger layout. This design Combined with the use of acoustic glass locates the turbo just one inch from the (window thickness is increased to 4.8 engine block, connected with a novel mm/1.9 in), the changes reduce interior 4-into-3 exhaust manifold that pairs the noise levels by a claimed 12%. output of cylinders two and three. Equally notable is the powertrain At low rpm, the exhaust routes through

Top-range CX-9 cabin reveals use of premium materials including genuine aluminum. Note central rotary control module in center stack.

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exhaust-gas recirculation (EGR). Mazda’s EGR design cuts exhaust gas tempera- tures by as much as 212°F (100°C), using EGR rates up to 15%. The engine produces a claimed 310 lb·ft (420 N·m) at just 2000 rpm. Claimed power is 250 hp at 5000 rpm on 93-octane fuel and 227 hp on 87 octane. EPA fuel economy figures are 22/28 city/highway mpg for the fwd CX-9 and 21/27 mpg for the AWD versions. Bucking the industry trend to 8- or 9-speed automatic transmissions, the CX-9 makes do with a 6-speed unit. According to Coleman, its ratio spread is well-matched to Strategic exhaust gas flow in Mazda’s all new the engine’s torque characteristics and turbocharged DI 2.5-L gasoline engine. avoids the “ratio hunting” issue that afflicts some transmissions with more gears. separate smaller ports to accelerate the Inside, the new CX-9 adopts and ex- gas pressure and more quickly bring the pands on the range of infotainment and turbocharger to its maximum boost of 1.2 driver-aid features found in the CX-5. The bar (17.4 psi). At higher rpm, valves open flagship CUV also offers greater use of up- to allow exhaust flow through the three scale materials including, for the first time larger ports. for Mazda, aluminum, real wood and Napa- Pairing the center ports encourages bet- quality leather trim. ter exhaust gas scavenging, thus raising The latter is featured in the new range- the knock limit and allowing for a high topping Signature edition, which sits compression ratio. above the Grand Touring version and starts Mazda claims the engine’s 10.5:1 com- at $44,015. pression ratio is one of the highest of any The base CX-9 Sport model starts at production-vehicle turbocharged engine $31,520. and is enabled in part by use of cooled John McCormick

32 July 2016 AUTOMOTIVE ENGINEERING GLOBAL VEHICLES

Shell Oil shows radical city-car concept

Access to the Shell Concept Car involves a single canopy.

Oil companies typically don’t announce 3-seat, single-canopy access city car. concept city cars, but a very non-typical ve- A salient figure quoted in a statement by hicle has altered conventional thought at Shell is that “independent testing and a Shell. Its 2016 collaboration with Gordon rigorous lifecycle study shows that Shell’s Murray Design and Geo Technology, called Concept Car would deliver a 34% reduc- the Shell Concept Car, is a showcase for be- tion in primary energy use over its entire spoke lubricants, engine friction reduction, lifecycle when compared to a typical city radical downsizing and super efficiency. car available in the U.K.” Described by Shell as a “total rethink” of Regarding the car’s efficiency, Shell Murray’s T.25 city car shown in 2010, the states that its gasoline consumption has Shell Concept Car has emerged from the been measured using a range of testing Project M (for Mobility) previously re- protocols. Sample test results issued so vealed (see http://articles.sae.org/14478/) far include a steady state figure of 2.64 as an ultra-compact and extremely frugal L/100 km [89.1 mpg U.S.] at 70 km/h from

AUTOMOTIVE ENGINEERING July 2016 33 GLOBAL VEHICLES

Interior of the Shell Concept Car follows the configuration of the Gordon Murray Design T.25 and of the Project M.

the use of bespoke lubricants, equivalent with variable valve timing. Claimed power to a 5% improvement in fuel efficiency output and peak torque are 33 kW (44 hp) (and consequent improvement in emis- and 64 N·m (47 lb·ft), respectively. The en- sions) compared to standard lubricants gine drives through a 5-speed semi-auto- available in the U.K. matic sequential gearbox. No urban or combined fuel consumption The Concept Car weighs 550 kg (1213 lb) figure has been released but an aspiration- and makes extensive use of recycled car- al Project M target was a combined figure bon fiber (wherever that comes from). of 2.8 L/100 km. Shell Global Lubricants’ Vice President, Mark Gainsborough, noted the project’s Just 8-feet long value in energy saving R&D: “This is a sig- The 2.5-m-long (8.2-ft) Shell Concept has a nificant automobile engineering milestone. potential top speed of 156 km/h (97 mph), Insights gained from this project could be higher than the anticipated speed of 130 transformed in terms of how we address km/h/81 mph). Currently the design is re- energy use in the road transport sector,” stricted to 145 km/h (90 mph) and is while noting “the powerful role that lubri- claimed to reach 100 km/h (62 mph) from cants can potentially play in helping standstill in 15.8 s. The engine is a Mitsubishi achieve CO2 reduction targets.” 660cc 3-cylinder, all-aluminum 4-valve unit Stuart Birch

34 July 2016 AUTOMOTIVE ENGINEERING UPCOMING WEBINARS FROM THE EDITORS OF SAE: CYBERSECURITY FOR THE LIFE OF THE CAR Thursday, July 14, 2016 from 12:00 pm - 1:00 pm U.S. EDT

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