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Guide_Titel_2.qxd 19.10.200518:20UhrPage1 New-Model Development Advanced Technology October 31, New-Model Development Advanced Technology 2005 © 2005 Crain Communications GmbH. All rights reserved and and 2005 Guide 2005 Guide supplement to AN_suppl_051031_03.qxd 19.10.2005 19:18 Uhr Page 3

Automotive News Europe Contents www.automotivenewseurope.com Keith E. Crain: Publisher and Editorial Director Peter Brown: Associate Publisher and Executive Editor Helmut Kluger: Managing Director ◆ Arjen Bongard: Editor Tel: (49) 8153 907501 EDITORIAL : Argelsrieder Feld 13 82234 Oberpfaffenhofen Tel: (49) 8153 907500 / Fax: (49) 8153 907510 e-mail: [email protected] Jesse Snyder, Managing Editor Tel: (49) 8153 907502 ON THE COVER: The system available on the eighth-generation e-mail: [email protected] S class helps drivers see better in the dark. Using infrared technology, the Paul McVeigh, News Editor device extends a driver’s visibility about 150 meters. See story, Page 15 Tel: (49) 8153 907503 e-mail: [email protected] Georgia Bootiman, Production Editor eeing in the dark, parking without touching the wheel and never Tel: (49) 8153 907511 having to worry about a flat again are some of the luxuries that today’s e-mail: [email protected] drivers enjoy. This guide looks at those high-tech solutions as well as the Douglas A. Bolduc, Reporter S Tel: (49) 8153 907504 technologies that make next-generation models even safer, more fuel efficient e-mail: [email protected] Jason Stein, Reporter and more fun to drive. Tel: (49) 8153 907523 In addition, the guide provides you with the names of the product development e-mail: [email protected] Sonja Kähler, Editorial Assistant executives who will decide which new technologies will enter tomorrow’s . By Tel: (49) 8153 907509 reading this guide, you’ll also learn who the creative geniuses are behind the exterior e-mail: [email protected] and interior looks of those future-generation models. ADVERTISING This special section concludes by revealing things you probably didn’t know about GERMANY: Argelsrieder Feld 13 82234 Oberpfaffenhofen some key new models. Thomas Heringer, Sales and Marketing Director Tel: (49) 8153 907404 / Fax: (49) 8153 907426 We hope you enjoy this look at future e-mail: [email protected] technologies and the people who are UK, FRANCE, , SCANDINAVIA, E. EUROPE: Duncan Ingram, Sales Manager integrating them into the . Tel: (44) 1296 633377 Arjen Bongard, Editor e-mail: [email protected] ASIA, BENELUX: Nick White, Director of Business Development Tel: (44) 1883 734785 / Fax: (44) 1883 734786 & Materials ...... 4 e-mail: [email protected] By-wire systems are making their way into European models by way of the brakes, transmissions GERMANY, , , : Nina Sauer, Sales Manager and safety systems. Electronics also are being used to improve steering, prevent skidding and Tel: (49) 8153 907520 / Fax: (49) 8153 907530 make the ride in today’s cars more comfortable. e-mail: [email protected] Irina Heiligensetzer, Production/Sales Support Tel: (49) 8153 907521 / Fax: (49) 8153 907425 Powertrain ...... 8 e-mail: [email protected] USA: 1155 Gratiot Avenue, Detroit, MI 48207 Rising fuel prices and the prevailing belief that fuel cell vehicles are more than a decade away have Tony Merpi, Group Advertising Director Larry Schlagheck, US Advertising Director forced the auto industry to take new steps to reduce consumption. The solutions range from better Tel: (1) 313 446-6030 / Fax: (1) 313 446-8030 performing engines and transmissions to fuels grown by the sun. John Fitzgerald: Director of Business Planning, Automotive News Group Safety ...... 13 CIRCULATION Sabine Walter: Circulation Manager Tel: (49) 8153 907415 Headlights that see around corners, hoods that pop up and cruise control systems that can prevent Anneli Krueger: Circulation Assistant a crash are making cars safer for occupants – and pedestrians. Tel: (49) 8153 907462 Fax: (49) 8153 907428 Crain Communications GmbH, Convenience ...... 19 Helmut Kluger: Managing Director Printed in Germany by Augsburger Druck- und Verlagshaus, Carmakers and suppliers are racing to find ways to allow their customers to enjoy hand-held Aindlinger Str. 17-19, 86167 Augsburg, Germany. © 2005 Crain Communications GmbH. No part of this gadgets such as the iPod in the car. They also are getting closer to providing car air conditioning publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic or systems that are better for the environment. mechanical, photocopying, recording or otherwise without the permission of the publisher. All rights reserved. Senior product development executives and technical centers . . . .21 DaimlerChrysler’s Thomas Weber, Ford Europe’s Joe Bakaj and ’s Patrick Pelata join an elite group of European executives who must decide what technologies will be on the cars of Crain Communications Inc. tomorrow. See who else is on the list and how to reach these important executives. Keith E. Crain Rance Crain Chairman President M.K. Crain M.P. Crain Design studios ...... 25 Treasurer Secretary Robert C. Adams William A. Morrow Group Vice President/ Executive Vice Meet the people who are crafting the auto industry’s next design legends. Tech., Manufacturing, President, Operations Circulation G.D. Crain Jr. Mrs G.D. Crain Jr. New-model development programs ...... 29 Founder (1885-1973) Chairman (1911-1996) Find out when the hottest new cars will reach European markets.

October 31, 2005 Automotive News Europe 3 ◆ AN_suppl_051031_4-6.qxd 19.10.2005 19:22 Uhr Page 4

Chassis & Materials By-wire replacing mechanical systems

TIM MORAN AUTOMOTIVE NEWS EUROPE

y-wire systems can eliminate some of the Bjumble of hydraulic and mechanical links in the car, replacing them with an electric architecture controlled by microprocessors. A big benefit is that by-wire requires fewer mechanical parts. That gives automakers greater flexibility in a vehicle’s design. For example, the driver could be positioned anywhere inside the car. Even in the back seat. Here’s why: Drive-by-wire technology uses sensors to translate steering or braking movements by the driver into electronic signals. Onboard computers interpret the movements and relay them to Steer-by-wire means the end of the mechanical connection between the electric motors and actuators connected to and the road wheels. Electronically controlled actuators set the steering angles. the moving parts of the car. The systems respond more quickly than today’s controls Hybrid vehicles including the and can give feedback to the computer as Prius and Civic Hybrid have Losing the link they operate, allowing the car to deliver introduced drivers to the advantages of Primary suppliers of by-wire solutions: precise performance. regenerative braking, a kind of brake-by- By-wire systems already have replaced wire system that converts forward motion ● Bosch ● Mitsubishi Electric direct links in one area. into stored battery energy. ● Continental ● Motorola “Most cars nowadays don’t have a Shift-by-wire technology is available on ● Delphi ● Siemens VDO mechanical linkage between the accelerator high-end autos such as the DB9 ● ● pedal and the system. It’s and Rolls-Royce Phantom, as well as some Denso SKF done electronically, and most people don’t BMW, Mercedes-Benz and models. ● Johnson Controls ● Toyota even realize there’s no mechanical linkage,” Also, comfort and safety systems such as ● Hitachi ● TRW says Steven Brown, director of North adaptive cruise control, automated parallel ● ● Valeo American Programs for SKF Automotive’s parking and steering intervention for lane- ● Magna Steyr ● drive-by-wire business unit. keeping, such as those shown by Continental Teves at last month’s IAA in Little fanfare , rely on by-wire control of some By-wire adaptation stumbled when While demonstrated steering and braking functions. promised 42-volt electrical systems failed to drive-by-wire on its Autonomy and Hy-wire Any supplier doing work in the by-wire become an industry standard, but new dual- fuel cell concept cars in 2002 and 2003, more arena will tell you there are obstacles to mass voltage systems offer promise of enough progress has happened with less fanfare in adoption of the technology. The auto industry power for high-force uses such as braking recent years – especially in European-built is used to the highly refined technology and steering. vehicles. Brakes, transmissions and safety currently in place. Also, car buyers are not A European consortium called SPARC – systems are bringing by-wire technology clamoring for a change and some early by- short for Secure Propulsion using Advanced into the vehicle in small steps. wire technology features haven’t sold well. Redundant Control – and organized by Electronic parking brakes such as those Until by-wire systems combine more DaimlerChrysler and is working on by- on the BMW 7 series, A8 and Renault advantages into a single system, adoption of wire accident-avoiding truck and car Vel Satis are examples. the technology will be gradual. demonstration vehicles. ANE

ELECTRIC POWER most common in Europe and integrated electric Japan but can also be found in steering.” Continental has the US. Globally, about half of all addressed this need by using new cars are expected to have an to lectric power steering electric power steering by 2010. link its second-generation Eremoves the need for hoses The majority of the new electronic stability control to and pumps, and offers fuel small cars in Europe and its electric power steering. savings over hydraulic steering. Japan now have the Another issue is that electric technology. The 2005 power steering is only starting HOW IT WORKS Passat is the first to have enough power to be A battery-driven electric volume car above the lower- Delphi supplies its column- used in the upper-medium motor provides the drive on the medium segment in Europe to drive electric power steering segment and above. The axle steering system rather than a get the technology. In North to the Meriva. The weight and the associated hydraulic device operated by America, electric power electric motor is mounted on torque loads required to turn the engine. The solution also steering is standard on the steering column (circled). the wheels in bigger cars disconnects the steering Malibu. The would quickly drain the system’s power needs from the technology also is available on relatively high, said Peter battery. engine resulting in better fuel the new Lexus GS and typically Rieth, head of advanced economy than hydraulic is found in hybrid cars. engineering at Continental PRIMARY SUPPLIERS steering in a typical small car. Automotive Systems. As a Delphi, Koyo, NSK, Showa, OBSTACLES result, he said, “OEMs [are] TRW Automotive, Visteon, ZF WHERE TO FIND IT For suppliers, the cost of very keen to have extra Lenksysteme. Electric power steering is electric power steering is still functions when they have – Alex Graham ◆ 4 Automotive News Europe October 31, 2005 AN_suppl_051031_4-6.qxd 19.10.2005 19:22 Uhr Page 6

Chassis & Materials

ELECTRONIC STABILITY PLASTIC PARTS CONTROL uppliers are substituting super- S strength plastic for steel in some lectronic stability control helps prevent components such as front-end modules Eskids and swerves that can happen in an and instrument panels. It’s a trend that emergency. This makes ESC especially began in Europe and is finding its way into effective in combating rollover accidents. North American vehicle programs.

HOW IT WORKS HOW IT WORKS The electronic control unit at the heart of Injection molded plastic is mixed with the ESC system brakes each wheel glass fibers to create high-strength individually and decreases engine torque to structural frames and carriers for maintain a stable direction of travel. ESC components. These structural parts are continuously monitors key inputs such as stronger than standard plastic parts. yaw rate and wheel speed. The modulator (1) and electronic WHERE TO FIND IT WHERE TO FIND IT control unit (2) are at the heart of Faurecia of France announced in July The overall installation rate in 2004 was Continental’s second-generation 2005 that it won a contract with the about 40 percent in western Europe. It took electronic stability control system. group, which includes Chrysler, and antilock brakes twice as long to achieve The system provides individual wheel , to make what it calls High Integrated a similar level, according to data from braking to keep a vehicle from sliding Module door systems in the US using a German supplier Robert Bosch. out of control. carrier made with an injection-molded long- A law adopted in August 2005 requires US fiber thermoplastic. The module consists of a regulators to develop standards aimed at little or no cost, we can increase the single structural plastic part that includes preventing rollover crashes. Even without performance of the ESC.” mechanical functions such as the window lift the new law, the US National Highway unit, internal and external handles, speakers Traffic Safety Administration appeared OBSTACLES and electrical harness. In addition, headed toward adoption of an antirollover Consumer and dealer awareness of ESC ArvinMeritor recently introduced what it rule. Automakers also have been increasing remains relatively low, especially in North terms as its Highly Integrated Plastic door installation rates for electronic stability America. As a result, Bosch in particular module, which also uses a thermoplastic control systems in the US. As a result, has put considerable effort into holding composite to replace a steel inner structure. installation rates should grow to about events to raise awareness among 50 percent of all passenger cars in North consumers. ESC systems are increasingly OBSTACLES America by 2009. required to interact with a number of other Although the price of steel is high, the TRW Automotive has cooperated with systems in the vehicle – such as steering, resins used to make high-strength plastics Goodyear to develop ESC that can be linked adaptive cruise control and – may cost more per pound than steel. to the characteristics of the tires. New tires increasing the risk of electronics problems. are often fitted with identity tags. Using PRIMARY SUPPLIERS those tags “we can tailor the ESC software PRIMARY SUPPLIERS Faurecia, ArvinMeritor, HBPO (a joint to suit different tires and wheels,” says Phil Advics, Bosch, Continental Teves, Delphi, venture with Hella, Behr and Plastic Cunningham, product business director for TRW Automotive. Omnium), RheTech Inc., Owens Corning. chassis systems at TRW Automotive. “For – Alex Graham – Rhoda Miel, Chaz Osburn

CONTINUOUS components align differently, this direction.” DAMPING CONTROL rendering it thicker or thinner In 2004, ZF Sachs provided as needed. A computer continuous damping control ontinuous damping control controls the coil to provide very to 175,000 vehicles. For Cis an electronic system that fast reaction to road inputs 2005, it will supply can adjust the tension in a based on input from sensors about 225,000 shock absorber to create a that monitor body and wheel vehicles. The new more dynamic ride quality for motions. Others, including ZF large the vehicle. The technology Sachs of Germany, use a valve will includes the use of - control mechanism for have Ford’s rheological fluid that can be damping. Continuous valve new continuous made syrupy or water-like control uses a combination of damping depending on a mild electrical acceleration, displacement and control. charge. Other suppliers use steering sensors to help an electronics to continuously electronic control unit choose a OBSTACLES vary the valves that control damping level for the This technology fluid flow within the shock. suspension. An electronic valve is moving slower Sensors for acceleration, displacement Both systems let the shocks on each shock or strut reacts to into mass-market and steering help an electronic control adjust to road input for the computer commands by vehicles than others unit (left) choose a damping level for maximum stability, handling restricting or enlarging the such as tire the suspension in ZF Sachs’ system. and comfort. channel that oil flows through. pressure monitoring systems or exposed underbody location HOW IT WORKS WHERE TO FIND IT electronic stability control increases the complexity of In US supplier Delphi’s This technology is mainly because it offers fewer clear- diagnostics. system the oil normally used in seen in high-end and sports cut benefits to the consumer. shocks and struts is replaced cars, but that is starting to The main issues are cost and PRIMARY SUPPLIERS by a magneto-rheological fluid, change. “Now it’s moving into maintenance. Shocks are a The main suppliers are which surges through special medium-class cars,” said high-wear item, which means Delphi, Tenneco Automotive, orifices to dampen axle motion. Thomas Kutsche, head of replacement could be ZF Sachs, Continental Teves When an electromagnetic coil development of variable expensive. Also, integrating and most other shock absorber inside the damper’s is damping systems at ZF Sachs. electrical, mechanical and makers. activated, the fluid’s “There’s a general trend in hydraulic components in an – Alex Graham ◆ 6 Automotive News Europe October 31, 2005 AN_suppl_051031_8-10.qxd 19.10.2005 19:33 Uhr Page 8

Powertrain Hybrid choices will multiply until fuel cell technology arrives

RICHARD TRUETT AUTOMOTIVE NEWS EUROPE

he early optimism for hydrogen-powered Tfuel cell vehicles got a reality check in 2005. With the exception of General Motors, virtually no automaker, supplier, energy company or government official expects fuel cell vehicles to be ready for mass production until at least 2020. Even GM has softened its once bullish position on fuel cells. Instead of having a complete vehicle ready for production in 2010, GM says it now plans to have a fuel cell powertrain tested and validated by the end of the decade. Because fuel cell vehicles are so far off and because automakers need a mid-term strategy to reduce consumption and lower emissions, gasoline-electric hybrids moved into the lead this year as the quickest and least expensive way to achieve those goals. The new generation of clean-running Ford Motor Co. is one of several automakers testing fuel cell vehicles, including a diesels will be another fuel-saving hybrid fuel cell vehicle. While the FCV (above) appears no different than a powertrain available in North America, but conventional Focus, the floorpan is actually a hydrogen fuel cell and auxiliary energy more on that later. system that can supply electricity to the powertrain. A hydrogen tank is in the . Gasoline-electric hybrids will account for The FCV also has a nickel-metal hydride battery pack and a brake-by-wire slightly less than 200,000 of the roughly regenerative braking system. 17 million vehicles expected to be sold in the US this year. to raise global production to 1 million units In western Europe, hybrid sales will a year by 2012. Toyota sold about 135,000 Clean alternatives account for less than 40,000 units of the hybrids worldwide in 2004. region’s forecast 14.6 million car sales Diesels, which are hugely popular in Suppliers working on this year. Europe, will be returning to the North low-emission powertrains: Despite the small numbers, most major American market in significant numbers Hybrids Fuel cells automakers have or will be investing in the starting in 2008. technology and launching new hybrid Cleaner fuel that dramatically reduces ● Aisin Systems ● Ballard Power models starting next year. sulfur emissions will be introduced in the ● Robert Bosch ● Delphi Hybrids are not expected to be widely US in late 2006. By using urea to clean the ● Continental ● DuPont available in Europe until around 2008 or exhaust, D/C, BMW, GM and Ford will be ● Delphi ● GM 2009. They likely won’t get as warm a able to meet strict new emission regulations ● Denso ● UTC Fuel Cells reception as in the US. Hybrids will be that require diesel engines to run as cleanly competing against thrifty diesel engines, as gasoline engines. ● Siemens VDO which already account for about half the D/C already has confirmed that diesels ● Toyota new-cars sales in western Europe. are scheduled for several US-bound ● Visteon General Motors, DaimlerChrysler and Mercedes-Benz models starting in 2008. ● ZF BMW formed a partnership that will see all The Chrysler group, which includes three companies use a dual-mode hybrid Chrysler, Dodge and Jeep, has had success system with two electric motors that selling the diesel version of the Jeep Liberty Systems as well as a nickel-metal hydride reduces fuel consumption in both city and SUV (badged the Cherokee in Europe) in battery pack and a brake-by-wire electro- highway driving. the US and could add diesel versions of hydraulic regenerative braking system. The The powertrain will be used in SUVs the sedan and Jeep Grand fuel cell engine converts chemical energy starting in 2008. Cherokee SUV. into electric energy using hydrogen fuel and Meanwhile, engineers are continuing oxygen from the air. Coming from Ford work on both the gasoline and diesel The electric energy then powers the Ford, fresh off the success of its hybrid internal combustion engine. vehicle’s electric drive motor, producing only Escape SUV in the US, launched a Several potential breakthroughs could water vapor and heat as byproducts. version called the Mariner and has see dramatic improvements in emissions Finally, fuel cell researchers are making announced that it will boost hybrid and efficiency. progress but are still struggling with some production to 250,000 units in five years. very tough problems. The next hybrids from Ford will be the Fuel cell hybrid The cost per kilowatt hour is still about and Mercury Milan compact Ford last year launched production of a 10 times too high, cold-weather sedans. small fleet of Ford Focus FCV sedans for performance is not up to the same Ford aims to start selling models testing in the US and Canada. FCVs also standards as internal combustion engines equipped with a hybrid powertrain in will be tested in Germany. and no one has figured out how to produce Europe by 2007. The FCV is a hybrid car that uses a fuel and distribute enough hydrogen to replace Toyota, the leader in hybrid sales, plans cell powertrain supplied by Ballard Power gasoline. ANE

◆ 8 Automotive News Europe October 31, 2005 AN_suppl_051031_8-10.qxd 19.10.2005 19:24 Uhr Page 9

Powertrain

ALTERNATIVE FUELS

he threat of running out of crude oil and Tconcerns about the environment are driving the industry to adopt alternative fuels for internal combustion engines. The industry’s focus is on two groups: those based on natural gas and those made from biomass. Hydrogen – an alternative for the distant future – is not a fuel but an energy carrier. Legislation is driving the research. European Union laws focus on reducing carbon dioxide, a gas that some scientists blame for global warming, but are not as tough on particulate matter (soot) and nitrogen oxides (NOx), which are blamed for damaging respiratory systems, aggravating asthma and even death. US and Japanese regulations focus more on reducing soot and NOx.

HOW THEY WORK Natural gas in compressed condition is a practical and efficient alternative fuel. Compressed natural gas (CNG) has an advantage over other fossil fuels: It contains less carbon and in turn produces less CO2 when burned. Gas-to-liquid (GTL) is a more sophisticated fuel. It is made from natural gas with naphtha as an additive. GTL reduces diesel emissions, plus, both CNG Oil made from rapeseed is used to create biodiesel in Europe. and GTL are sulfur free. Biomass-to-liquid (BTL) fuels are another option. Because CNG or liquefied petroleum gas, but “The car industry is still mainly focused on biofuels are made from plants, trees or other combined 2005 new-car sales in each contemporary gasoline and organic matter that absorb CO2 to grow, country won’t exceed 10,000 this year. In developments,” said Diane Lance, manager they are almost CO2 neutral. Biofuels also Sweden, E85 (a mixture of 85 percent of the chemistry department at Ricardo can be mixed with existing fuels to improve gasoline and 15 percent ethanol) is used as automotive consultants in the UK. their properties and reduce emissions such part of a nationwide government project. “Therefore, alternative fuels may remain as NOx. BTL can be made from different Today, 4 million Brazilian cars, or 40 playing a niche role or be tailored to match materials. In Brazil, sugar cane is used to percent, are running on a local mixture of the specifications of existing fossil fuels.” produce ethanol. Rapeseed oil is used to 25 percent ethanol and 75 percent gasoline. create biodiesel in Europe. PRIMARY SUPPLIERS OBSTACLES All European carmakers offer modified WHERE TO FIND THEM Distribution and cost are the main versions of their mainstream models so Available in much of Europe, biodiesel is obstacles. It is difficult to find a place to fill that the cars can run on CNG, GTL or a blend of 5.75 percent of a BTL fuel such as up a car that runs on an alternative fuel, BTL. All oil companies are working on rapeseed oil with diesel fuel. Italy and and expensive modifications need to be increasing natural gas production and Holland are Europe’s top markets for cars made to the car so that it can burn the conversion to GTL. that can operate using gasoline with either alternative fuel. There is one other problem: – Wim Oude Weernink

DUAL- TRANSMISSIONS offers the solution, which it calls DSG, as an option on 10 models. DSG is short for direct shift gearbox. ual-clutch transmissions promise the About 11 percent of the VW Golfs sold in Dsmooth operation of automatic western Europe are equipped with DSG. transmissions with fuel economy equal to or In the US, the VW group offers DSG as an better than manual transmissions. Like option on the VW Jetta and and TT. continuously variable transmissions and Analysts expect Ford will offer the automated manual transmissions, the dual- solution in Europe on the Mondeo and clutch solution offers better fuel economy Galaxy. They also believe Volvos ranging than automatic transmissions, which lose from the C30 to the V70 or even the XC90 power and fuel economy in the torque could get dual-clutch technology. converter. specialists expect dual-clutch transmission technology to gain The dual-clutch transmission works like OBSTACLES share in Europe and the US during the next two automatic transmissions side by side. A disadvantage of dual-clutch transmissions five years. is that, because of low volume, it costs more to with rapid switches from one to the make than most manual transmissions. HOW IT WORKS other, there is no lurch between gears. The The dual-clutch transmission works like solution allows drivers to either set the PRIMARY SUPPLIERS two automatic transmissions side by side. In transmission as an automatic requiring no BorgWarner is the only supplier with its a six-speed version, one clutch would manual shifting or lets drivers manually dual-clutch technology in a mass-market operate first, third and , while the shift without depressing a clutch pedal. model. Its competitors include Germany’s other would operate second, fourth and ZF Friedrichshafen, Getrag, LuK, France’s sixth. WHERE TO FIND IT Valeo and of Italy. Because the transmission uses two Europe’s largest automaker, Volkswagen, – Chris Wright

October 31, 2005 Automotive News Europe 9 ◆ AN_suppl_051031_8-10.qxd 19.10.2005 19:25 Uhr Page 10

Powertrain

GASOLINE DIRECT INJECTION after-treatment systems are needed.

asoline direct injection got off to a false WHERE TO FIND IT Gstart in the 1990s. Mitsubishi invested The offers direct- heavily in the technology, but in Europe its injection gasoline versions of many VW and cars failed to live up to their fuel-saving Audi cars. VW calls the technology FSI, which promise so most buyers stayed with their means fuel stratified injection. BMW is set to diesels. Pressure to compete with diesels in roll out direct injection across its entire Europe and the global requirement to gasoline range in late 2006. “Our focus is not improve fuel economy – without sacrificing one or two niche models,” BMW spokesman performance – has sparked a renewed Wieland Bruch said, “but to provide the best interest in GDI. available technology over all our model ranges.” BMW has a 6.0-liter direct-injection HOW IT WORKS V-12 engine in the face-lifted 7 series it GDI improves the efficiency of gasoline debuted in the spring. Plus, it revealed late engines by providing greater control of last year that the second-generation will the fuel-air mixture and the combustion get direct-injection engines co-developed processes. Fuel can be injected in with France’s PSA/-Citroen. precisely the desired location – generally right next to the – to maximize OBSTACLES power and keep pollutant emissions to a The principal drawback is cost, especially minimum. for stratified charge systems with their Two main types of GDI are used – complex exhaust after-treatment homogeneous and stratified charge. In a GDI engine fuel is injected in set-up. The future looks better for Homogeneous GDI is the simpler of the precisely the desired location – right homogeneous-charge GDI engines. two. The fuel-air mixture remains next to the spark plug. This maximizes According to Lotus Engineering of the UK, constant throughout. That means a power and reduces emissions. the overall cost of such engines is still less conventional three-way catalyst is all than a modern Euro 4-compliant diesel. that’s needed for exhaust-gas after on partial loads – savings of up to 20 treatment. Stratified charge is more percent are claimed – but need a much PRIMARY SUPPLIERS oriented toward fuel saving and relies on richer fuel-air mixture for high-load All the major injection equipment burning a small pocket of rich mixture operation, such as carrying heavy objects. suppliers including Robert Bosch, Delphi, surrounded by an excess of air. These so- The high amount of nitrogen oxides Denso and Siemens VDO Automotive. called lean-burn systems are economical produced in lean-burn mode means costly – Tony Lewin

CAMLESS ENGINES economy and engine torque while reducing emissions. he fewer friction-causing, Beyond valve adjustment lmost all direct-injection Tenergy-robbing parts to an alone, camless technology Adiesel engines use variable engine, the better its could allow for ultra- geometry turbochargers. As of efficiency. Until recently, few lightweight valves because the 2005, no production gasoline production engineers could need to absorb the force and engine had been fitted with a envision a way to eliminate action of rolling is variable geometry camshafts and their timing eliminated. Some engineers . Gasoline hardware. Driven using power have suggested that camless engines typically have fixed- from the engine , technology could ultimately vane turbochargers. rolling camshafts and their use waste exhaust gases to Volkswagen combined a lobes have been used to power valve motion. But, that HOW IT WORKS (dark blue) actuate valves since the dawn concept is far in the future. Exhaust gases are recycled with the turbocharger (red) of the internal combustion and forced through the for efficiency over a wider engine itself. Variable valve WHERE TO FIND IT turbine, causing it to rotate. range of engine speed. timing has brought efficiency Valeo, which calls its This draws in air from outside, advances, but only by altering camless technology which is cooled and forced into the way the contacts Valve Actuation, announced at the engine cylinders. The is on the new VW Golf GT and the valves. So-called camless last month’s IAA in Frankfurt extra air creates more will be an option on the VW technology may allow for that it expects several leading powerful and efficient Touran starting next year. engines that get up to carmakers to introduce the combustion. This in turn boosts 35 percent greater fuel technology in 2009. economy and performance, and OBSTACLES economy than a conventional Valeo says the technology cuts emissions. The high exhaust gasoline engine while lowering could reduce vehicle temperature and range of engine emissions. emissions 20 percent versus a WHERE TO FIND IT operating speeds in a gasoline conventional engine. They are on most diesel engine are more demanding HOW IT WORKS Earlier this year Valeo models sold in Europe and the than in diesel engines. The In a camless engine, the acquired Johnson Controls US. By 2008, sources expect maximum temperature of a valves are opened and closed Inc.’s engine-electronics unit global turbocharger demand diesel’s exhaust is about electronically. Unlike to gain expertise in camless to exceed 16 million units. At 800 Celsius; gas engines can mechanical systems, which engines. last month’s IAA in Frankfurt, run up to 1000 C. give fixed amounts of valve Volkswagen presented its new As a result, it costs too travel and timing, an electro- OBSTACLES Twincharger system for direct- much to make the movable hydraulic device can move Durability and cost. injection gasoline engines. turbine blades durable enough valves independently to any lift VW’s technology uses an to withstand the heat in direct- position for any duration PRIMARY SUPPLIERS electrically powered injection gasoline engines. desired. This gives an Camcon, Eaton, Lotus supercharger from Eaton and opportunity for engine Engineering, Sturman a turbo to provide a boost PRIMARY SUPPLIERS systems to tailor the Industries, TRW Automotive, through the entire engine Mitsubishi Heavy Industries, performance of each piston on Valeo. speed range. BorgWarner and Honeywell. every cycle, increasing fuel – Tim Moran In Europe, the Twincharger – Alex Graham ◆ 10 Automotive News Europe October 31, 2005 AN_suppl_051031_13-15.qxd 19.10.2005 19:26 Uhr Page 14

Safety

TIRE-PRESSURE MONITORING SYSTEMS

nderinflation can cause wear on tires, Uwhich can lead to poor fuel economy and, in worst cases, accidents. A tire- pressure monitoring system offers a way to increase tire safety and add value to the vehicle at a relatively small cost. Following the tire tread separation on Ford Explorers equipped with Firestone tires, American lawmakers mandated automakers include tire-pressure monitoring systems on vehicles sold in the US. Beginning September 1, 2007, all new four-wheel passenger vehicles must be equipped with a system that warns the driver when any one tire falls below 25 percent of its recommended inflation rate. There is no similar rule in Europe, but automakers in the region have adopted the technology for premium vehicles as well as for cars they sell in the US market. “We don’t expect TPMS to become mandatory any time soon in Europe. Nevertheless, the product is getting more and more important as a Third-generation tire-pressure monitoring systems also measure tire temperature. voluntary additional feature,” Beru spokeswoman Monika Schmierer said. WHERE TO FIND IT often. Some sensor suppliers are Millions of vehicles in both Europe and North developing battery-less technology that will HOW IT WORKS America already feature tire-pressure make tire-pressure monitoring systems An electronic sensor is attached to the monitoring systems. They are still mainly found smaller and lighter. inner end of the valve stem or mounted to in premium models, but in two years will be in all Sensors also can be damaged during tire the wheel. The sensor transmits a low- new cars sold in the US. repair or tire installation. power radio signal to a central control unit that sets off the warning light when the OBSTACLES PRIMARY SUPPLIERS pressure reading drops below a designated The environment inside the tire is harsh Beru, Michelin, Continental Teves, trigger point. Third-generation systems also on electronics. Johnson Controls, Schrader-Bridgeport, can measure tire temperature and register A lasting power source is needed and Pacific Industrial, TRW Automotive, IQ Mobil, that information for the driver as well as batteries are not the best solution because SmarTire, Rayovac and Fleet Specialties Co. provide a more accurate pressure reading. they need to be maintained and replaced – Alex Ricciuti

RUN-FLAT TIRES The tire-pressure monitor (lower left), he main safety feature of run- and the support ring, Tflat tires is that they are which is made of designed to prevent a driver polyurethane from losing control when a tire and rubber, loses pressure, especially at high add about 1kg speeds. Equally important is that to the weight a driver can continue traveling of the tire. on a punctured run- for up to 200km at a maximum speed of 80kph before repairing the tire. Another advantage of run-flat tires is that they also eliminate the need for a creating more trunk space in the vehicle and reducing weight. Punctures don’t stop run-flat HOW IT WORKS tires like this one because the There are two types of run- WHERE TO FIND IT OBSTACLES support ring is strong enough flat tires: auxiliary support or The solution is still limited Costs, weight and ride quality to support the car’s weight. self-support. Auxiliary support to premium brands with are the main issues. Run-flat tires have a structure inside the notable exceptions being the tires are more expensive than European countries require tire that can support the weight Honda Odyssey and the Toyota regular tires, especially when cars to carry a spare tire of the car when the tire deflates. Sienna in the US. Nearly all combined with tire-pressure regardless of run-flat Self-supporting tires have highly BMW models, including the monitoring systems, because of technology which eliminates reinforced sidewalls that can Mini Cooper, are equipped with the added maintenance costs. any potential space advantage. support the weight of the run-flats. The tires are The added weight inside each vehicle. Both systems make available in the , A6 tire, about a kilogram, creates a PRIMARY SUPPLIERS sure a vehicle maintains and A8 ranges. higher rolling resistance which Most tire makers including stability and the wheel does not Mercedes-Benz offers it on lowers fuel economy. Run flats Michelin, Continental, BF touch the road even if there is a the S class and the SLK class. also have a reduced ability to Goodrich, Bridgestone, Dunlop, total loss of tire pressure. The and Lexus also absorb bumps, making the ride and Yokohama. offer the solution. more harsh. Also, some – Alex Ricciuti ◆ 14 Automotive News Europe October 31, 2005 AN_suppl_051031_13-15.qxd 19.10.2005 19:25 Uhr Page 13

Safety Adaptive lighting provides precise patterns TIM MORAN AUTOMOTIVE NEWS EUROPE

ver since lights were added Eto vehicles, it seems people have tried to find ways to make them swivel and focus to help drivers see their way. The problem with early attempts to “steer” headlights was the relatively low power of the beams, limitations of the sealed-beam designs that dominated the automotive sector from 1941 through 1983 and the difficulty of truly matching mechanical linkages to what the driver needed to see. Today, adaptive lighting offers a new start with a clean slate and effective technology. When the adaptive lighting system on the new Mercedes-Benz S class determines the driver is Choices, choices rounding a curve, it changes the angle of the headlight beam. Adaptive lighting systems divide into two broad categories. One uses additional bulbs housed Light my way in specially engineered reflectors Bright future transparent. By making one or within the headlight lens Primary suppliers of more thin sandwiched layers assembly to switch on extra adaptive lighting for dim mirrors react with the gel, a darker and lights. The other uses motors and ● darker filter can be placed over projector lenses to mechanically ● Denso he 2006 Citroen C6, the silvery reflective layer of pivot one or both . ● Hella TPSA/Peugeot-Citroen’s new the mirror. Think of an eyeball in a socket. ● Osram upper-medium car, carries The mirrors use a The systems can work with ● Philips external and internal rear-view complementary metal oxide either halogen bulbs or xenon ● II Stanley mirrors from US supplier semiconductor chip to sense high-intensity discharge bulbs. ● Valeo Sylvania Gentex Corp. that both ambient light levels In either case, adaptive automatically dim when bright forward of the car and bright ● Visteon lighting relies on a complex headlights hit them. light sources coming from reflector – the silver sculpted Internal auto-dimming behind the car, and sensor shape behind the bulbs – to Light Control and is standard mirrors are standard on the circuitry to communicate with provide precise lighting on the 2006 330i. car, while external dimming a digital microprocessor that patterns. The need to change mirrors will be an option on all does not need signal amplifiers the beam pattern is analyzed by Sensing a turn but top-of-the-line trim or other conversion circuitry to a computer program that takes The uses a fixed-bulb packages for the Citroen. do its job. Gentex calls the input from sensors including cornering system that is called It’s the first three-mirror solid-state device an Active speed, light level and steering Adaptive Light. The additional system to be supplied in Light Sensor. angle. When the adaptive bulb comes on when it senses France by the Zeeland, Gentex was the first lighting system determines the the driver making or signaling a Michigan, company. The company in the world to supply driver is rounding a curve, it turn at speeds up to 70kph. In outside dimming mirrors are automatic-dimming rear-view changes the headlight beam addition, the adaptive lights also available on the 2006 mirrors when its products angle to light the road surface come on to illuminate a tight and the came onto the market some farther along the curve. parking spot or driveway when Mercedes-Benz CLS class. 15 years ago. European cars are more the driver is backing the car. Gentex mirrors use Gentex dominates about likely than US cars to have Adaptive lighting has mostly proprietary electrochromic gel 80 percent of the market for motorized lighting, as European been limited to top-end luxury technology to dim automatic dimming mirrors; standards already demand cars with xenon projector bulb proportionally to the amount of competitor Magna Donnelly automatic-leveling headlamps. systems; the cost of motorized light detected. holds about 16 percent. Magna Mercedes-Benz offers active lighting could limit adoption in Donnelly refers to its lights with a cornering function. lower cost mass markets. Trade secret electrochromic mirror as solid The system uses a computer- Drivers need to experience While Gentex does not polymer matrix technology. controlled motor to move bi- adaptive lighting in order to discuss its trade secrets in According to press xenon headlights, in which a value it as a feature, but most detail, electrochromics typically materials, Gentex’s customers projector lens is used to give car sales do not include a night- use layers of polarizing material include Audi, , BMW, both low and high beams. time test drive. North American placed within a sandwich of Daimler-Chrysler, Fiat, BMW, meanwhile, adds inputs manufacturers, not required to glass plates. Ford, General Motors, from a lateral acceleration have self-leveling headlamps, Under normal Honda, Hyundai, , , sensor (to measure the severity are unlikely to spend extra for circumstances, the material Lexus, , Mitsubishi, of a turn’s G-force) and map motorized systems. Some remains clear, but when a mild , Opel, Renault- information from the onboard automakers may be waiting for electric current is passed Samsung, Rolls-Royce, navigation system to tailor its light-emitting diode front through it, the polarity is SsangYong, Toyota, similar active system. lighting before making expressed by making Volkswagen and Volvo. The system is called Adaptive significant lens changes. ANE translucent what was – Tim Moran

October 31, 2005 Automotive News Europe 13 ◆ AN_suppl_051031_13-15.qxd 19.10.2005 19:26 Uhr Page 15

Safety

PEDESTRIAN SAFETY

utomakers face increasing legislative Ademands to make cars less dangerous in the event of a collision with a person. Pedestrian fatalities make up nearly a third of the 40,000 annual car-related deaths in Europe. About 5,000 pedestrians are killed on US roads each year. That represents about 12 percent of the total annual highway death toll of 42,000 in the US. Most of these deaths, estimated at 80 percent, are caused by head injuries resulting from a collision with the car , A- or . Starting this month new types of cars sold in the European Union must meet more demanding pedestrian safety rules. By 2012, this requirement will be expanded to all new cars.

HOW IT WORKS Car designers are taking three major paths to meet the EU regulations. Mercedes made numerous changes to the front of the new S class to make it more 1. Creating more space between the front pedestrian friendly. grill and the so-called hard points such as the engine and radiator to passively absorb Europe in March 2006, will have the Autoliv complexity into cars, which adds cost and kinetic energy from a collision. pop-up hood. The Honda Legend also will increases the risk of software-related 2. Redesigning the car’s hood to make it a have a pop-up hood in European markets. problems. better energy absorber and fitting it with Raising the hood away from the engine Changing the front ends of cars forces active safety systems such as a pop-up results in a 30 percent reduction in head designers to overcome engineering mechanism and airbags to deflect the injuries. “You have a maximum of 60 challenges while making sure their cars pedestrian’s head away from the milliseconds to cover all sizes of people,” still looks good. windshield and A-pillars. Honda Europe spokesman Thomas 3. Equipping the car with active safety Brachmann said. The engine in the new PRIMARY SUPPLIERS systems such as night vision and active Mercedes-Benz S class has been lowered The main suppliers are Autoliv, TRW braking systems to prevent any impact 13mm to provide more crash-absorbing Automotive, Denso, Robert Bosch, from ever taking place. crush space. Siemens VDO Automotive, Valeo and HBPO, the venture between supplier Hella, WHERE TO FIND IT OBSTACLES Behr and Plastic Omnium The Jaguar XK, scheduled for launch in Active systems put additional electronic – Lyle Frink

NIGHT VISION ahead of the car and projects the image onto the lower left MW and Mercedes-Benz portion of the windshield. Beach will offer night vision on Toyota’s Night View system, upcoming vehicle programs for available on the Lexus LX470 in the US and Europe. The the US and other models in technology debuted in the US Japan, uses so-called near- five years ago. Demand for a infrared technology to Raytheon-built system was illuminate everything in front of brisk when General Motors the vehicle up to about introduced it on the 2000 150 meters. Two lamps in the Cadillac DeVille. But sales project light beams that slowed, and GM dropped the reflect off objects in the factory-installed option after the vehicle’s path, bouncing back to 2005 model year. With the a camera mounted inside the feature gone from the DeVille, top of the windshield. A Toyota became the only computer processes the carmaker offering a night vision reflected images and projects a system in the US. black-and-white image onto a section of the windshield. HOW IT WORKS Mercedes says the night OBSTACLES vision system on its new S class Like many other new can extend a driver’s visibility technologies, cost is a big factor. about 150 meters. The system Siemens VDO’s Night Vision, which is integrated in the head-up And there are limitations. For bathes the road with infrared display, could make driving in the dark more comfortable by example, Honda’s system will light from two projectors helping drivers identify potential hazards earlier. not function if the temperature mounted in the headlight rises above 30 Celsius. assemblies. An infrared camera BMW says the night vision of the instrument panel. in the windshield receives the system on its 2006 7 series is Honda offers what it calls PRIMARY SUPPLIERS reflected infrared light and effective up to 300 meters. It, Intelligent Night Vision on the Autoliv, L-3 Communications, shows it as a black-and-white too, uses an infrared camera. Honda Legend in Japan. A Raytheon, Siemens VDO image on a screen on the The image is displayed on the camera detects heat-emitting Automotive. instrument panel. iDrive monitor on the top center objects as far as 460 meters – Chaz Osburn

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Safety

LANE DEPARTURE Ford Motor Co. and WARNING DaimlerChrysler also have been testing lane departure warning systems. ane-departure warning Lsystems are being OBSTACLES developed to help distracted or Challenges include stopping drowsy motorists avoid an false alarms and getting the accident. Almost 2 million system to work properly accidents a year are attributed during some types of bad to drivers inadvertently weather and on roads that are changing lanes. not well marked. Another drawback is price – more than HOW IT WORKS E1,000 in many cases. Lane-departure warning systems use sensors, such as PRIMARY SUPPLIERS cameras or near-range radar, Valeo has been fastest to to monitor the lane. The Many lane-departure warning systems use a camera mounted market: its systems are on systems determine the on the windshield to monitor lane markers on roadways. Stray Citroens and it supplies a direction and position of the over a line and the system will be activated. separate system to Nissan vehicle in relation to lane that was developed by Iteris. markers. When the technology Aisin Seiki’s lane departure recognizes that a lane future, the system could be solution include the FX45 and warning system can be found departure is imminent it sends extended to help a driver M45 from , Nissan’s on Toyota models. a signal to the driver. Some change lanes and avoid luxury division. Toyota is Continental, Delphi, Denso, systems make a noise, others collisions with vehicles in a equipping some of its models Hella, Robert Bosch, Siemens cause a vibration of the driver’s blind spot. in Japan. General Motors VDO Automotive and Visteon steering wheel or the driver’s featured the technology on the all aim to have their systems seat. Advanced systems can WHERE TO FIND IT Cadillac STS SAE 100 concept in production models before automatically steer the vehicle In Europe on the Citroen C4, it showed in April at the SAE the end of the decade. back into the lane. In the C5 and C6. US models with the World Congress in Detroit. – Chris Wright

ADAPTIVE CRUISE CONTROL

daptive cruise control lets Athe car maintain a driver- selected speed while automatically adjusting to changing traffic. Second- generation systems work in stop-and-go situations, an improvement over the first generation, which would not function at speeds below 30kph.

HOW IT WORKS Adaptive cruise control systems use radar, or an infrared detector beam or lidar, a light- based system. If the system senses a slower moving vehicle ahead, it automatically reduces speed to avoid getting too close. Second-generation systems such as Robert Bosch’s ACCplus can bring a car to a complete stop, if necessary. Once the target moves out of the lane, the device automatically returns to the pre- set speed. Cars equipped with adaptive cruise control automatically slow when another car gets too close. WHERE TO FIND IT When the object gets out of the way, the car returns to a driver-set speed. The models that feature adaptive cruise control include: the BMW 3, 5 and 7 series, . Delphi, especially the newest variants, minor collisions. Some systems Mercedes-Benz S class, Siemens VDO Automotive and which combine adaptive cruise can be deceived by sharp Volkswagen Phaeton, Audi A8 Continental will feature their control with other driver-assist curves and in rain or snow. and Q7, Cadillac XLR and latest solutions on as-yet- functions such as collision Jaguar XKR. In the US, Toyota unnamed 2006 models. warning, night vision and blind- PRIMARY SUPPLIERS offers the system on the Sienna spot detection. Sensors behind Bosch, Continental, Delphi, XLE minivan. TRW Automotive OBSTACLES the front are exposed to Motorola, Siemens VDO, TRW Inc.’s second-generation system The systems to support the the elements and can be Automotive, Visteon. is an option on the 2006 model controls are expensive, damaged or misaligned in – Ian Morton ◆ 18 Automotive News Europe October 31, 2005 AN_suppl_051031_18-20.qxd 19.10.2005 19:27 Uhr Page 19

Convenience Hand-held devices move into the car

RHODA MIEL AUTOMOTIVE NEWS EUROPE

eople want to listen to their own music in Ptheir cars. This desire has been the catalyst behind the installation of everything from eight-track tape players to compact disc players to digital music systems to satellite radio receivers. In each case the auto industry has been slow to satisfy the new desire. Along with trying to catch up with the surge in popularity of Apple’s iPod and other MP3 players, automakers are looking for ways to allow people to use hand-held devices such as mobile phones and personal digital assistants in the car in a better and safer way. Getting connected Last year, BMW started to offer the option of having an iPod connection retrofitted into the glove boxes of its models. BMW’s system lets the driver control the iPod by using the standard buttons on the steering wheel. Mercedes’ system allows users to play BMW spokesman Frank Schlöder said music stored in an iPod through in-car the carmaker’s target is to have a standard systems and control the device through USB interface so that all MP3 players can standard controls on the instrument be used in the brand’s cars. He said future panel and steering wheel. generations of BMW’s cars will offer the feature, but he couldn’t reveal when. Starting this year, Mercedes-Benz models Outside contact such as the B class allow users to play Suppliers that are making music stored on an iPod through the hand-held devices work on the road: vehicle’s in-car system and control the iPod ● Delphi through standard stereo buttons on the ● instrument panel and steering wheel. Visteon Users even can display their iPod song ● Siemens VDO Automotive information on the instrument cluster. According to Apple’s research, 67 percent ● Apple The integration works through the 30-pin of iPod owners listen to them in their cars. ● Microsoft connector on the bottom of every iPod and Apple launched an iPod adapter for some ● Bluetooth iPod Mini. BMW models in 2004. It says it has deals That connection will continue to exist, so with Honda, , Volkswagen and Audi to the auto industry has a specific standard integrate iPod products into their car systems on telephones and MP3 players, around which to design its systems. stereos for 2006 model lines. through CDs and even satellite radio stations. Apple expects more than 5 million More than 20 automakers worldwide offer Coordinated effort vehicles will ship with iPod support in the optional or standard Bluetooth-enabled In-car solutions will require renewed US in 2006, according to Reuters. communications systems in their new emphasis on coordinating vehicle interior models. Models from premium carmakers design, electronic connections, wire The next step such as Lexus and BMW as well as mass housings and LED displays to make it all Siemens VDO Automotive, of market brands Toyota, Opel/Vauxhall and work seamlessly for the vehicle owner. Regensburg, Germany, is concentrating on Chrysler have the solution. “That is a major issue,” said Hans-Gerd using Bluetooth, a wireless connection Bluetooth is a short-range wireless Krekels, vice president of product and being built into many consumer electronics connection system that allows various innovation management for Siemens VDO and mobile phones, to widen potential digital devices such as in-car audio, PDAs Automotive’s infotainment solutions. “The entertainment links in the car. and mobile phones to communicate. The simpler the design on the outside, the more In Europe, mobile telephones most common use of Bluetooth technology complicated it is [on the inside],” he said. increasingly are able to store digital music, currently is for hands-free use of mobile There is more than aesthetics at stake. Krekels said. Siemens VDO can link a phones. It allows drivers to talk without Coordinating digital music systems variety of telephones to the auto having to hold their phones and saves them smoothly into cars will make it less likely entertainment system through Bluetooth, from searching for their mobile phones that drivers will be distracted. They can use and even upgrade the software within the while driving. standard switches and controls in the car to stereo players so they can adapt more As with other hand-held devices, control their music, rather than taking their quickly, he said. automakers have difficulty keeping up with eyes off the road to fiddle with a small In the long term, Siemens VDO is the much quicker product life cycles in the player on an instrument panel or tossed developing a system called “content-based electronics industry. Successfully onto a seat. In a fully integrated system, the multimedia” that lets drivers organize their integrating personal electronic devices controls on the iPod are locked out in favor stereos to look for songs by a certain artist or such as the iPod into their models can take of the main controls, said Bob Borchers, style of music and play them back through the years and while some consumers want the senior director of iPod auto integration for speakers. The computerized search engine extra functionality, they don’t want to pay Apple. then will draw from digital music storage a lot for it. ANE

October 31, 2005 Automotive News Europe 19 ◆ AN_suppl_051031_18-20.qxd 19.10.2005 19:27 Uhr Page 20

Convenience

PARKING ASSIST

roximity sensors in the front Pand rear bumpers and camera-aided devices are two systems that currently help drivers park. The most advanced systems completely take over the chore.

HOW IT WORKS Front and rear sensors, either ultrasonic or radar-based, trigger an audible warning when the driver gets too close to an object. In cars with a rear- vision camera a picture of what is behind the vehicle is sent to the screen on the navigation system to make backing easier. Cars equipped with self-park solutions have a computer that use inputs from Global Positioning System satellites, the Park Mate automatically scans a row of parked cars until it identifies a space large enough. The system car’s navigation system, takes over control of the steering and maneuvers the car into the chosen space. steering-wheel sensors and a rear-vision camera to provide the with a rear-vision camera appearance before the end of to repair. Rear-vision cameras necessary information to guide include: the , Toyota the decade on a model from are expensive as are self- the car into a parking space. Corolla Verso, Lexus RX300 Infiniti, Nissan’s luxury brand. parking systems, which require and RX400h, and Nissan Toyota offers self-parking on a high-powered computer to WHERE TO FIND IT Murano and Pathfinder. Nissan the Prius in Japan. process the data. Most luxury brand models has a prototype system that as well as many station creates a bird’s-eye view of the OBSTACLES PRIMARY SUPPLIERS wagons and SUVs have back- car in relation to its Bumper sensors are in a Aisin Seiki, Denso, Siemens up sensors in their bumpers. surroundings. The solution is vulnerable location and if they VDO Automotive, Valeo. Cars in the US and Europe scheduled to make its first are damaged they are expensive – Ian Morton

COOLED SEATS HOW IT WORKS ducts and channel the cool air of cooled seat in their premium Cooling seats work in several through the seatback. Some vehicles. Cooled seats are eeping drivers comfortable different ways. Some use systems briefly use a solid-state expected to penetrate mid- Kwhen it’s warm outside puts special absorbent materials thermoelectric device to create market automobiles. a heavy load on a car’s heating under breathable seat coverings cool air quickly, close to the ventilation and air conditioning to wick away moisture and seat, to supplement air OBSTACLES system. Bringing cooling power heat. Johnson Controls Inc. conditioning at start-up. Cost and acceptance among directly to the place where demonstrated such a system at consumers, particularly humans make contact with the the recent IAA in Frankfurt WHERE TO FIND IT European countries where cool car – the seat – can increase called EcoClimate that uses Saab introduced power- temperatures prevail. And comfort while taking some of coconut fiber and activated ventilated seats in 1998 in the many consumers are not aware the load off the HVAC charcoal. The supplier Saab 9-5; other manufacturers the technology exists. equipment. Cooled seats are claims the seat can absorb followed quickly with systems in expected to be important for 300 percent more moisture luxury models. Mercedes used PRIMARY SUPPLIERS European cars where, unlike than conventional seats. 10 minifans to push air through Faurecia, Johnson Controls, the North American market, Other suppliers use active seats in the S class; Audi, Lear, Magna International, gale-force air conditioning is ventilation from a , or BMW, Cadillac, Ford, Infiniti, Tachi-S Corp., Visteon, W.E.T. seen as a flaw rather than a multiple fans, that pick up air- Lexus, Lincoln, Toyota and Automotive Systems. feature. conditioned air from the car’s Volkswagen all offer some form – Tim Moran

CO2 AIR CONDITIONING also involves a heat pump operation, include a way to warn passengers if the providing auxiliary warmth for the gas enters the car because too much CO2 he European Union is expected to passenger cabin and better control of can be poisonous. Toutlaw the use of the hydrofluorocarbon glass fogging. R134a as the air conditioner refrigerant WHERE TO FIND IT used in new cars sold after 2011. CO2, OBSTACLES The Toyota Kluger V FCHV-4 fuel cell though a greenhouse gas, is the leading The complexity of the system and the hydrogen vehicle incorporates a Denso replacement candidate. R134a is 1,300 cost of materials are the main drawbacks CO2 prototype system with electric heat times more damaging to the earth’s ozone to CO2 air conditioning. pump. Last year Delphi demonstrated CO2 layer than CO2-based refrigerant, Above 40 degrees Celsius, the system air conditioning in an 147. according to scientists. needs an additional interior heat Visteon, which exhibited its CO2 system on exchanger, which would add more cost. an Audi A8 earlier this year, and Behr say HOW IT WORKS There are also infrastructure issues their CO2 systems will be ready by 2009. An inexpensive natural by-product, such as providing service and CO2-based air conditioners use a closed maintenance equipment, plus clarifying PRIMARY SUPPLIERS system requiring a smaller amount of gas and standardizing procedures on how to Behr, Delphi, Denso, Modine, Valeo, – as little as one-fifth – compared with handle CO2 air conditioning systems Visteon. conventional systems. CO2 technology during service. CO2 systems also must – Ian Morton ◆ 20 Automotive News Europe October 31, 2005 AN_suppl_051031_21-24.qxd 19.10.2005 19:28 Uhr Page 21

Senior product development executives and technical centers

AUDI DAIMLERCHRYSLER FIAT GROUP

Executive: Technical centers: Martin Winterkorn ELASIS Research Center Head of technical development Via Ex Aeroporto (also Audi chairman) 80038 Pomigliano d’Arco, Naples, Italy Tel: (39) 081-19695100 Other key product development Executive: executives: Nevio di Giusto, CEO Wolfgang Hatz, engine development Ulrich Hackenberg, development Centro Ricerche Fiat concepts, body, electrics/electronics (Fiat Research Center) Michael Dick, development chassis, Strada , 50 complete cars, testing cars 10043 Orbassano, Turin, Italy Tel: (39) 011-908-3111 Technical center: Fax: (39) 011-908-3670 Technische Entwicklung Executive: (Technical Development) Giancarlo Michellone, CEO 85045 Ingolstadt, Germany Tel: (49) 841-89-403 00 Fax: (49) 841-89-309 00 FORD Executive: BENTLEY Joe Bakaj Vice president, product development, Europe

Executive: Other key product development Thomas Weber executives: Head of research and technology Malcolm Thomas Engineering director Other key product development executive: Franz Laermann Volker Mornhinweg, managing director of Head of vehicle engineering Mercedes-AMG Heinrich Fischer Head of electrical engineering Technical center: Andreas Ostendorf DaimlerChrysler Head of chassis engineering Mercedes-Benz Technology Center Steve Causey 71059 Sindelfingen, Germany Head of body engineering Tel.: (49) 7031-90-777 00 Rudolf Menne Fax: (49) 7031-90-777 04 Director of powertrains Jost Capito Head of team RS Marin Burela Vehicle line director, small cars Executive: Gunnar Hermann Amedeo Felisa, deputy chief operating Vehicle line director, medium cars officer and technical director Kevin O’Neill Vehicle line director, large and luxury cars Technical center: Phil Collareno Via Abetone Inferiore 4, Vehicle line director, commercial vehicles Executive: 41093 Maranello, Modena, Italy Rudolf Kunze Ulrich Eichhorn Tel: (39) 0536-949-111 Chief technical officer, Aachen (Germany) Board member, engineering research center Technical center: FIAT AUTO Technical centers: Bentley Motor Cars Ford Werke Pyms Lane Executive: John-Andrews-Entwicklungszentrum Crewe, Cheshire CW1 3PL, UK Harald J. Wester, head of design and Spessartstrasse Tel: (44) 1270-255-155 engineering 50725 Cologne-Merkenich, Germany Fax: (44) 1270-586-548 Tel: (49) 221-900-0 Technical center: Fax: (49) 221-901-2641 Fiat Auto Engineering and Design BMW Corso Agnelli, 200 Ford Research Center Aachen 10135 Turin, Italy Süsterfeldstrasse Executive: Tel: (39) 011-003-1111 50725 Cologne-Merkenich, Germany Burkhard Göschel Fax: (39) 011-003-8078 Tel: (49) 241-9421-200 Board member, development and purchasing Dunton Technical Center Laindon, Basildon, Technical center: SS15 6EE, UK Forschungs- und Innovationszentrum Tel: (44) 1268-403-000 (Research and Innovation Center) Fax: (44) 1268-401-081 Knorrstrasse 147 80788 , Germany Tel: (49) 89-382-0 Fax: (49) 382-25858

October 31, 2005 Automotive News Europe 21 ◆ AN_suppl_051031_21-24.qxd 19.10.2005 19:28 Uhr Page 22

Senior product development executives and technical centers

GM EUROPE/ HONDA ADAM OPEL Executive: Executive: Executives: Yasuhisa Maekawa Hans Gustavsson Robert Lutz President, Honda R&D Europe Product development director Vice chairman, product development General Motors Technical centers: Technical center: 30500 Mound Road Honda R&D Europe (Germany) Gaydon Headquarters Warren, MI 48090, USA Carl-Legien-Strasse 30 Banbury Road Tel: (1) 810-986-2500 63073 Offenbach, Germany Lighthorne CV35 0RG, UK Fax: (1) 810-986-6347 Tel: (49) 69-89011-0 Tel: (44) 1926-641-111 Fax: (49) 69-89011-499 Hans Demant Vice president engineering Honda R&D Europe (UK) General Motors Europe; 470 London Road managing director of Opel Slough, Berkshire SL3 8QY, UK Executive: Adam Opel Roberto Corradi Adam Opel Haus Technical director 65423 Rüsselsheim, Germany JAGUAR Tel: (49) 6142-772020 Technical center: Fax: (49) 6142-778623 Executive: Viale Ciro Menotti 322 Al Kammerer 41100 Modena, Italy Other key product development Product development director Tel: (39) 059-230-101 executives: David Piper Technical center: MAZDA Vice president, powertrain joint venture Engineering Center Karl-Friedrich Stracke Whitley, Coventry, CV3 4LF, UK Executive: Director, product engineering Tel: (44) 2476-303-080 Jiro Maebayashi Ulrich Reitz Vice president of Director, GM engineering Europe European research Klaus Nüchter and development Vehicle line executive, small/compact cars center Peter Mertens Executive: Vehicle line executive, medium/large cars Massimo Ceccarani Technical center: Stig Nodin Technical director Mazda Motor Director, Saab/GME engineering center in Europe Sweden Technical center: European R&D and Miguel Fragoso Via Modena 12 Production Vehicle line executive, commercial vehicles; 40019 Sant’ Agata Bolognese, Bologna, Italy Hiroshimastrasse 1 director, GME engineering center UK Tel: (39) 051-6818-611 61440 Oberursel, Germany Technical center: Tel: (49) 6171-707-0 International Technical Development Center (ITDC) Adam Opel 65423 Rüsselsheim, Germany Tel: (49) 6142-77-0 AN_suppl_051031_21-24.qxd 19.10.2005 19:28 Uhr Page 23

Senior product development executives and technical centers

MITSUBISHI PORSCHE Velizy A Center Technique de Velizy Executives: Route de Gisy Kikuzo Kitaori 78943 Velizy Villacoublay Cedex, France President, Mitsubishi Motor R&D of Europe Tel: (33) 1-57-59-30-00 (MRDE) Efi Maas Velizy B General manager, design Zone d’Activite Louis Breguet 78943 Velizy Villacoublay Cedex, France Technical center: Tel: (33) 1-57-59-16-14 MRDE Design Center Diamantstrasse 1 Centre Technique de Carrieres-sous-Poissy 65468 Trebur, Germany 212 Boulevard Pelletier Tel: (49) 6147-91419 78307 Carrieres-sous-Poissy, France Fax: (49) 6147-3312 Tel: (33) 1-30-19-30-00 NISSAN RENAULT Technical centers: Nissan Technical Center Europe Cranfield Technology Park, Cranfield, Bedfordshire MK42 0DB, UK Tel: (44) 1234-755-555 Fax: (44) 1234-755-799 Executive: Executive: Hanaoka Motkoyoshi, senior vice Wolfgang Dürheimer, executive vice president president research and development

Nissan Motor Iberica Technical center: Zona Franca, Sector B, Calle 3 Dr. Ing. h.c.F. Porsche 08004 , Spain Forschungs- und Entwicklungszentrum Tel: (34) 93-290-8080 (Research and Development Center) Fax: (34) 93-290-7328 Porschestrasse Executive: 71287 Weissach, Germany Jose Vicente de los Mozos, vice president Tel: (49) 711-911-0 Fax: (49) 711-911-2333 Nissan Motor Manufacturing UK Washington Road Sunderland, Tyne and Wear PSA/PEUGEOT-CITROEN SR5 3NS, UK Tel: (44) 191-415-2900 Executives: Fax: (44) 191-415-2236 Jean-Marc Nicolle Executive: Executive vice president, group strategy Executives: Colin Dodge, senior vice president and products Patrick Pelata Robert Peugeot Executive vice president, product and Nissan Motor Co., Ltd. Executive vice president, innovation and strategic planning 17-1, Ginza 6 chome, Chuo-ku quality Tokyo, 104-8023 Japan Gilles Michel Tel: (81) 3-5565-2141 Executive vice president, platforms, Fax: (81) 3-3546-2669 technical affairs, purchasing Executives: Gerard Welter Carlos Tavares, executive vice president, Chief designer Peugeot corporate, product planning Jean-Pierre Ploue Iroto Saikawa, executive vice president, Chief designer Citroen purchasing; chairman of management Pascal Henault committee, Europe Vice president, research and innovation Hubert Maillard Vice president, platform 1 Jacques Pinault Vice president, platform 2 Jean-Francois Poluzot Vice president, platform 3 Jean-Guy Queromes Vice president, joint platforms Vincent Besson Vice president, products and markets, Citroen Bruno de Guibert Vice president, products and markets, Peugeot

Technical centers: Center Technique de La Garenne-Colombes 18 Rue des Fauvelles 92252 La Garenne Colombes, France Tel: (33) 1-56-47-30-30 Remi Deconinck Senior vice president, product planning

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Senior product development executives and technical centers

Other key product development SMART TOYOTA executives: Michel Faivre Duboz Senior vice president, vehicle engineering development Michel Balthazard Director of development, M2S product range Michel Gornet Executive vice president, manufacturing Jacques Lacambre Senior vice president, advanced vehicle engineering and research Jacques Prost Vice president, I product range Jean-Francois Simon Vice president, M1 product range Kazumasa Katoh Vice president, powertrain engineering

Technical center: Technocenter 1, Avenue du Golf 78288 Guyancourt, France Tel: (33) 1-34-95-34-95

Executives: SAAB Shinichi Sasaki President and CEO, Toyota Motor Executive: Engineering and Manufacturing Europe Stig Nodin Executive: Kazuhiko Miyadera Director, engineering center Ulrich Walker Executive vice president TMEM; in charge President of Smart of R&D Technical center: Technical Development Center (TDC) Technical center: Technical center: AB Leibnitzstrasse 2 TMEM 46180 Trollhättan, Sweden 71032 Böblingen, Germany Hoge Wei, 33A, Tel: (46) 520-86392 Tel: (49) 7031-90 76 200 1930 Zaventem, Fax: (46) 520-86661 Fax: (49) 7032-90 74 999 Tel: (32) 2-712-3211 Fax: (32) 2-712-3279 SEAT VOLKSWAGEN Executives: Executive: Winfried Burgert Kazuo Saito, general manager Executive: Executive vice president, research and Wolfgang Bernhard development Subaru Test and Development Center board member responsible for technical Raul Mouzo in Europe development (also VW brand chairman) Finance and project management Konrad-Adenauer-Strasse 34 55218 Ingelheim am Rhein, Germany Technical center: Technical center: Tel: (49) 6132-763-70 Forschung und Entwicklung Centro Tecnico Fax: (49) 6132-76331 (Research and Development) Carretera n-2, km 585 Volkswagen PO Box 91 38436 Wolfsburg, Germany 08760 Martorell, Spain Tel: (49) 5361-90 Tel: (34) 93-773-1400 VOLVO SKODA Executive: Executive: Hans Folkesson Harald Ludanek Senior vice president, research and Head of research and development development

Other key product development Technical center: executives: Department 90000, Building PV3A Thomas Ingenlath 405 31 Gothenburg, Sweden Head of design Tel: (46) 31 59-7135 Dirk Butterbrodt Fax: (46) 31 59-17 02 Head of total vehicle development

Technical center: Skoda Auto Cesana Technical Development 29360 Mlada Boleslav, Czech Republic Tel: (420) 326-815-401 Fax: (420) 326-815-010 ◆ 24 Automotive News Europe October 31, 2005 AN_suppl_051031_25-28.qxd 19.10.2005 19:29 Uhr Page 25

Design studios

ASTON MARTIN

Senior design executive: Marek Reichman, design director

Studio: Banbury Road, Gaydon, Gaydon, Warwickshire, CV35 0DB, UK AUDI Senior design executives: Walter de’ Silva, head of design, Audi brand group Gerhard Pfefferle, head of design, Audi

Studios: Audi Design I/ED 85045 Ingolstadt, Germany

Design Center Europe 08870 Sitges, Barcelona, Spain

Design Center California 82 W. Cochran Street Simi Valley, California 93065, USA CITROEN FIAT AUTO BENTLEY Senior design executive: Senior design executives: Senior design executive: Jean-Pierre Ploue, director of Centre Frank Stephenson, vice president design, Dirk van Braeckel, director of design de Creation Citroen Fiat, and light commercial vehicles Flavio Manzoni, design director, Fiat, Other senior styling managers: Other senior styling managers: Lancia and light commercial vehicles Raul Pires, head of exterior design Oleg Son, head of Platform 2 Robin Page, head of interior design Carlo Bonzanigo, head of Platform 3 Studios: Luis Santos, design project manager Gilles Vidal, concept cars Centro Stile Fiat Via La Manta 22 Studio: Studio: 10137 Turin, Italy Bentley Motor Cars Centre Technique de Velizy Studio director: Christopher Reitz Pyms Lane Centre de Creation Citroen, Route de Gizy Crewe, Cheshire CW1 3PL, UK 78973 Velizy-Villacoublay Cedex, France Centro Stile Alfa Romeo Viale Luraghi BERTONE DAIMLERCHRYSLER 20020 Arese, Milan, Italy Studio director: Wolfgang Egger Senior design executives: Senior design executives: Roberto Piatti, engineering Peter Pfeiffer, senior vice president Centro Stile Lancia Eugenio Manassero, managing director design; head of design, Mercedes Car Group Viale Fausto Coppi 2 Gunther Ellenrieder, director advanced 10043 Orbassano, Turin, Italy Studio: vehicle engineering Studio director: Marco Tencone Stile Bertone Steffen Köhl, senior manager advanced Via Roma 1 concepts studio design Fiat Auto Advanced Design 10040 Caprie, Turin, Italy Gerhard Honer, director design Corso Settembrini 40 commercial vehicles 10137 Turin, Italy BMW Studio director: Roberto Giolito, Studios: Senior design executive: DaimlerChrysler Chris Bangle, director of design Design Department HPC X800 Senior design executives: Other senior styling managers: 71059 Sindelfingen, Germany Leonardo and Matteo Fioravanti , head of BMW brand design DaimlerChrysler Studio: Michael Ninic, head of interior design Advanced Design Italia Fioravanti SrL Styling Studio Thomas Plath, head of advanced design Largo Spluga, 1, 22100 Como, Italy P. Vittorio Emanuele 4 Gert Hildebrand, head of Mini design Studio director: Norbert Weber Moncalieri, Italy Verena Kloos, head of DesignworksUSA Ulf Weidhase, head of M-design Mercedes-Benz Advanced Design of North FORD America Studios: 17742 Cowan Street Senior design executives: Forschungs- und Innovationszentrum Irvine, California 92614, USA , executive design director (Research and Innovation Center) Studio director: Franz Lecher Ford Europe Knorrstrasse 147 Chris Bird, director integrations and 80788 Munich, Germany Mercedes-Benz Advanced Design Center of operations Japan, Terry Wolkind, business manager DesignworksUSA 1-17 Chigasaki-minami 2-Chome 2201 Corporate Center Drive Tsuzuki-ku, Yokohama, Kanagawa 224-0037 Other senior styling managers: Newbury Park, California 91320-1421, USA Japan Stefan Lamm, chief designer exteriors Studio director: Olivier Boulay

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Design studios

Claudio Messale, chief designer production Strada del Portone, 61 Studio: and execution 10137, Turin, Italy Design, G-DEC Land Rover Chris Clements, chief designer FCSD RS Banbury Road, Lighthorne Nikolaus Vidakovic, chief designer interior Warwick CV35 0RG, UK design Ruth Pauli, chief designer color and Senior design executive: LOTUS materials Fabrizio Giugiaro, styling area director Senior design executives: Studio: Studios: Russell Carr, chief designer Merkenich Design Center Italdesign Steve Crijns, design manager John Andrews Entwicklungszentrum Via Achille Grandi, 25 John Statham, design manager Spessartstrasse 10024 Moncalieri, Turin, Italy Barney Hatt, principal designer 50725 Cologne-Merkenich, Germany Richard Kilgren, designer Diseno Industrial Anthony Bushell, designer FUORE DESIGN C/Isaac Peral 13 Neil Lloyd, studio manager 08960 Sant Just Desvern, Barcelona, Spain Senior design executive: Studio: Erwin Leo Himmel, CEO Italdesign France Group Lotus plc Rue de Forny 254 Potash Lane, Hethel, Norfolk, Studio: 7830 Buc, France NR14 8EZ, UK C/Teodor Roviralta 31 08022 Barcelona, Spain Berci MAGNA STEYR 655 Av. Roland Garros, BP 328 Cedex HEULIEZ 78533 Buc, France Senior styling executive: Andreas Wolfsgruber, head of styling Senior design executives: JAGUAR studio Alain Masquelet, research and development director Senior design manager: Studio: Jean-Marc Guillez, advanced engineering , director of design Styling Studio Europe director Magna Steyr Other senior styling managers: Liebenauer Hauptstrasse 317 Studio: Julian Thomson, chief designer, advanced 8041 , Austria Heuliez design 79140 Cerizay, France Giles Taylor, senior design manager, MAZDA sports cars HONDA Kim Challinor, manager, color and trim Senior design executives: Morray S. Callum, executive officer, Studios: Studio: general manager, design division Honda R&D Europe Engineering Centre Koichi Hayashi, deputy general manager, Carl-Legien-Strasse 30 Design Studio (W/3/026), Abbey Road design division 83073 Offenbach, Germany Whitley, Coventry CV3 4LF, UK Atsushi Yamada, chief designer, Mazda Senior design executive: R&D center Yokohama Makoto Yamashita KARMANN Peter Birtwhistle, chief designer, Germany Franz von Holzhausen, chief designer Honda R&D Co., Ltd. Senior design executive: California Wako R&D Center Jörg Steuernagel, studio head Tokyo Studio Studios: 33 F Jzumi Garden Tower Other senior styling managers: Mazda Motor Corporation 1-6-1 Roppongi Mineto-ku Tokyo Marian Dziubiel, deputy studio head 3-1 Shinchi Fuchucho Akigun 106-6033 Japan Jutta Sommer, head of color and trim Hiroshima 730-8670 Japan Senior design executive: Kiyoshi Nishigata Studio: Mazda R&D Center Yokohama designStudio Wilhelm Karmann 2-5 Moriya Kanagawaku Yokohamashi Honda R&D North America Karmannstrasse 1 Kanagawa-ken Japan 1900 Harpers Way 49984 Osnabrück, Germany Torrance, California 90501, USA Mazda Europe GmbH Senior design executive: LAMBORGHINI European R&D and Production Masahito Okubo Hiroshimastrasse 1 Senior design executive: 61440 Oberursel, Germany HYUNDAI/KIA Walter de’ Silva (also head of design, Audi brand group) Mazda North American Operations Senior design manager: 1422 Reynolds Avenue Suk Geun Oh Studio: Irvine, California 92614, USA Via Modena 12 Studio: 40019 Sant’ Agata Bolognese, Bologna, Italy MEL DESIGN Hyundai Motor Europe Technical Center Am Hyundai-Platz LAND ROVER Menard Engineering Marie-Curie-Strasse 2 Leafield Technical Centre, 65428 Rüsselsheim, Germany Senior design executive: Langley, Witney, Oxfordshire Geoff Upex, director of design OX29 9EF, I.DE.A. INSTITUTE Tel: +44 1993 871000 Other senior styling managers: Senior design executive: David Saddington, chief platform director, Senior design executives: Justyn Norek, design director Discovery and Defender Andrew Mill, head of design, Richard Woolley, chief platform director, Andrew Miles, modeling manager Studio: and Freelander I.DE.A. Institute ◆ 26 Automotive News Europe October 31, 2005 AN_suppl_051031_25-28.qxd 19.10.2005 19:29 Uhr Page 28

Design studios

MITSUBISHI Jean-Francois Venet, vice president, light Toyota Technical Center (Head Office) commercial vehicle/commercial vehicle Toyota City, Aichi prefecture, Japan Senior design executives: design and special programs Kitaori Kikuzo, president Michel Jardin, director, concept car design Tokyo Design Research and Laboratory Efi Maas, general manager, design (Technical Center) Studio: Ishikawa, Hachioji City Tokyo, Japan Studio: Technocenter, Direction du Design Mitsubishi Motor R&D of Europe Industriel, 1 Avenue du Golf Calty Design Research Head Office & Design Studio 78288 Guyancourt, France Newport Beach, California 92660, USA Diamantstrasse 1 65468 Trebur, Germany SAAB VALMET NISSAN Senior design executive: Senior design executive: Simon Padian, design manager Aimo Ahlman, vice president product Senior design executives: development Satoru Tai, vice president design Studio: Stephane Schwarz, design director Saab Automobile Other senior styling managers: 461 80 Trollhättan, Sweden Jouni Koskinen, head of exterior design Studio: Esa Kiiski, head of interior design Nissan Design Europe SEAT 181 Harrow Road Studio: London WZ 6NB, England Senior design executive: Valmet Automotive Technical Center Luc Donckerwolke, design director PO Box 4, FIN 23501, Autotehtaankatu 14 OPEL 23500 Uusikaupunki, Other senior styling managers: Senior design executive: Juan Perez, exterior design VOLKSWAGEN Bryan Nesbitt, executive director design, Juan Manuel Lopez, interior design GM Europe Simona Falcinella, color and trim Senior design executive: Murat Günak, vice president of design Studio: Studio: General Motors Europe Design Center Europe Studios: ITDC Avda. Navarra s/n Volkswagen Design Center IPC 86-01 08870 Sitges, Spain Brieffach 1683 65423 Rüsselsheim, Germany 28436 Wolfsburg, Germany SKODA PSA/PEUGEOT-CITROEN Design Center California Senior design executive: 82 W. Cochran Street Senior design executives: Thomas Ingenlath, head of design center Simi Valley, California 93065, USA Gerard Welter, chief designer Robert Peugeot, executive vice president, Other senior styling managers: VOLVO innovation and quality Andres Meyer, head of interior Peter Wouda, head of concepts Senior design executive: Studio: Radek Simon, head of computer animated Steve Mattin, vice president & design Network (ADN) design director (design director of Volvo’s Route de Gisy Vaclav Capouch, head of visibility 3 studios) 78943 Velizy Villacoublay Cedex, France Studio: Other senior styling managers: Skoda Auto Design Lars Erik Lundin, operations manager Vaclava Klementa 869 David Ancona, operational manager & Senior design executive: 293 60 Mlada Boleslav, Czech Republic chief designer Ken Okuyama, creative director SMART Studios: Studio: Volvo Car Corp., Product Design, Pininfarina Ricerca e Sviluppo Senior design executive: 51000 PVS, Strada Nazionale 30, Hartmut Sinkwitz, chief designer 405 31 Gothenburg, Sweden Cambiano, Turin, Italy Studio: Volvo Monitoring and Concept Center PORSCHE Leibnitzstrasse 2 700 Via Alondra 71032 Böblingen, Germany Camarillo, California 93012, USA Senior design executive: Michael Mauer, chief designer TOYOTA Volvo Barcelona Studio, Calle Diputacio 246 3-1 Studio: Senior design executives: 08007 Barcelona, Spain Dr. Ing. h.c.F. Porsche Kazuo Okamoto, executive vice president Forschungs- und Entwicklungszentrum in charge of research and development, (Research and Development Center) design group Porschestrasse Hirai Wahei, managing officer in charge of Senior design executive: 71287 Weissach, Germany global design management division, Toyota Andrea Zagato, chairman and CEO and Lexus design divisions RENAULT Tokuo Fukuichi, president Toyota Europe Studio: Design Development Via Arese, 30 Senior design executives: 20017 Terrazzano di Rho, Milan, Italy Patrick Le Quement, senior vice president, Studios: corporate design Toyota Europe Design Development (ED2) Anthony Grade, vice president, car exterior 2650 Route des Colles, BP 253 design programs 06905 Sophia-Antipolis Cedex, France

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Profiles of new-model development

ALFA ROMEO SPIDER Code-name: 946 Market launch: March-April 2006 Project leader: Carlo Andrea Arcelloni Platform: Alfa Romeo premium platform, already used by 159 sedan and Brera coupe Development notes: Originally planned for 2003, the car was delayed 3 years because of 2 complete changes to its platform and a complete change to the design. Design: Italdesign Giugiaro and Pininfarina

Key suppliers: Canvas roof system from Illustration: Christian Schulte Webasto subsidiary Oasys The new (far right) is the basis for SUVs for Where built: Pininfarina’s plant in San Peugeot (far left) and Citroen. All 3 are due in 2007. Giorgio Canavese, near Turin Technology: All gasoline engines have direct injection. It is the first Alfa Spider with 4wd and diesel engines. CITROEN C7 car, which also will be built for Peugeot, Production target: 20,000 to 25,000 will be 30 months. The length suggests (includes the Brera coupe from which the Market launch: Mid-2007 PSA/Peugeot-Citroen is working to Spider is derived) Platform: Shared with Mitsubishi’s differentiate the bodies of the Citroen and lower-medium Lancer and its Peugeot from Mitsubishi’s Outlander. Outlander SUV PSA also wants to fit its own engines AUDI Q7 Development notes: Bought from in the SUVs. Mitsubishi, this vehicle will have SUV Where built: Mizushima, Japan looks but won’t be built for serious off-road Production target: 15,000 each for driving. The total development time of the Citroen and Peugeot

BMW X6 NEXT-GENERATION XSARA PICASSO Code-name: E71 Market launch: 2008 or later Code-name: AU716 Development notes: The X6 will be a 4-door Market launch: Late 2006 Market launch: March 2006 SUV with a coupe-like roofline. It is heavily Development notes: There is speculation Project leader: Gerhard Hametner based on the X5. a 7-seat version of the car will be launched Platform: SUV platform shared with Design: Under Chris Bangle in late 2006 and a 5-seat version in spring Volkswagen Touareg and Where built: South Carolina, USA 2007. Citroen does not say whether the new Development notes: The Q7 has a longer version will retain the Picasso name. The than the Touareg and Cayenne, carmaker paid Pablo Picasso’s family an which gives it room for a seven-seat interior. BMW SPACE-FUNCTIONAL undisclosed amount for the right to use the Design: Dany Garand under Walter de’ Silva CONCEPT family’s name on the first generation of the Where built: Bratislava, Slovakia, minivan. alongside the Touareg and Cayenne Technology: Lane departure warning Code-name: E62 Production target: 60,000 Market launch: 2008 or later FERRARI 600 Platform: Modular platform, loosely based (IMOLA OR MONZA) on 5, 6 and 7 series AUDI TT Design: Under Chris Bangle Development notes: The space-functional Code-name: F139 Code-name: AU354 concept will have a new interior concept Market launch: Mid-2006 Market launch: Mid-2006 similar to a minivan, but the car will ride Platform: Short-wheelbase version of the Project leader: Matthias Müller lower to the ground than a minivan. 612 Scaglietti’s aluminum spaceframe Platform: PQ35/PQ36 platform derivative Where built: Dingolfing, Germany Development notes: The car, which will shared with VW Golf, Audi A3 and others be called either the Imola or Monza, will Design: Under Walter de’ Silva replace the 575M Maranello, the last Ferrari Where built: Bodies are manufactured CITROEN C6 to have a steel frame. The new model’s and painted in Ingolstadt, Germany, then completes Ferrari’s switch to shipped to Gyor, , for assembly. Code-name: X6 aluminum for its cars’ frames and body Production target: 40,000 Market launch: December 2005 panels. The switch began in March 1999 Project leader (marketing): Jean-Denis with the 360 Modena. Bigot Design: Pininfarina BMW X5 Platform: Platform 3 for large sedans; Key suppliers: Aluminum frame and body shared with the Citroen C5, Peugeot 407 panels from Alcoa’s plant in Modena, Italy; Code-name: E70 Development notes: Citroen Managing supplies optional composite Market launch: Autumn 2006 Director Claude Satinet spearheaded the ceramic brake discs Development notes: The X5 will become carmaker’s effort to produce an up-market Where built: Maranello, Modena, Italy a bigger car than its predecessor and share car in the tradition of the Citroen DS. Production target: 800 to 1,000 modules with the entire BMW lineup, even Design: Marc Pinson the entry-premium 1 series. Where built: Rennes, France Design: Under Chris Bangle Technology: Head-up display; lane Where built: South Carolina, USA departure warning Production target: 25,000

October 31, 2005 Automotive News Europe 29 ◆ AN_suppl_051031_29-31.qxd 19.10.2005 19:18 Uhr Page 30

Profiles of new-model development

FIAT PUNTO market in just 18 months. MASERATI ENTRY-LEVEL SPYDER Design: Fiat brand styling center Where built: Cassino, Italy Market launch: Late 2007. Production target: 120,000 to 150,000 Platform: The car will use Alfa Romeo’s Premium platform, which underpins the Alfa 159. FORD GALAXY Development notes: Early this year, Maserati killed a new Spyder derived from Code-name: CD340 its Quattroporte sedan because its sticker Market launch: Mid-2006 price would have been close to E100,000. At Project leader: Jens Ludmann E70,000, Maserati hopes the entry-level Platform: Ford’s global C/D Spyder will help the brand increase its (upper-medium) architecture volume to about 10,000 units by the end Code-name: 199 Development notes: Second-generation of of the decade. Market launch: 2005 Ford Europe’s large minivan Design: Pininfarina Project leader: Cristina Siletto Design: Ford Europe design, Cologne, Production target: 5,000 Platform: Small Common Components & Germany, and Dunton, UK, under Martin Systems (SCCS) co-developed with Smith Opel/Vauxhall, which will use it for the Where built: Genk, Belgium Corsa replacement due in Q1 2006. Production target: 55,000 Development notes: To avoid confusion Market launch: 2007 with the second-generation Punto, which Platform: Ford global small-car will be produced until at least the end of FORD architecture 2006, Fiat often refers to the third- Development notes: The new model, generation Punto as the Grande Punto, Code-name: CD 340 which was hinted at by the Sassou concept which means big Punto in Italian. At Market launch: Mid-2006 show at the 2005 IAA in Frankfurt, will 4030mm, the new Punto is the biggest Project leader: Jens Ludmann come in various body styles. small-segment car ever. It took 22 months Platform: Ford’s global C/D Design: Mazda design in Oberursel, to develop the car. (upper-medium) architecture Germany, under Peter Birtwhistle Design: Exterior, Italdesign Giugiaro; Design: Ford Europe design, Cologne, Production target: 100,000 interior, Fiat styling center Germany, and Dunton, UK, under Key suppliers: Magneti Marelli supplies Martin Smith the common-rail system for the 1.3-liter Where built: Genk, Belgium MERCEDES CL CLASS diesel engine; Bosch for the 1.9-liter. Fiat expects 60 percent of Punto sales to be Code-name: W221 diesels. HONDA CIVIC Market launch: October 2006 Where built: Melfi, Italy; starting in early Project leader: Hans Multhaupt 2006, Mirafiori, Italy, near Turin Platform: Coupe derived from S-class Production target: 360,000-450,000 sedan Design: Under Peter Pfeiffer Where built: Sindelfingen, Germany FIAT SEDICI

Code-name: 196 MERCEDES S CLASS Market launch: March 2006 Project leader: Enrico Genchi Code-name: W221 Platform: Lengthened version of ’s Market launch: October 2005 A platform that was first used on the new Project leader: Hans Multhaupt Platform: Large rwd platform Development notes: Lancia will be the Design: Under Peter Pfeiffer third brand after Fiat and Suzuki to have a Code-name: DM Where built: Sindelfingen, Germany version of the medium SUV. The Lancia Market launch: January 2006 Technology: The S class features the latest debuts in early 2008. Project Leader: Yoshiyuki Matsumoto in electronic equipment, including Design: Italdesign Giugiaro Development notes: The car’s 2.2-liter pre-crash sensors and radar-based driver Where built: Esztergom, Hungary diesel is assembled in Swindon, England, assistance systems. Technology: The 4wd variant uses Suzuki’s using components shipped from Japan. The Electric Control Coupling Device. The Civic’s is under the rear seat, driver can select one of the ECCD’s three which creates more cargo space in the car MERCEDES GL CLASS modes: fwd only; fwd with rear drive despite it being 35mm shorter than its automatically activated when driving on predecessor. Code-name: X164 slippery surfaces; and permanent 4wd. Design: Toshiyuki Okumoto Market launch: Early 2006 Production target: 90,000 (60,000 for Where built: Swindon, England Project leader: Uwe Ernstberger Suzuki, 20,000 for Fiat and 10,000 for Lancia) Production target: 80,000 in 2006 Platform: Modular SUV platform Development notes: The GL class is the final derivative of the new SUV platform FIAT STILO REPLACEMENT HONDA LEGEND that already serves as the basis for the M class SUV and the R class crossover Code-name: 198 Market launch: July 2006 Design: Under Peter Pfeiffer Market launch: Q1 2007 Development notes: The new Legend is Where built: Vance, Alabama, USA Project leader: Gianfranco Romeo expected to include a pedestrian-friendly Platform: A highly modified version of the pop-up hood system. C-frame introduced on the Stilo in 2001. Where built: Hamamatsu, Japan Development notes: Fiat’s new lower- Production target: 50,000 medium model – which will abandon the Stilo name – will be offered as a 5-door hatchback only. Currently, the Stilo also has 3-door and wagon variants. Fiat is working with Magna Steyr of Austria to get the car to ◆ 30 Automotive News Europe October 31, 2005 AN_suppl_051031_29-31.qxd 19.10.2005 18:23 Uhr Page 31

Profiles of new-model development

MINI OPEL/VAUXHALL CORSA RENAULT LAGUNA

Market launch: Early 2007 Code-name: 4400 Code-name: X91 Platform: Compact fwd Market launch: Q1 2006 Market launch: 2007 Development notes: BMW’s second- Project leader: Klaus Nüchter Development notes: The second- generation Mini will come in at least three Platform: Small Common Components & generation Laguna has failed to make its body styles – 3-door hatchback, convertible, Systems (SCCS) co-developed with Fiat, mark in the upper-medium segment. The and . It will feature new which uses it for the third-generation Punto third generation is expected to be larger engines jointly developed with PSA. Design: GM Europe in Rüsselsheim, under and more powerful. There is speculation Design: Gert Hildebrand Bryan Nesbitt that the car could have coupe and cabriolet Where built: Oxford, England Where built: Zaragoza, Spain; derivatives. Eisenach, Germany Where built: Sandouville, France Production target: More than 450,000 C+C SMART FORTWO PEUGEOT 407 COUPE Market launch: Early 2007 Platform: Mid-engine small-car platform Development notes: The second- generation ForTwo is designed to meet US crash-test and emissions standards so that it is possible to export it to the world’s Code-name: E11A largest market. Market launch: September 2005 Code-name: D25 Design: Hartmut Sinkwitz Project leader: Colin Dodge Market launch: November 2005 Where built: Hambach, France Platform: B, shared with Renault Platform: Platform 3 for large sedans; Development time: 31 months shared with the Citreon C5 and C6 Designer: Nissan’s design center in Development notes: The 407 coupe was SUV London, led by Satoru Tai designed in-house. Italy’s Pininfarina Key supplier: Folding hardtop system designed the car’s successful predecessor, Market launch: 2007 or later from Karmann of Germany the 406 coupe, which achieved sales of Platform: PQ35 Where built: Sunderland, England 107,000 units between 1997 and 2004. Development notes: The Golf-based SUV Production target: 20,000 Where built: Rennes, France was delayed because cost reductions were Production target: 25,000 sought. Project leader: Joachim Rothenpieler Design: Murat Günak PEUGEOT 207 Where built: Wolfsburg, Germany Code-name: X11E Market launch: March 2006 (sales in Market launch: Spring 2007 Japan started in autumn 2004) Platform: Platform 1 for small cars; shared Project leader: Colin Dodge with Peugeot 107, 1007 and Citroen C2, C3 Platform: B, shared with Renault. Development notes: In Europe, the Market launch: Late 2006 Development notes: Replaces the Almera small-segment car will replace the 206, Platform: Ford’s global C1 (lower-medium) Tino Peugeot’s all-time best seller. The 206 will architecture Design: Taiji Toyota continue to be sold in developing markets. Development notes: New entry for Volvo Where built: Sunderland, England Peugeot is expected to build station wagon, in lower-premium segment. Production target: 100,000 coupe-cabriolet and minivan versions of the Design: Started by Peter Horbury; finalized 207. The minivan, which likely will be called under Steve Mattin the 2007, will have power sliding doors. Where built: Gent, Belgium Where built: Poissy, France; Trnava, Production target: 50,000 Slovakia; Villaverde, Spain Code-name: P32L Market launch: Early 2007 Project leader: Colin Dodge Design: Nissan’s design center in London Market launch: Summer 2006 Where built: Sunderland, England Code-name: E2 Platform: Ford global C/D (upper-medium) Production target: More than 100,000 Market launch: 2009 architecture Platform: Large rwd platform Development notes: First application of Development notes: The Panamera, Ford’s upper-medium architecture for a OPEL/VAUXHALL ANTARA Porsche’s first 4-door sedan, will share many large Volvo of its components with the 911 and Cayenne. Design: Started by Peter Horbury; finalized Code-name: C105 Design: Michael Mauer under Steve Mattin Market launch: Late 2006 Production target: 20,000 Where built: Gothenburg, Sweden Project leader: Peter Mertens Production target: 65,000 Platform: General Motors’ global medium SUV architecture Development notes: The car is the successor to the Opel/Vauxhall Frontera SUV. Code-name: X85 Design: GM Europe in Rüsselsheim, under Market launch: September 2005 Bryan Nesbitt Platform: B platform; shared with the Where built: By GM Daewoo Auto & Modus and Nissan’s Micra and Note Technology, South Korea Development time: 28 months, a record Production target: 30,000 low for Renault Design: Under Patrick Le Quement Where built: Flins and Dieppe, France; Bursa, Turkey Production target: 450,000

October 31, 2005 Automotive News Europe 31 ◆