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ENGINEERING®

LIGHTWEIGHTING 2019 Steel stands strong Innovation drives the materials mix for new vehicle programs

Inside JLR’s new inline-6 engine

Design for additive manufacturing

F1: Downforce battles turbulence

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18 Lightweighting 2019 COVER STORY 2 Editorial: Choking on the haze of 18 Steel stands tall California vs. the Feds Through constant innovation, mobility’s longtime incumbent 4 SAE Standards News material maintains its star status for vehicle structures —and a collaborative development model. 5 Supplier Eye 20 The economics of materials selection 6 What We’re Driving Cost per pound of reduced vehicle mass is helping to drive 8 Technology Report innovation in steel, aluminum and carbon composites. 8 Why JLR is reviving the inline-six | PROPULSION 22 A step-change in the cost of CFRP 10 Studies show cold temps cripple EV range | Williams Advanced Engineering reveals secrets behind its innovations ELECTRIFICATION aimed at moving carbon fiber into the mobility mainstream. 11 Ford demos latest digital tools at flagship 24 Aluminum is the key “lever” transmission plant | MANUFACTURING Aluminum BIW and closure parts are essential for achieving 12 For bonding dissimilar materials, adhesives can both regulatory and OEM goals for improved vehicle efficiency. be a sticking point—or lack of it | MATERIALS 14 Road Ready 26 F1 streamlines for closer racing 14 Jeep revives its pickup mojo with 2020 Gladiator MOTORSPORTS TECH | AERODYNAMICS 16 New platform, chic sheetmetal for tech- In the downforce vs. turbulence battle, Formula 1 enacts technical centric 2020 Range Rover Evoque changes to rev up the on-track spectacle. 34 Product Briefs 30 Unlocking DfAM’s potential Spotlight: Test & Measurement Tools and 3D Printing/Additive Manufacturing ADDITIVE MANUFACTURING | DESIGN TOOLS A new field-based design software is supporting more widespread 38 Reader Feedback use of additive manufacturing, for faster product-development times with less rework and risk. 39 Companies Mentioned, Upcoming, Ad Index ON THE COVER 40 Q&A New grades of Advanced High Strength Steel enabled Honda R&D ‘Gladiator lingo’ with Jeep’s Elizabeth Krear and engineers to create the outstanding body structure of the 2019 Acura RDX, Pete Milosavlevski shown here in Honda’s East Liberty, Ohio, plant. Aluminum and CFRP also feature in our Lightweighting report starting on page 18. (Image: Honda)

Follow us on social media Automotive Engineering®, May 2019, Volume 6, Number 5. Automotive Engineering (ISSN 2331-7639) is published in January, February, March, April, May, June, September, October, and with combined issues July/August and November/December by Tech Briefs Media Group, an SAE International Company ®, 261 Fifth Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2019 SAE International. Annual print subscription for SAE members: first subscription, $15 included in dues; additional single copies, $30 each North America, $35 each overseas. Prices for nonmember subscriptions are $115 North America, $175 @SAEAutoMag @saeaei SAE Magazines overseas. Periodicals postage paid at New York, and additional mailing offices. POSTMASTER: Please send address changes to Automotive Engineering, P. O. Box 47857, Plymouth, MN 55447. SAE International is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to reproduce or use content in other media, contact [email protected]. To purchase reprints, contact [email protected]. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issue’s publication date. The 16 Automotive Engineering title is registered in the U.S. Patent and Trademark Office. Full issues and feature articles are included in the SAE Digital Library. For additional information, free demos are available at www.saedigitallibrary.org. (ISSN 2331-7639 print) (ISSN 2331-7647 digital)

Audited by

AUTOMOTIVE ENGINEERING May 2019 1 NY, NJ, OH: EDITORIAL Ryan Beckman +1.973.409.4687 Bill Visnic [email protected] Editorial Director [email protected] PA/DE: Desiree Stygar Lindsay Brooke +1.908.300.2539 Editor-in-Chief [email protected] [email protected] Midwest/Great Lakes: EDITORIAL Paul Seredynski IN, MI, WI, IA, IL, MN Senior Editor [email protected] Chris Kennedy +1.847.498.4520, x3008 Ryan Gehm [email protected] Associate Editor [email protected] Midwest/Central Canada: KS, KY, MO, NE, ND, SD, ON, MB Jennifer Shuttleworth Bob Casey Choking on the haze of California vs. the Feds Associate Editor +1.847.223.5225 [email protected] [email protected] The term “smog” had not yet been Sacramento filed a lawsuit against EPA Lisa Arrigo Southern CA, AZ, NM, Custom Electronic Rocky Mountain States: coined when, on July 26, 1943, the first and NHTSA over the Trump administra- Products Editor Tim Powers [email protected] +1.424.247.9207 atmospheric inversion blanketed Los tion’s proposal to freeze fuel efficiency [email protected] Angeles. This alarming, eye-watering and emissions regulations at 2020 levels Contributors Northern CA, WA, OR, Western Canada: and lung-busting cloud—pollution so (about 37 mpg), rather than continuing Kami Buchholz Craig Pitcher extreme that some Angelenos thought their rise to 46.7 mpg by 2026. The fed- Detroit Editor +1.408.778.0300 Stuart Birch [email protected] it was a wartime gas attack—was a har- eral proposal also would end California’s European Editor binger for the deteriorating air quality ability to set stricter regs for the following Terry Costlow International Electronic Technologies Editor to come. The situation eventually led decade; California’s standards are fol- Europe – Central & Eastern: California to create its pioneering Motor lowed by a dozen other states and the Ian Adcock, Steven Ashley, Sven Anacker Matthew Borst, Dan Carney, Britta Steinberg Vehicle Pollution Control Board. District of Columbia. Bruce Morey, Don Sherman, +49.202.27169.11 Paul Weissler [email protected] By the mid-1960s, California had es- The existing rules were established in [email protected] tablished the first U.S. vehicle emissions 2011’s “grand bargain,” when the ARB Europe – Western: DESIGN Chris Shaw standards—which the federal govern- almost miraculously aligned itself with +44.1270.522130 Lois Erlacher [email protected] ment adopted for the Obama administra- Creative Director China: 1968-model cars. This pat- tion’s stricter federal stan- Ray Carlson Alan Ao Separate U.S. Associate Art Director +86.21.6140.8920 tern—the feds co-opting dard. Prior to this land- [email protected] California’s successful in- and California mark deal, powertrain and Japan: novations—became the vehicle planners had to SALES & Shigenori Nagatomo vehicle regs +81.3.3661.6138 model for setting vehicle engineer to two sets of MARKETING [email protected] tailpipe and evaporative mean more standards. It was a cost, Joe Pramberger South Korea: Publisher Eun-Tae Kim emissions standards in the cost, complexity complexity and compli- [email protected] +82-2-564-3971/2 Debbie Rothwell [email protected] U.S., amid stiff pushback ance nightmare. Marketing Director from automakers. and compliance While the administra- [email protected] Integrated Media If you wanted to sell tion has called on auto- Martha Tress nightmares— Recruitment Sales Manager Consultants cars in the world’s biggest makers to support the +1.724.772.7155 Angelo Danza again. [email protected] +1.973.874.0271 market, you had to meet freeze, most of them op- [email protected] Sacramento’s rules. pose it. Indeed, many REGIONAL Christian DeLalla Without them, dozens of effective tech- OEMs agree that fuel economy levels +1.973.841.6035 [email protected] nologies we take for granted today— should rise—they and their suppliers SALES Casey Hanson from closed-loop exhaust aftertreat- have billions invested in the effort thus North America +1.973.841.6040 [email protected] ment to evaporative controls and OBD, far. But they also maintain that any new New England/Eastern Canada: ME, VT, NH, MA, RI, QC Patrick Harvey and even electrified propulsion—would regs should reflect the market, which is Ed Marecki +1.973.409.4686 +1.401.351.0274 [email protected] have taken far longer to arrive, if at all. rapidly skewing toward more trucks and [email protected] Todd Holtz I’m no fan of regulatory overreach or SUVs and currently running on cheap CT: +1.973.545.2566 Stan Greenfield [email protected] relative indifference to its costs—two fuel. I agree. Of course, I also want to +1.203.938.2418 [email protected] Rick Rosenberg other things at which California excels. see one agency responsible for both +1.973.545.2565 Mid-Atlantic/Southeast/TX: [email protected] But I give full credit to the state’s Air fuel economy and emissions, rather MD, DC, VA, WV, TN, NC, SC, GA, FL, AL, MS, LA, AR, OK, TX Scott Williams Resources Board (ARB) for driving real than the two we have today. Ray Tompkins +1.973.545.2464 progress on reducing greenhouse-gas EPA administrator Andrew Wheeler +1.281.313.1004 [email protected] [email protected] emissions and paving the way for pro- said recently that after hearing public pulsion alternatives. So, it’s painful to comment, his agency would revise its SUBSCRIPTIONS watch the escalating legal battle be- proposed freeze of the standards before +1.800.869.6882 tween Sacramento and the Feds on ve- unveiling final regulations in the coming [email protected] hicle fuel efficiency and emissions regs. months. While EPA will likely end up The destructive fight will lead to higher requiring a small increase in annual mpg REPRINTS Jill Kaletha costs for consumers, higher cost and gains, a haze of uncertainty will linger on +1.574.347.4211 wasted effort for suppliers and OEMs, for product-development teams. [email protected] and loss of significant progress on the vehicle-efficiency front. Lindsay Brooke, Editor-in-Chief

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Committee works to update Gasoline Fuel Injection standards oday’s fuel injection engineers, The Standards and Recommended topics addressed so far during the up- designers, and researchers are Practices developed and maintained by dating and rewriting of this document continually challenged to meet the GFISC: include spray-pattern imaging and Tincreasingly demanding fuel • Standardize the specific nomenclature thresholding and the creation of addi- economy, emissions and performance to evaluate and characterize gasoline tional material on optical and mechani- requirements for gasoline engine-pow- injector; cal patternation and spray momentum. ered vehicles. The availability of estab- • Identify and define the metrics for In addition, the restructuring of the lished and recognized standards in sup- characterizing gasoline injector per- document into four major areas (spray port of this effort is critical to accom- formance; geometry, patternation, drop sizing, plishing these goals. And the work of • Establish recommended detailed test and flux/momentum) for improved clar- SAE’s Gasoline Fuel Injection Standards procedures, test equipment and ity and information flow has been pro- Committee (GFISC) to create and main- methods; posed. Updating of this document is tain these essential standards, guide- • Establish recommended data reduc- still in process, with final balloting and lines and recommended practices helps tion and analytical procedures; publication targeted for late 2019 or to ensure the success of these efforts. • Establish recommended data report- sometime in 2020. The GFISC is responsible for developing criteria and the required accompa- ing and maintaining SAE’s Standards, nying information for interpreting and SAE J1537, “Gasoline Low Pressure Recommended Practices (RP) and reproducing test results; Electric Fuel Pump Characterization” Information Reports that apply to both • Some of the SAE Recommended The tests defining the function, durability, mechanical and electrical automotive Practices that were either recently and integrity of in-tank mounted, electric- gasoline fuel-injection systems. This in- updated or are in the process of being motor driven, low-pressure fuel pumps cludes the design and testing of associ- updated by the GFISC team, and the intended for use with gasoline fuel-inject- ated fuel system component parts and accompanying questions and chal- ed spark-ignition engines are addressed assemblies used in spark-ignition en- lenges identified and addressed with by this RP. Review of this standard prac- gines. Committee members draw from each Recommended Practice are tice so far has resulted in discussion and/ automotive OEMs and suppliers, consult- summarized below. or revision of sections dealing with pump ing firms, regulatory and other govern- durability test details, temperature cycling ment agencies, academia, national labo- SAE J2713, “Direct Injection Gasoline test criteria, test fuel selection and com- ratories and other interested parties. Fuel Injector Characterization” patibility, the addition of up to five new Published in August 2018, this updated tests to the test protocol and whether RP deals with the evaluation and qualifi- pump inverters should be included in the cation of gasoline direct injection (GDI) test protocol. Final balloting is targeted fuel injectors used in engine applications for some time in 2020. where fuel pressures are typically well above 1 MPa. It is limited to electrically- According to David Harrington, Chair of actuated fuel injection devices and pri- SAE’s Gasoline Fuel Injection Standards marily addresses bench testing. Specific Committee, the Recommended questions and challenges addressed Practices and other materials provided while updating this document included by the GFISC are “critical for providing pressure definitions, linear and working designers, engineers, manufacturers, flow range (LFR and WFR, respectively), suppliers, and end-users with common, GDI noise testing, environmental testing, industry-accepted definitions, descrip- and standard test conditions. tions, and procedures for characterizing and testing gasoline fuel injectors and SAE J2715, “Gasoline Fuel Injector Spray related components.” Measurement and Characterization” The characterization of fuel sprays generated by both port fuel injection (PFI) and Thomas B. Glennan, an SAE member on the GDI injectors is the topic of this RP. It is GFISC, wrote this article for SAE Standards News. A retired General Motors fuel intended for use with other SAE J docu- systems/powertrain engineer, Mr. Glennan As seen in J2715, this image illustrates a typical ments dealing with injector performance is a technical writer for Technical Writing

GDI spray pattern. metrics (such as J2713). Challenging Solutions, LLC. INTERNATIONAL SAE

4 May 2019 AUTOMOTIVE ENGINEERING SUPPLIER EYE

Surprises on the lightweighting front he challenges of improving fuel econo- are only forecast to reach 19% of total door my to meet stiffening global emissions mass—a shift that is less than what many expect- regulations continue to offer opportuni- ed. Similarly, aluminum fenders are only expected Tties for innovation. The industry has to reach 20% of 2020 fender mass (from 6% in tackled the vehicle-efficiency challenge from 2016). The industry had tagged both component several directions on the powertrain, aerody- systems for massive growth; at 20%. However, namics, and lightweighting fronts. there is room to grow this business and expand Arguably the low hanging fruit has been its mass-reduction potential much farther. picked. Now the heavy lifting must occur. Aluminum hoods are now expected to reach This column has noted the significant risks to 54% of total hood mass—rising from 32% in 2016. integrating electrification into the global vehicle Many expected decklids and liftgates to follow fleet. Lightweighting, both primary and second- their horizontal panel brethren to aluminum Michael Robinet ary in impact, by comparison has and will be at Managing Director though along the way, SUVs displaced sedans. the forefront of efficiency improvement IHS Markit Instead of aluminum, IHS Markit finds sizeable throughout the industry. michael.robinet growth in thermoplastic liftgates on SUVs— All players have discovered that mass reduc- @ihsmarkit.com reaching 10% of decklid mass by 2020. tion choices are not easy, not inexpensive, and The moral of the story is this: An industry not without downstream complications. which was expected to abandon traditional ma- I’ve heard ill-informed observers remark that a The industry terials to drive efficiency is now being more new platform could easily employ aluminum measured in its investments aimed at mass re- doors or magnesium decklid inners to gain the is being more duction and materials substitution. required mass reduction to reach targets. They measured in Even aluminum shock towers (primarily cast- don’t realize that the industry has learned that ings) are only forecast to reach 17% installation such decisions are far reaching throughout the its decisions rates by 2020—essentially double from 2016. materials sourcing, manufacturing, and even to abandon No question that steel has fought back post-consumer ecosystems. traditional through innovation, as it has done many times in The profound choices include: the past three decades. As a share of total mass, Insource or outsource? materials to mild steel is slipping though not necessarily ced- Is the right tooling, blanking, scrap handling drive vehicle ing share to aluminum—instead to stronger and maintenance capability in place? yield-strength variations. The amount of UHSS What about downstream paint, repair, panel efficiency. (Ultra High Strength Steel) will rise to 6% of the fit and recycling complications? total BIW mass from 4% in 2016. Considering these choices, cost benefit deci- This industry has a tremendous capability to sions involving mass reduction are not being react, adapt and be resourceful in the face of made lightly. competitive and regulatory threats. Sometimes A new IHS Markit BIW (Body-In-White) mate- the most obvious route is not the smartest. rial forecast for the North American light vehicle Thus, the multi-material vehicle with the as- market is nearing release as of this writing. sociated challenges for manufacturability, join- Interestingly, despite all the media headlines ing, paint coverage, galvanic corrosion and sev- surrounding significant shifts to aluminum sheet eral other factors has emerged. As such, don’t for doors and roofs, the movement has been expect one material to take over. Everyone has muted, according to our data. brought their ‘A’ game. From 2016 to 2020 (forecast), aluminum doors

AUTOMOTIVE ENGINEERING May 2019 5 WHAT WE’RE DRIVING

2019 Ford Ranger XL 2020 Range 2018 Toyota Camry XSE Rover Evoque I was a little late in trying this new, STX eighth generation of the Camry that rep- America needs more midsized pickups. It was an unusual beginning to a test resents an intriguing turn for a car that The case for the new Ford Ranger is drive: navigating a narrow, winding gravel often is cast, somewhat unjustly, as the made by increasingly strong sales of path in the grounds of an English castle symbol for automotive blandness. GM’s models and the perennial fan base with the windshield blacked out and only There’s “a lot” of exterior design here. of the Toyota Tacoma and Nissan an image of two front wheels and a cou- Nobody can call this car bland. Frontier. And now Jeep’s back in the ple of colored lines on a dashboard screen game. A growing number of U.S. pickup as a guide. The point: a demonstration of fans want something more parkable and the new-generation Range Rover fuel-efficient than the fullsizers. Evoque’s ClearSight Ground View system that AE was first shown as an early R&D program in 2014. Now it is in production.

Also, Toyota’s one of the last makers of midsize sedans to be crowbarring a V6 under the hood. And there’s nothing I used to rant about this to Derek unexciting about 301 hp in a vehicle this Kuzak, Ford’s former head of product size, even if it all does have to get to the development, whenever our paths Another piece of new technology on pavement through the front wheels. crossed. “Don’t kill Ranger, not everybody the MHEV-supported AWD Evoque is The midrange shove of this engine is so wants an F-150,” I’d plead. He’d patiently a ClearSight Rear View Mirror with two stout that I sometimes wondered who agree, while noting that “small” pickups modes: conventional mirror or display- really wants—or needs—this much cost OEMs nearly as much to produce as ing an HD video image from a rear-fac- punch in a family sedan. the big ones, with lower margins. ing, roof-mounted wide-angle (50-deg) Now riding on underpinnings de- So the return of Ranger as a “mid- camera with a hydrophobic lens. If the rived from Toyota’s widespread TNGA die,” using the Ford Australia T6 plat- cabin of the Evoque is carrying a large, architecture, the top-level XSE trim is a form as a foundation, is encouraging. high load (or three tall backseat pas- smooth-sailing creature, but at least The Super Cab 4x2 model I tested sengers) it gives the driver an unim- for the speeds you can build up with strikes a perfect balance in overall di- peded view of the road behind. It can the V6, it’s vividly under-damped, par- mensions—plenty of cab room for two be used in any conditions, but requires ticularly at the front. The smoky 3.5-L large adults and ample cargo-hauling acclimatization to accurately gauge dis- V6 is writing a few checks this other- volume with the 6-foot bed. On this XL tance to objects and following vehicles. wise solid all-around chassis isn’t ready model—less than $30K with aluminum Enhanced overall refinement was a to cash. wheels, trailer-tow package and spray- key design and development target for Meantime, the Camry’s interior is a in bedliner!—buyers also can opt to de- the new Evoque, so a 2.0-L diesel— treat. The angled-to-the-driver center lete the useless rear seat, saving $240 rather than one of the available gaso- stack is gorgeously executed and the and gaining decent luggage space. line engines—was selected for assess- entire HMI interface is superb: big but- But the new Ranger’s best attribute is ment of NVH performance. The most tons with clear functionality with soft its powertrain. The 270-hp/310 lb·ft tur- powerful gasoline engine delivers 296 blue night backlighting that works per- bocharged 2.3-L four (“the Mustang en- hp, but the diesel we tested proved fectly and imparts a slightly retro vibe. gine,” as I described it to curious neigh- thoroughly convincing. The XSE includes as standard the excel- bors) and 10R 10-speed automatic are The car’s new PTA architecture and lent 10-in. color head-up display (HUD) perfect mates in this truck application. improved all-independent suspension that really demonstrates the potential Never did I feel the need for more cylin- deliver excellent SUV ride and (torque for HUD technology. Rear-seat room, ders or output. Congrats to Ford’s pow- vectoring-supported) handling. And the you ask? Expansive. ertrain calibrators—and to the company cabin provides all the ambience expect- On the whole, this latest Camry feels for waking up to midsize opportunities. ed of a premium compact. like it’ll last for decades. Lindsay Brooke Stuart Birch Bill Visnic

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49TH ANNUAL

PLASTICS –> Advancing Mobility NOVEMBER 6 2019

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PROPULSION SAE INTERNATIONAL Why JLR is reviving the inline-six BOARD OF DIRECTORS Paul Mascarenas, OBE commitment of delivering an electrified option on President all new models from next year. It will appear first in the new Range Rover Sport HST, and is Mircea Gradu, PhD manufactured on a new line at JLR’s 2018 President Wolverhampton facility. Automotive Todd Zarfos Engineering’s Europe Editor Stuart 2020 President Elect Birch spoke with JLR’s engine programs chief engineer Jon Harris for Pascal Joly details on its development. Vice President – Aerospace

Ingenium is a multi-role (gasoline and Ken Washington, PhD diesel) modular engine range, but was Vice President – Automotive a 6-cylinder gasoline envisioned from its Landon Sproull concept, and if so when was that? Vice President – Harris: The 6-cylinder gasoline engine was Commercial Vehicle envisaged from the conception of the Ingenium engine series more than eight years Pierre Alegre ago. Initial focus was put on the 4-cylinder Treasurer gasoline and diesel 2.0L engines, but the [inline] 6-cylinder 3.0L engine was always David L. Schutt, PhD Chief Executive Officer planned and the factory footprint provisioned from the outset. The all-new 3.0L I-6 delivers a claimed 294 kW (394 Gregory L. Bradley, Esq. hp) and 550 N·m (406 lb·ft) while meeting the EU6b Secretary You are using a 48V mild hybrid system. Can emission standard and still providing a 12-kg (26.4 lb) Donald Nilson weight-saving vs. the outgoing V6. you put some more detail on that? JH: The engine is fitted with a belt-driven integrated starter/generator (BSG) which replaces Jeff Varick The market may have been surprised by Jaguar the alternator. The machine acts as the electrical Rhonda Walthall Land Rover’s decision to offer the latest Range energy supply system for the vehicle and stores Rover with an I-6 gasoline engine, but it’s been lost energy in a 48V battery during a vehicle on the company’s development list since the over-run condition. The energy can then be re- SAE International Sections SAE International Sections are local Ingenium engine series was conceived more applied as torque assist through the belt drive units comprised of 100 or more SAE than eight years ago. With refinement a salient system to allow the combustion engine to run in International Members in a defined technical or geographic area. The purpose Range Rover selling point, it was determined the a more efficient, optimized state delivering im- of local Sections is to meet the technical, I-6 had sufficient advantages over a V6 (includ- proved fuel economy. The BSG system also fa- developmental, and personal needs of the SAE Members in a given area. For more ing manufacture) to tip the balance in its favor. cilitates seamless engine stop/start events that information, please visit sae.org/sections or contact SAE Member Relations Specialist Derived from the company’s modular (500cc are almost imperceptible. Abby Hartman at [email protected]. per cylinder) Ingenium-series inline-4, the new 3.0-L I-6 produces 294 kW (394 hp) and 550 JLR decided to use an electric supercharger N·m (406 lb·ft) while meeting the EU6b emis- and twin-scroll turbocharger for the I-6; can you SAE International Collegiate Chapters sion standard when installed in the new Range provide some detail about that strategy? Collegiate Chapters are a way for SAE Rover Sport HST (top), putting it well into the JH: We have worked with Valeo as the Tier-1 International Student Members to get together on their campus and develop SUV muscle league. The new mill incorporates supplier to deliver the electric supercharger skills in a student-run and -elected an electric supercharger powered by a 48V system, which works alongside the main en- environment. Student Members are vital to the continued success and future of mild-hybrid regenerative system capable of gine turbocharger to deliver pressurized air SAE. While your course work teaches you the engineering knowledge you spooling to 65,000 rpm in 0.5 seconds. It “virtu- into the engine. Vehicle drivability is a key at- need, participation in your SAE Collegiate ally eliminates” lag from the engine’s twin-scroll tribute for Jaguar Land Rover and the selection Chapter can develop or enhance other important skills, including leadership, turbocharger, delivering a torque rise rate dur- of the engine boosting system is directly linked time management, project management, ing transient accelerations of up to 300 Nm/s. to the delivery of this attribute. The electric communications, organization, planning, delegation, budgeting, and finance. For With the decision to move away from out- supercharger was developed to capitalize on more information, please visit students. sourced (Ford and PSA) engines made several the available energy from the 48V system and sae.org/chapters/collegiate/ or contact SAE Member Relations Specialist Abby years ago, the new I-6 contributes to Land Rover’s deliver class-leading levels of drivability by Hartman at [email protected]. JLR JLR IMAGES: BOTH

8 May 2019 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

accelerating its compressor to 65,000 each with comparable power output rpm in 0.5 sec. and torque? JH: The new Jaguar Land Rover engine What fundamental changes were made I-6 engine has delivered a 12 kg (26.4 lb) to the Ingenium engine to successfully weight saving versus the outgoing V6. add two cylinders? And can you provide some thermal efficiency Could the electrified I-6 concept set a numbers for it? new global standard in premium power, Jon Harris, JLR JH: The I-6 modular engine architecture NVH, and overall smoothness—rather chief engineer, includes a new cylinder head, cylinder engine programs. than the less politically correct V8? block and crankshaft to add the addi- JH: The electrified straight six engine is tional two cylinders, whilst maintaining planned to be an important long-term high levels of commonality with many JH: When deciding on the engine con- product for Jaguar Land Rover. The ex- of the sub-level components. figuration, the in-line versus vee-engine pectation is that some customers will The core engine combustion system layout was an important strategic deci- move to an electrified I-6 powertrain has been evolved increasing gas tumble sion and many factors were considered. who previously have driven V8- motion by 40% and introducing im- For example, refinement, vehicle and powered products. proved valve profiles through the hy- engine assembly-process commonality, draulic valvetrain. A two-stage intercool- design synergy with the modular All OEMs benchmark technology— ing system for the charge-air system has Ingenium family, weight and cost were what competitors did you benchmark been incorporated directly within the all part of the overall business decision. regarding specific output, NVH, overall architecture and mounts to the top of mass, etc? the engine. This delivers reduced air vol- Are the more technically advanced JH: The technical teams at Jaguar Land ume and accurate control of the boosted systems now available the enablers Rover benchmark core technologies, air temperature, assisting in delivering for JLR’s I-6 design? Your use of an performance, economy, NVH and economy, emissions and performance. e-supercharger would be an example. weight vs. our key premium competi- The new Ingenium gasoline 6-cylinder JH: High levels of technology have been tors. We expect that the new engine achieves a BSFC of 229 g/kWh. integrated into the I-6 gasoline engine will also create benchmarking interest design to deliver a combination of in its own right from the industry and Was the I-6 purely in-house designed world class attributes. The hydraulically Jaguar Land Rover’s competitors. and developed, or did you work with continuously variable valve lift (CVVL) an outside consultancy? system launched on the 2.0L I-4 engine Where is the apparently fading diesel JH: The I-6 was purely engineered in has been adapted for use on the I-6. engine in all this? Is JLR continuing house at the Jaguar Land Rover engi- Fuel-injection pressures have been up- to develop diesel; has there generally neering center in Whitley, Coventry. rated to 250 bar and ignition coil en- been an over-reaction to diesel

ergy is raised to 108 mJ. The air supply emissions (CO2 remains impressively In the past, meeting crash safety into the engine is from a combination of low)? Does it have a future in a hybrid criteria was one reason for V6 use the 48V electric supercharger and a world? over an I-6; has that picture now twin scroll turbocharger. JH: We believe there remains a strong changed? Also, was cost a driver—i.e. role for diesel and gasoline alongside only needing one cylinder head, one What is the weight comparison BEV powertrains, and they all form part manifold set, etc. for the I-6? between your I-6 and a V6 solution, of our strategy. In recent years there has been plenty of misinformation around diesel technology. Depending on how the customer uses their vehicle should inform the correct choice of powertrain. Our investment into clean diesel is paying off; Jaguar and Land Rover models are among the cleanest diesel cars on the road today. The new Range Rover Sport HST will be Particularly for our SUVs, customers the first application enjoy the effortless torque and the add- of JLR’s all-new ed capability a diesel provides, espe- e-supercharged/ cially when towing.

JLR JLR IMAGES: BOTH turbocharged 3.0L I-6. Stuart Birch

AUTOMOTIVE ENGINEERING May 2019 9 TECHNOLOGY REPORT

ELECTRIFICATION Studies show cold temps cripple EV range It was a tough winter in much of the U.S. Percent Even normally temperate seasonal re- change in gions like San Diego, Los Angeles and combined Las Vegas were hit with harsh and, in driving some cases, record cold this year. That’s range relative particular bad news for the growing to testing number of owners of battery electric conducted vehicles (EVs) who have discovered the at 75°F. impact extreme temperatures can have on both range and charging times. “I’m consistently seeing a 30% degradation” in range on cold days, said Henry Payne, an automotive reviewer for The Detroit News and owner of a Tesla Model 3. He’s by no means alone. “I can get 270 miles [range] no problem,” from his Chevrolet Bolt EV with a fresh and fully charged battery, said Timothy Grewe, chief engineer at General Motors’ electric propulsion lab. But Grewe notes that when tempera- AAA study cold and 95-degrees F heat. tures fell into negative territory, “I got “We found that the impact of tempera- The vehicles proved surprisingly simi- around 170.” ture on EVs is significantly more than we lar in their response to the thermal con- The issue of cold-weather range has expected,” said Greg Brannon, AAA’s ditions, said Brannon. He noted that, on been a subject of concern among BEV director of automotive engineering. “It’s average, they lost about 12% of their owners for some time, and a frequent something all automakers are going to range on the cold side. That was a rela- topic on social media. But several new have to deal with as they push for fur- tively modest decline, but it did not in- studies have attempted to quantify the ther EV deployment because it’s some- clude the use of any form of cabin heat- effects. The results are significant, show- thing that could surprise consumers.” ing. When HVAC systems were activat- ing that some vehicles lose more than The organization tested five separate ed, the range degradation averaged 50% of their range in sub-freezing tem- models: the BMW i3, the Chevrolet Bolt 41%. In other words, a BEV with an EPA- peratures, though drivers can mitigate EV, the Nissan Leaf, Tesla Model S and rated range of 200 miles would get only the losses if they’re willing to limit their Volkswagen e-Golf. AAA engineers sub- 118 miles between charges. use of cabin heating. jecting each car to both 20-degrees F And those numbers don’t fully reflect potential range loss, as they don’t factor in the use of seat or steering wheel heat- ers or headlights during winter com- mutes. The impact is felt by motorists in various ways. Not only can they travel less per charge, but they also pay more. AAA estimated a typical American BEV owner would pay an extra $24.27 per 1,000 miles when it’s cold.

Percent Consumers Union study change in The AAA findings were largely echoed cost for by a separate study conducted by 1000 miles Consumers Union, the publisher of of combined urban/ Consumer Reports magazine. It focused highway on two EVs—the Tesla Model 3 with a driving 310-mile EPA range rating, and the 151- relative to mile version of the Nissan Leaf. Testing

75°F. was conducted at the CU track on days AAA IMAGES; BOTH BMW

10 May 2019 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

MANUFACTURING Ford demos latest digital tools at flagship HOW IT transmission plant Ford recently provided media with a look at some of its latest digital manu- LOOKS facturing tools, opening up the floor at one of the world’s largest transmission plants to showcase the quality- and productivity-driven initiative. The tour of Ford’s Livonia Transmission Plant (LTP) was part of a Detroit-area Manufacturing BMW’s i3s demonstrated the highest- in America conference hosted by percentage loss of driving range in cold Siemens. Though showcasing the latest weather, according to a AAA study. tools in use today, Ford stressed that this was a journey that began in earnest over when the outside temperature averaged a decade ago—and is only just beginning between 0 to 10 degrees F. to be leveraged. The Tesla used up the equivalent of The digital systems Ford is employing 121 miles to cover 64 actual miles of permit a more efficient path between driving, leaving it with a displayed its computer-aided engineering (CAE), range remaining of 189 miles. The the creation of production/supply sys- LUBRIZOL DRIVES Nissan fared even worse, “burning” 141 tems and the assembly process itself, LASTING BEAUTY miles of stated range to travel those 64 improving quality by validating metrics miles. At the end of the test, the sec- in real time and gathering a swarm of ond-generation Leaf had only 10 miles data for analysis. Exceptional granular- showing on its range display. ity in its component traceability provides a wealth of on-site data to im- Electric habitable zone prove quality, but leveraging such data Part of the problem, said the AAA’s in the cloud also can improve vehicle- Brannon, is that “lithium-ion batteries specific characteristics at distant, final- like the same sort of temperatures that assembly locations. we do, around 70 degrees.” Much be- “What we showed off here today was The world’s top manufacturers low that and the chemistry used to the level of technology that we’re de- turn to Lubrizol for lasting store energy runs into various prob- ploying in our engineering factory and in lems. Among other things, battery our physical factory, with the idea that protection of vehicle exteriors. components develop increased resis- eventually those two areas will merge,” Durable solutions guard against tance that limits how much power they said Mike Bastian, Ford digital systems weather and chemicals to help can hold, as well as how fast a battery integration manager for powertrain maintain an optimal appearance. pack can be charged or discharged, manufacturing. “We’ve done that based explained GM’s Grewe. off of high degrees of standardization why.lubrizol.com A decidedly unscientific test of a and integration to enable data analytics, Hyundai Kona on a 20-degrees F day in and going forward have set the future Detroit found it was only able to go up for artificial intelligence.” from 31 to 110 displayed miles after being plugged in for 45 minutes to a 50- Hardware + Network + Software kW SAE Level 3 charger. That’s barely = Function half what the automaker normally According to Bastian, the digital trans- promises under ideal conditions. formation of Ford’s production acceler- Additional information on methodology ated in earnest in 2008, with the adop- ™ can be found at: https://www.aaa.com/ tion of global control standards, fol- PERFECTING THE SCIENCE OF PERFORMANCE AAA/common/AAR/files/AAA-Electric- lowed by locking down its network

BOTH IMAGES; AAA IMAGES; BOTH BMW Paul A. Eisenstein deployment of ethernet to the plant

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MATERIALS For bonding dissimilar materials, adhesives can be a sticking point—or lack of it As the auto industry adopts an increasingly wide mix of materials in its pursuit of constantly tougher weight-saving and service-longevity targets, joining mixed materials using precisely-com- patible adhesives is a crucial aspect of the formula. Considering the expanding role of adhesives in the mixed-materials matrix, a new warning to design engi- Ford’s digital manufacturing footprint includes a host of globally networked computer numeric neers comes from Peter Swanson, control (CNC) metal cutting machining centers. Managing Director of adhesives specialist Intertronics, of the need to fully ap- floor. The Ford Automation Software Flagship digital manufacturing preciate through-life performance. Template (FAST) was initiated in 2010, space “Adhesives are commonly specified a standardization targeting traceability The LTP facility features over 2 million ft2 during product development, often based and configurability at the assembly- of manufacturing space, employs 2,500 on functional requirements,” he said. “But tool level. people and produced over 1.5 million 6-, when production is upscaled, the chosen Today, Ford’s manufacturing controls 8- and 10-speed automatic transmis- adhesive can be less than optimal; appli- specification is comprised of an 800- sions last year, with that production fig- cation and curing may be difficult, unreli- page sourcebook “ruled with an iron fist” ure expected to climb 25% in 2019. The able, challenging to automate and de- Bastian said, and applied to both in- production line for the 10R transmission mand too much time. Intended produc- house and supplier systems. One ele- will see 19 different variants being pro- tion quantities for a product should al- ment of the global specification includes duced each day for products such as the ways influence adhesive choice. virtual RFID (a system designed, owned Ranger, F-150, Mustang and Explorer. “In an ideal world, all surfaces would be and maintained by Ford’s software Over 900 cameras on the 10R and 8F bonded by one perfect adhesive,” team) using camera-based monitoring palletized, asynchronous assembly lines Swanson continued. “But a single adhe- to track millions of parts in real time. capture more than 3,000 features dur- sive that can cure on demand, operate at Another element has standardized ing production. This generates a rich any temperature, resist all solvents, that Ford-patented condition-monitoring on “birth history” of each transmission ac- sticks to everything and is completely and more than 4,000 CNC machines de- cessed via its unique 2D matrix identi- instantly workable—is an impossibility! ployed in manufacturing facilities globally. fier, (think QR code) linking to data Ford’s current digital toolset of more about each part and subsystem, each than 40 programs assist in everything tool used and that tool’s condition and from throughput simulators that permit performance when applied to that spe- the plant itself to be right-sized, to in- cific component. plant 3D scanning that improves layout “We get information from our suppli- and dimensioning. Virtual-reality tools ers of valve-body parts, and take that recreate assembly sequences and as- data set and marry it with a data set that sess dunnage locations, and 3D process we collect,” Bastian said. “For every trans- simulations model everything from mission, we broadcast that information to work-path reaches to finger clearances. the vehicle plants around the world, “As PD is going through and releas- which have the capability to enable that ing design updates, they come to us level of characterization. That transmis- instantaneously and we can quickly de- sion is personalized based off of the de- termine whether or not a design change sign of that control system. With the data is going to impact a manufacturing sys- we’re collecting, you get the best-possi- tem we’re in the process of building,” ble shift capability, out of the gate.” When production volume is upscaled, the

Bastian explained. Paul Seredynski chosen adhesive can be less than optimal. INTERTRONICS FORD; FROM TOP: INTERTRONICS

12 May 2019 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

If UV light can pass through substrates, light curing adhesives HOW IT are often a great choice. MOVES

Choosing substrates and adhesives But it isn’t just the initial bonding wisely is a significant part of achieving efficiency per se that is vital. The ef- successful bonding. Swanson said, fects of thermal expansion—caused by “Normally, an adherent force can only anything from ambient weather condi- be established when the molecules in tions to hot exhaust temperatures and the substrate are really close to the including torsional stresses and vibra- molecules in the adhesive, of the order tion—subject vehicle materials and as- LUBRIZOL DRIVES of 5x10-7 mm. For this to occur, wetting sociated adhesives to extraordinarily of the adhesive to the substrate must hostile conditions. If the CTE (coeffi- POWERTRAIN be achieved. If the adhesive behaves cient of thermal expansion) is different PERFORMANCE like water on a greasy plate and forms for each substrate, the adhesive may little balls rather than a homogenous need to be tough or flexible to with- film, wetting (therefore adhesion), will stand the different amounts of thermal not occur. Achieving that necessitates expansion. The CTE for stainless steel, the adhesive having a lower surface for example, is 17 ppm/o C and 6 energy than the substrate.” ppm/o C for glass. Depending on the Lubrizol provides systematic Stainless steel, for example—used in size of the assembly and the temper- solutions that enhance powertrain a variety of roles throughout the auto ate excursions, there may be signifi- performance for conventional, industry—has a considerably higher cant stress imposed on the bond line. electric and hybrid vehicles. surface energy than most adhesives, The adhesive must cope with this. which usually makes it readily bond- Swanson’s Intertronics also is a spe- Delivering engine and fuel able. But at the opposite end of the cialist in plasma treatment to alter the effi ciency with reduced emissions materials’ spectrum, polyolefin plastics surface properties of substrates. If the gives the world’s top manufacturers such as polypropylene are attractive to surface energy of a substrate is too low their edge in the market. the industry for things like vehicle bum- for successful wetting, plasma can be pers; but they have inherently low sur- applied to change the chemical groups why.lubrizol.com face energy, which makes them quite on its surface. This increases wettability difficult to bond. and creates bonding “anchors” for the adhesive. It also can clean surfaces and UV light through substrates remove dust particles. Auto-sector ex- Use of UV light that can pass through amples of plasma-treated adhesive ap- substrates can provide rapid, highly- plications are LED headlight and tail- efficient light-curing adhesive solutions light units that must be watertight, as (an adhesive that takes a long time to keeping moisture out is essential for cure would probably be totally unsuit- LED longevity. To ensure this, use of ™ able for high-volume vehicle produc- plasma treatment can provide unifor- PERFECTING THE SCIENCE OF PERFORMANCE tion), with many process advantages, in- mity of the adherent force and increase

FROM TOP: FORD; INTERTRONICS FORD; FROM TOP: INTERTRONICS can equate to overall parts-cost savings. Stuart Birch

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-706 053339lubBrandPrint_2_125x9_625_NoBleed_NewIcon.indd3/14/19 2 3:30 PM ROAD READY Jeep revives its pickup mojo with 2020 Gladiator Get ready for the fractionalization of the U.S.’s raucous pickup-truck market. Launching what’s surely one of the year’s most-anticipated and potentially significant new models, Jeep engineers and planners insist they went out of their way to ensure the 2020 Gladiator was developed as a genuine pickup and not “a Wrangler with a bed.” But everyone knows Jeep would’ve been crazy to stray too far from the radiant demand for the new JL-generation Wrangler, so excuse us if the Gladiator does, well, at least look like just that: a 4-door Wrangler Unlimited—with a bed. But Scott Tallon, director of the Jeep Brand, is quick to point out the 19.4 in The 2020 Gladiator is based on Jeep’s iconic Wrangler, but engineers said the intent was to be certain (493 mm) of new wheelbase the “it’s 100% truck” and not a Wrangler with a cargo bed; shown is the limited-run Launch Edition. Gladiator brings to the party, as well as the accompanying 31 in (787 mm) of added length, compared to the 4-door About that bed meet the needs of 85% of customers. Wrangler Unlimited, of the high- There’s a slight reticence when Jeep’s And although the Gladiator engineering strength steel frame. Overall, the new peeps (see what we did there?) talk team looked at many options for the bed Gladiator—almost inexplicably, Jeep’s about the Gladiator’s all-steel bed, material, “We decided to go with tried- first pickup since 1992—is 218 in (5,539 which is 60.3 in (1,531 mm) long. It’s not and-true steel,” he added, noting it is of mm) long, about 29.6 in (752 mm) lon- substantively shorter than those of high-strength formulation. ger than the 4-door Wrangler. competitive midsize pickups with crew Milosavlevski also reminded that the After 27 years, why is Jeep finally cabs, but competitors such as the seg- new Gladiator has the segment’s best getting back into the pickup market? ment’s best-selling Tacoma or the crew-cab, four-wheel-drive payload There’s one incontrovertible force at Chevrolet Colorado have long-bed op- capacity, at 1,600 lb (726 kg), although play: “When Wrangler buyers leave the tions. And largely because Jeep wanted that figure is for the “stripper” Sport S Jeep brand, they’re buying a truck,” to keep the bedsides low to ease reach- trim with a manual transmission. And Tallon flatly confirmed. ing into the cargo area, the Gladiator’s significantly, Jeep said, the bed’s cen- bed is visibly less-capacitive in terms of terline is behind the rear axle to maxi- volume, although there are some clever mize stability and ride quality with design details to allow carrying 4X8 weight in the bed. sheets and other large-ish bits of cargo. Although the bed is steel, the tailgate Given the Wrangler foundation for is aluminium and pleasingly damped so the Gladiator and Jeep’s ongoing teas- it drops with a soft landing. Also formed ing of two-door pickup concepts, it from aluminium are the Gladiator’s hood seems obvious one of the first variants and front fenders, doors and windshield of the Gladiator “theme” could easily be frame (like the Wrangler, the windshield a longer-bed model with single-row can be folded down and secured to the seating, either bench or buckets. hood). Most of the cab structure—essen- “The challenge for us was to make it a tially carried over from the Wrangler—is viable truck,” confirmed chief engineer steel. And steel bumpers are available on Pete Milosavlevski, of the tradeoff be- the Rubicon trim for the rock-banging tween truck-like cargo-carrying ability crowd. and the desire to maintain vehicle di- mensions that enabled retaining the de- Framing it Although the Gladiator is markedly longer than sired offroad ability. Reinforcing a long- The Gladiator’s high-strength steel frame a 4-door Wrangler, development focused on standing industry axiom that pickup is all-new and distinct from the Wrangler, assuring approach and departure angles that owners aren’t prone to using the cargo Milosavlevski said, designed to deal with BOTH IMAGES: FCA IMAGES: BOTH would not hamper its offroad capabilities. bed, he said a 5-foot box was shown to the additional gross vehicle weight rating FCA

14 May 2019 AUTOMOTIVE ENGINEERING ROAD READY

For now, all Wranglers use the corporate HOW IT 3.6-L V6, but a 3.0-L turbodiesel is coming in FEELS 2020.

(GVWR) compared with the Wrangler. automatic. Coming for the 2020 model Tailor-formed blanks in the front and rear year is FCA’s 3.0-L V6 turbodiesel that of the frame optimize stiffness and ge- Jeep said will be rated at 260 hp and ometry and there are four steel cross- 422 lb·ft (572 N·m), which should sat- members added to the bed area for the isfy the hardcore towing clientele. LUBRIZOL DRIVES requisite reinforcement. And what would a Jeep be without PREMIUM INTERIORS Built in the “south” portion of FCA’s serious four-wheel-drive hardware? The Toledo assembly plant that makes the Gladiator gets heavy-duty versions of the Wrangler in the north end, the latest Dana 44 axles and there are two Gladiator’s frame is supplied by Metalsa, 4X4 systems: the bulk of the trims get the Milosavlevski said; the Wrangler’s is built Command-Trac 2-speed transfer case. by Tower International. The frame also is The Rubicon trim comes standard with different, he said, to accommodate the the Rock-Trac 4x4 setup with unique decidedly different rear suspension of gearing and standard electronic locking the Wrangler, a 5-link setup to locate the differentials. Standard ground clearance is From durable components solid rear axle—an arrangement effec- 10 in (253 mm) and the Rubicon will clear and comfortable seating to tively borrowed from the Ram 1500 11.1 in (2,283 mm). All Gladiators earn the climate control performance, pickup, even using the same upper and coveted Trail Rated badge. lower control arms. Inside, the Gladiator is mostly stan- Lubrizol provides solutions that The design is borrowed from the dard-issue Wrangler, but there’s a enhance the interior experience Ram, but the rear-suspension frame unique “offroad +” button that tailors for the world’s top vehicle pickup points and other design ele- the accelerator response and stability manufacturers. ments are unique to the Gladiator, how- control for certain conditions in both ever. “The 5-link geometry is different low- and high-range 4X4 conditions. why.lubrizol.com from the Ram,” Milosavlevski said. Deliveries begin in in the second “We’ve got a solid front axle [for the quarter of 2019. Jeep executives Gladiator], so the rear suspension be- weren’t to be pinned down about sales haves differently. volumes, but one indication might be in the response to the Gladiator Launch Familiar and effective engines, Edition, a special run of 4190 Rubicon- all Trail Rated trim models; the production number is The 2020 Gladiator launches with the a reference to the 419 area code of the 3.6.-L V6 FCA employs throughout its Gladiator’s Toledo assembly plant. ™ brand lineup, for Jeep’s new truck de- The pre-orders for the Launch PERFECTING THE SCIENCE OF PERFORMANCE veloping 285 hp and 260 lb·ft (353 Edition, priced at $62,310 sold out the

N·m). Transmission choice is a standard first day of availability. © 2019 The Lubrizol Corporation. All rights reserved. BOTH IMAGES: FCA IMAGES: BOTH FCA 6-speed manual or a ZF-made 8-speed Bill Visnic

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New platform, chic sheetmetal for tech-centric 2020 Range Rover Evoque

Plush interior of the new Evoque including dual-screen infotainment system.

mixed-metal (various grades of steel a steel perimeter frame which was quite plus aluminum) Premium Transverse heavy. Our new PTA frame incorporates Nosedive in the new generation Range Architecture. More than $1.25 billion cast aluminum and is very compact and Rover Evoque—safeguarded by plenty of was spent by JLR developing the stiff; cross-axle stiffness is much greater. chassis-control electronics. car and its new technologies and the The Evoque has a 21-mm (0.8-in) lon- new Evoque is built at JLR’s Halewood, ger wheelbase but is only a single mil- The new-generation Range Liverpool plant, which has also seen limeter longer at 14.3 ft (4.37 m) overall

Rover Evoque is loaded with luxury and huge investment. compared with the original model. JLR lots of electronic safety systems to Particularly significant new develop- Packaging has been improved and the bring comfort, in every sense, to its ments include 48-V mild-hybrid electri- PTA will be used for various forthcoming driver. But why does it still need the fication (battery positioned beneath the JLR models. Curb weight of an all-wheel- outlandish offroad prowess Jaguar floor) for both gasoline and diesel en- drive Evoque with the turbocharged gas- Land Rover demonstrated at its media gines, with a plug-in hybrid-electric oline 2.0-L 4-cylinder and automatic launch when most examples are likely (PHEV) variant to come later this year. transmission is 1,770 kg (3,902 lb). to spend their working lives in the city Interior space is said not to be compro- Electronic torque vectoring is fitted or cruising freeways? mised by electrification systems’ pack- and driveline-disconnect technology Just to show that such capability is aging. The PHEV will be allied to a 1.5-L switches to only rear wheel drive in the there if ever it is needed—essentially 3-cyl. Ingenium engine and JLR asserts cruise, AWD being triggered as grip (or the brand’s central theme. Range that all models will feature some form lack of it) conditions require. The Rovers have been successfully demon- of electrification starting in 2020. Terrain Response 2 system detects and strating such multi-tasking in various reacts to surface changes ahead of the forms for almost 50 years and the phi- Boosted ‘Fours’ for all vehicle; the system provides comfort, losophy has proven remarkably suc- The 2020 Evoque launched in Europe sand, grass-gravel-snow, plus mud-ruts cessful. Just ask Jeep. with a range of Ingenium 4-cyl. turbo- user-selectable settings. Eight years ago, design director charged diesel and gasoline engines. The Gerry McGovern’s origi- U.S. market gets the 2.0-liter gasoline “Refinement transformation” nal Evoque brought a fresh and style- 4-cyl. with two different power levels, 246 Enhanced refinement was a key design driven look to the SUV sector; Land hp and 296 hp. The only available trans- requirement for the new Evoque. Rover arguably states that mission is a ZF-made 9-speed automatic. “There is a huge transformation from the Evoque created the luxury compact The higher-powered engine also incorpo- the previous car,” said Ragbourne. “We sector. Sensibly, the high-design priority rates the 48-V mild-hybrid system. spent a lot of time isolating occupants remains for the new 2020 Evoque, with Perhaps not surprisingly, Land Rover’s from road noise, the new rear suspen- only relatively subtle aesthetic tweaks— new I-6 gasoline engine (see p. 8) is not sion (integral link separates lateral and although every panel has been planned for the Evoque. “A bit of a longitudinal forces to enhance body changed; door hinges are the only car- squeeze!” confirmed James Ragbourne, control) helping to move inputs into ry-over components. the vehicle’s engineering manager. stiffer areas of the body. But those panels wrap around a “The PTA [architecture] is all-new,” “The Evoque has a very stiff bulkhead plethora of practical technologies, in- said Ragbourne. “It includes a new and we also focused on engine mount-

cluding JLR’s electrification-enabling, front subframe; the previous Evoque had ing performance to ensure we reduced JLR IMAGES: BOTH

16 May 2019 AUTOMOTIVE ENGINEERING ROAD READY

from natural fibers is an option. Also used is Kvadrat, developed by Danish specialists and described as a high-quality material that combines a durable wool blend paired with Dinamica, The Clear Sight ground view feature uses front cameras to generate an image of what’s immediately a technical suedecloth produced by the in front of and underneath the vehicle. Italian company Miko. The faux suede material is produced from a combination the amount of transferred sound,” he claims as a “world first” of recycled polyester and polyurethane fi- continued. Body-in-white stiffness is its Clearsight Ground View, which uses bers and also is 100% recyclable at the very high and helps enormously to re- cameras positioned in the car’s front end of its lifecycle. duce squeaks and rattles—and we grille and exterior mirrors to give a Up to 33 kg of natural and recycled worked very hard reducing materials’ dashboard touchscreen (Evoque has materials are used in the Evoque, in- interface noise sources.” dual screens) view of the ground imme- cluding recycled plastic bottles. JLR has Maximum wade depth is 600 mm diately ahead and beneath the vehicle revealed details of a project to recover (23.6 in)—up by 100 mm (3.9 in)—with over very difficult terrain, cresting sharp aluminum from existing Jaguar and wade sensors in the door mirrors moni- off-road upgrades or, in the city, high Land Rover vehicles and reform it into toring water depth. Ground clearance is curbs and tight parking slots. new high-grade aluminum to create 212 mm (8.3 in). Hill Descent Control new cars. The process is being tested (great for dive-bomber emulation), ‘Technical’ textiles on Jaguar I-PACE electric-vehicle pro- Gradient Release Control and All-Terrain The Evoque’s plush interior makes use totypes that have had their batteries Progress Control worked convincingly of “technical” textiles that use recycled removed. JLR also is developing a sec- over a demanding off-road course. plastics as premium alternatives to ond-life process for batteries.

JLR Complementing all this, Land Rover leather. A eucalyptus textile produced Stuart Birch

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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-704 May 2019 17 LIGHTWEIGHTING 2019 Steel stands TALL

Mobility’s longtime incumbent material maintains its star status for vehicle structures through constant innovation—and a collaborative development model. by Lindsay Brooke

2019 Chevrolet Silverado pickup cab showing the matrix of multiple steel grades and aluminum used in this state-of-the-art structure.

n 2014, just before Ford shook the industry with material-intensive vehicle” into an engineering mindset of “the right the introduction of its aluminum-intensive F-150, material, produced the right way and engineered into the right part of Ducker Worldwide released a study for the alumi- the vehicle,” observes Dr. Alan Taub, professor of Material Science & num industry. The report predicted that the light Engineering at the University of Michigan. Imetal would dominate the North American light-truck Case in point: ’s pioneering R1T electric pickup slated for 2021 Rivian segment in the next new-model development cycle. features a main cab structure tailored for reduced mass and crash safe- Some seven out of ten pickups in the next round were ty using various high-strength-steel grades, with aluminum closures. going to be AL-intensive, the study opined. A tidal Even the luxury carmakers are following suit. Tesla abandoned the AL- wave appeared to be building. intensive route used on its Models S and X in planning its high-volume, Five years later, not a single pickup has entered pro- lower-priced Model 3 and Model Y, both of which have significant steel duction with an AL-intensive cab and bed. While Ford content. Audi has switched from an AL-intensive strategy on its uni- changed over the body structures of its all-new 2018 bodies to the mixed-materials pathway (even for its new eTron electric large SUVs to aluminum, steel rules the midsized 2019 vehicle) that is becoming universal across the industry. Ranger. In the enemy camps, the 2019 Chevrolet and “The environment around mass reduction has changed from alumi- GMC Silverado and Sierra 1500 and their brawnier HD num-intensive to mixed materials—that’s certainly what automakers cousins continue GM’s mixed-materials strategy for are telling us,” notes Dr. Jody Hall, VP of the automotive market for pickups and SUVs. FCA’s Ram and Jeep brands have the Steel Market Development Institute. She and Dr. Taub believe stuck mainly with steel structures; the new JL-series steel’s inherent value compared to light metals and carbon compos- Jeep Wrangler changed to aluminum doors (and hing- ites, along with the steel industry’s aggressive development of new, es), hood, fenders and windshield frame, utilizing stronger grades suitable for vehicle use will continue its reign as the Alcoa’s new C6A1 high-form alloy and its 6022 and “core” material for body structures and chassis systems—for the next A951 alloys. decade at least. Also contributing to Wrangler’s shedding up to 200 A look at the accompanying chart shows the growing number of lb (91 kg) is its magnesium rear swing gate—FCA’s steel grades based on their strength and elongation. Ranging from reprise to the feathery (and not cheap) Mg lift gate about 200 MPa to 2,000 MPa, the bandwidth is significantly wide for used on the current Pacifica minivan. Underpinning that of any single metal. “You’d have to use a reinforced composite to each of these trucks are ladder frames representing match steel’s strength range,” Dr. Hall asserted, “but the cost to the ultimate in finite-element-optimized high-strength achieve that changes to many times that of the base material. There’s steel, with a few AL crossmembers. no other material ‘system’ that delivers steel’s range of performance

“We’ve migrated from the idea that we need a single- at such a high value.” BROOKE LINDSAY INSTITUTE MARKET DEVELOPMENT STEEL ACURA; FROM LEFT:

18 May 2019 AUTOMOTIVE ENGINEERING COVER STORY

The rear double-ring load path construction of the 2019 Acura The past decade’s progress in developing ever-higher grades of advanced high- RDX is steel-intensive. RDX door rings use 1,500-MPa AHSS. strength steels.

Because of the lead times in validating any new material for auto- ‘3rd-Gen’ material blitz motive use, the roll-out of the 3rd-Generation grades will happen Steel’s appeal to development engineers has been the gradually through 2023, when the new grades will enter production industry’s continuous innovation-by-collaboration mod- vehicle programs in significant volume. Experts note that press-hard- el that began in the 1980s when steelmakers had to ened steel will remain available because it enables body engineers to defend against a major assault on automotive skins by achieve complex geometries with high strength. Honda has engi- the plastics industry. “We work with them an industry neered it into the A-pillar design of its NSX supercar, in order to mini- instead of as individual steel companies,” Dr. Hall ex- mize the pillars’ cross section and thus inprove driver visibility, and plained. “They show us their designs and we work with uses 1,500-MPa grade for the inner and outer door rings of the RDX. them to achieve them in a more cost-effective manner. Aluminum alloys are lower in formability for the same strength lev- “That’s not saying individual steel companies don’t els; this hurts AL applications “because geometry adds a lot to the work with automakers on their needs, but when we do it performance and can help with mass reduction—the more geometry as an industry, it’s really appreciated by the customers,” you can get into a part enables thinner sections in many cases,” Dr. she said. “Because we’re all trying to do more with fewer Hall said. resources. It’s a very efficient way of getting results, in While many may think that future EVs, both autonomous and non-, terms of resources and timing. We’ve been working this will be constructed of aluminum and carbon fiber, steel has a major way for decades and it continues to pay off.” role to play in the propulsion revolution. In an EV, the actual impact The most advanced high-strength (AHSS) and ultra- of lightweighting actions is reduced compared with combustion-en- high-strength (UHSS) steel grades will offer 2,000 gine vehicles of comparable size. MPa tensile performance. The so-called “3rd “When you lightweight a conventional vehicle’s body and chassis Generation” AHSS was launched commercially in 2018, components, which make up roughly half the vehicle’s mass, you from major producers ArcelorMittal, AK Steel and achieve maybe a .2 mpg improvement; it’s incremental,” Dr. Hall ex- Nucor. The products are a response to OEMs’ requests plained. “If it’s a battery-electric vehicle, the improvement would be for more elongation/ductility for a given strength. far less. The [body-structure weight-reduction] gains don’t justify the “Part of the reason for this request is they didn’t want expense.” EV battery pack structures, however, are a major growth to use as much press-hardened steel as they do now,” Dr. area for aluminum, Tier 1 suppliers tell AE. Hall explained. “They want to use their current infrastruc- “Everybody assumes that we’ve innovated as much as we can, be- ture to stamp, at room temperature, the more complex cause steel has been around in vehicles for well over 100 years,” Dr geometries they couldn’t get with some of those AHSS. Hall quipped. Automotive body structure engineers know how wrong

LINDSAY BROOKE LINDSAY INSTITUTE MARKET DEVELOPMENT STEEL ACURA; FROM LEFT: They’re looking at reducing cost in their stamping lines.” that assumption is.

AUTOMOTIVE ENGINEERING May 2019 19 LIGHTWEIGHTING 2019 The economics of materials selection

Innovations in metalforming and materials science are creating even stronger steel grades, but the tradeoff is additional processes such as press hardening that add complexity and cost.

Cost per pound of reduced vehicle mass is helping to drive innovation in steel, aluminum and carbon composites. by Lindsay Brooke

e’ve entered an era where true weight reductions in to get on the program.” vehicles are occurring,” noted Dr. Alan Taub, profes- STEEL: The biggest dynamic in vehicle body materi- sor of Material Science & Engineering at the als planning today is the replacement of low-carbon University of Michigan. “There is no new vehicle steels with a growing portfolio of high-strength steel “Wlaunch that doesn’t talk about a 5-10 percent reduction in curb grades. Steel remains the Big Kahuna in vehicle struc- weight because it’s now clearly a part of fuel economy. And while the tures, and the new grades deliver significantly greater gains are still coming from powertrain improvements and the intro- strength (and thus better crash safety) than previous duction of partial and full electrification, about 15 percent of fuel- grades, with reduced mass, for a minimum of about economy improvements today come from vehicle weight reduction.” $.50 per pound—”very cost effective,” Taub said. His rule of thumb: Decreasing vehicle weight by 10% yields a 6% Not long ago, body engineers thought 300 MPa improvement in fuel economy. [megapascals, a measure of tensile strength] was the At the 2019 Society of Plastics Engineers’ ANTEC conference, Dr. limit for stamping steels. Today, stamping 800 MPa Taub, formerly GM’s head of R&D, presented a review of the three material, or even higher grades, is common. These ul- major materials groups—steel, aluminum, and composites—that he trahigh-strength or advanced high strength steel expects will predominate in vehicle body structures (increasingly in a (UHSS and AHSS) grades offer greater stiffness with mixed-materials play) going forward. reduced weight—the stronger the material, the thinner “If you’re chief engineer of a new-vehicle program, your job is to it can be made for the same application. But the new deliver the targeted fuel economy at the lowest possible cost,” he grades above 1,000 MPa are difficult to stamp at room noted. “You follow a plot that says, ‘dollars per miles-per-gallon im- temperature. They require hot forming (also known as provement.’ Depending on the OEM, that cost is about $2 to $2.50 press hardening)—a complex operation that heats,

per pound saved. Materials suppliers who can deliver that are going shapes, and quenches the sheet while it’s in the die. MOTORS GENERAL OF MICHIGAN UNIVERSITY

20 May 2019 AUTOMOTIVE ENGINEERING COVER STORY The economics of materials selection “The end game in automotive primary body and chassis structure is carbon-fiber composite—it can give us the most weight savings.”

Press-hardening adds cost, but those grades are “still well below that $2.00-$3.00 per pound saved threshold,” Dr. Taub explained. He said the steel indus- Materials expert Dr. try is developing 1,200 to 1,400 MPa products that are Alan Taub is a veteran sufficiently ductile to be stamped at room tempera- of General Electric, ture—with even stronger grades to follow. Ford, and General Motors. He has been a “The high-strength steels we used to say were lim- University of Michigan ited to 10-to-15 percent weight reduction will soon be professor since 2012. capable of delivering up to 25 percent reductions,” he told the plastics engineers. ALUMINUM: Because it’s not as ductile as steel, that stretched from Germany all the way to northern Washington state. manufacturers can’t yet stamp aluminum sheet in the “I am a believer that the end game in automotive primary body same extreme shapes as steel offers, Dr. Taub noted. and chassis structure is carbon-fiber composites—it’s the material But the industry “has gotten much better at forming that can give us the most weight savings,” Dr. Taub said. parts out of aluminum. And it has solved the joining So, what’s it going to take to get there? problem that put it at a disadvantage to steel spot- First, carbon fiber must meet all impact standards—difficult for a welding,” by adopting mechanical fastening and even super-stiff material that fragments under extreme impact rather than new processes to spot-weld aluminum to steel. deforms like metals. “The good news is we’ve learned how to model With a density that is 2.5 times less than comparable it, and it now gives higher specific energy absorption,” he noted. steel, “aluminum has quickly become the weight-saving Then there’s the molding time to produce a part—still a nagging material of choice for closures, where it’s now being de- issue. According to Dr. Taub, composites researchers are working to livered at below $2.00 per pound saved,” Dr. Taub said. get the largest part of the vehicle—the floorpan—down to less than 1 But the fundamentally higher cost of making alumi- minute in the mold. “We’ve reduced that process from eight minutes num, due to the energy-intensive nature of refining seven years ago to about four minutes today, and the one-minute bauxite, continues to make it a premium-priced play. cycle is starting to look possible,” he told the SPE audience. “We’re In addition, the industry is beginning to reach the limit still looking for that instant cure.” of its rolling-mill capacity—which may cause restric- The next technology shift likely will be to thermoplastic-resin car- tions of material availability. According to Dr. Taub, bon fiber composites that offer the same structural properties with “OEMs developing new vehicles with extra aluminum much-reduced molding time. content must team up with one of the aluminum com- Cost of the material’s precursor, as well as the process used to con- panies to build up that capacity in rolling.” vert it into high-strength carbon fiber, are also the focus of materials Those challenges aside, Ford’s aluminum-intensive scientists and process engineers. “There is lots of work going on to F-150 is on track for record sales, “and more OEMs are reduce costs in all areas—we’ve gone from $20 per pound to $10 per talking about additional aluminum content on vehi- pound, and we’re moving toward $7,” Dr. Taub reports. He adds that cles,” Dr. Taub reported. closed-loop recycling for the material still needs to be established: COMPOSITES: “So far, we know that the lightest- “That’s the end game for composites. I believe they can win eventu- weight vehicle we can make is in carbon-fiber com- ally on every other single item including cost and cycle time.” posite,” stated Dr. Taub, who is also CTO of the In a fairly short period, the mobility industry has migrated from American Lightweight Materials Manufacturing single-material-intensive vehicles (i.e., F-150) into the concept of Innovation Institute. right material, produced the right way and engineered into the right Making carbon fiber the material of choice for automo- part of the vehicle. “Now, the design engineers can go into ANSYS or tive structures faces numerous challenges. While many whatever tool they use and select their material of choice; the com- OEMs and Tier 1s are committed to working on it in low ponent engineers can make that part in complex shapes, while the volume projects, BMW has walked away from its multi- manufacturing engineers handle the multiplicity of materials and million-dollar venture with SGL Carbon that spawned forms,” Dr. Taub noted. “And the joining engineers? They’re the ones

GENERAL MOTORS GENERAL OF MICHIGAN UNIVERSITY BMW’s novel i3 and i8 models—built on a supply chain everybody is investing in.”

AUTOMOTIVE ENGINEERING May 2019 21 LIGHTWEIGHTING 2019 A step-change in the cost of CFRP

Williams Advanced Engineering reveals secrets behind its innovations aim to move carbon fiber into the mobility mainstream. by Stuart Birch The new CFRP processes were used to create the FW-EVX electric-vehicle chassis.

joke in the auto industry about CFRP (carbon sional composite box-like structures from a two-dimensional form, fiber reinforced polymer) is that the “C” stands 223 is claimed to be ideal for a variety of applications, from battery for “costly.” So, any manufacturing process containers for EVs to potentially complete vehicle monocoques. The that solves this significant drawback of the use of the name 223 derives from the folding of a 2D component into Aultra-lightweight material’s use outside of Formula a 3D structure. One racing and exotic supercars, could change the Describing 223’s “wide array” of capabilities, Bomphray says it par- vehicle-production game. ticularly suits structures that are currently assembled from many sep- Engineers at Williams Advanced Engineering in the arate components and where access for fitting-out adds time and U.K. are confident they have developed two comple- cost. For example, a vehicle body-in-white (BIW) typically consists of mentary solutions to the cost hurdle. Revealing details around 300 metal stampings, made with perhaps 600 different tools. of both, the company stated these solutions could be A vehicle hood may require four different press operations. Using applied to high-volume production by 2021. 223, the number of stampings “could be reduced to around 50, all The patent-pending innovations are respectively created on a single machine, bringing a significant reduction in the called 223 and Racetrak. They are claimed by Williams capital expenditure for tooling,” he said. A monocoque structure to deliver “a step-change in the affordability of com- made using 223 could be up to 30% lighter than an aluminum-inten- posite materials,” while offering comparable perfor- sive structure. mance to existing composite solutions. This potentially brings the cost within reach of mainstream applications and will be a timely arrival for autonomous vehicle ap- Racetrak and 223 plications. Other innovations in the development pipe- Racetrak is a process for creating extremely high-strength CFRP line are aimed at delivering savings in process time, structural members that link two or more points. Suspension control skilled labor, materials and capital investment—all “un- arms/wishbones are an example. “The technique draws on a proven locking the benefits of CFRP,” stated the company. design concept: a continuous loop of unidirectional material (in this Given the cautious and conservative nature of the au- case carbon fiber) to provide extremely high hoop strength,” tomotive business, Williams has taken the unusual deci- Bomphray explained. “This localization of high embedded strength sion to reveal much of the detail technology and pro- allows substantial cost reduction. When combined with high levels of cesses that support 223 and Racetrak, and the develop- automation, this allows an affordable component that is dramatically ment that could lead to high volume production. lighter than traditional alternatives.” Iain Bomphray, the company’s chief technology spe- A finished wishbone could be some 40% lighter than an equivalent cialist for lightweight structures, is the innovator of both forged aluminum component, he said, and up to 60% lighter than steel. new technologies, fitted to the company’s FW-EVX It could be cost-competitive with a premium aluminum forging and in electric-vehicle (EV) platform concept. Revealed in 2017 line with the global auto industry’s budget for weight-saving technolo- and previously described by AE, the two CFRP tech- gies estimated at up to 7 euros/kg in a recent McKinsey & Co. report. nologies have essentially remained secret until now. 223 is based on what Bomphray calls “a radically different [and

As a cost-effective means of creating three-dimen- therefore partly still confidential] process for the integration of woven, ENGINEERING WILLIAMS ADVANCED ENGINEERING WILLIAMS ADVANCED

22 May 2019 AUTOMOTIVE ENGINEERING COVER STORY

dry fiber reinforcement sheet with a separately-prepared resin matrix. The technique provides “unprecedented freedom” to optimize both elements to the specific requirements of a design across a component. For example, a design may employ high-strength carbon fibers as reinforcement in structurally critical areas, while low-cost glass fibers could be used in others. Costly materials are used only where their benefit is required, and local strength can be provided without the expense of additional reinforcing components. “The process allows the full benefits of the anisotropy (variations in physical properties along various axes) of the material to be exploited,” he explained. The construction of an EV battery box begins with an automated cutter trimming the flat sheet of woven fiber into near-net shape. The excess material from this process is dry, untreated fiber, which is substantially easier and more cost effective to recycle than traditional Racetrak layered content pre-impregnated (“pre-preg”) materials. At this stage, other compo- consists of 80% recycled carbon fiber. nents such as printed electronics and energy-absorbing materials can be easily embedded, Bomphray stated. The matrix then is applied using an automated process that facili- with extended times in development) allowing com- tates the composition of the resin to be specified locally across the plex tasks to be performed before the final curing part. This allows properties such as toughness and thermal conductiv- stage is carried out,” Bomphray said. ity to be varied across the component. At this stage, the preform is still On an automotive BIW, it could potentially provide a flat, two-dimensional sheet, like a cardboard box before being folded. scope to fit trim, run electrical harnesses and install heating ventilation and cooling (HVAC) components with easier, quicker access and fewer additional tools, 50X faster he explained. With the 223 process, automation ensures Bomphray estimates fiber deposition rates of up to 500 kg (1,102 lb) repeatability, removes the need for skilled labor, reduc- per hour. Overall, including other areas of process-time saving, 223 is es cycle times and minimizes the quantity of premium said to be as much as 50 times faster than traditional aerospace- material that is required for unidirectional lay-up. grade methods, which lay down material at roughly 10 to 20 kg (22 Bomphray said each tool costs around one tenth that to 44 lb) per hour. The preform is fed into an industrial press for ap- of a steel tool, making smaller production runs more plication of carefully controlled force and temperature. This cures the affordable. The same tool also can make similar shaped sections that are destined to form the faces of the battery box, while components of different specifications, simply by leaving the hinge areas between them flexible. changing the composition of the cartridge. Using snap curing resins and a high degree of automation, the Additional benefits include the ability to embed pressing process can be accomplished in around three minutes. components such as thin-film sensors (which can be Energy, cost and time savings are also evident from the ability to just 6 μm thick) and bearings, effectively removing maintain the press at a constant temperature; otherwise, the auto- another step from the current production process. clave or press would traditionally go through a temperature cycle, Thin film sensors could, for example, be used “to mea- adversely affecting the operational efficiency. sure torque or to identify internal failures resulting Once removed from the press, the cured areas have sufficient from out of tolerance stress,” he said. structural strength for additional manufacturing steps to be performed. Finally, the part is placed in a jig, where it is folded into its finished three-dimensional form. It then undergoes a final curing Racetrak: How it’s done stage, which solidifies the hinges and seamlessly joins the edges of The Racetrak process takes its name from the con- the adjacent panels to create a perfect three-dimensional shape. tinuous loop of fiber around the load bearing area, 223 has been designed to allow transportation to an external facility in regarded as resembling a race track when viewed from intermediate flat-pack form, potentially reducing the cost of logistics. above. For maximum strength, carbon fibers are speci- Williams Advanced Engineering sees the process being suitable for in- fied for this loop, but other fibers could be used. troduction into many aspects of the auto industry including defense. Fibers such as glass could be incorporated in the resin “We imagine that vehicle bodies would generally be made in fac- matrix to provide additional strength and toughness. tories, but other 223 products such as parts or simple storage or car- There are three main components: a core of low-cost, go boxes could be stored flat and completed in the field. non-woven bulk material, a loop of unidirectional car- “Components can be held in the intermediate flat-pack form for bon fiber and, on both sides of this, a protective shell

WILLIAMS ADVANCED ENGINEERING WILLIAMS ADVANCED ENGINEERING WILLIAMS ADVANCED relatively extended periods of up to 12 months (currently this is days, made from die-cut woven fiber sheet. Manufacturing is

AUTOMOTIVE ENGINEERING May 2019 23 LIGHTWEIGHTING 2019

Aluminum: Toward 50% body content

Aluminum BIW and The 2D to 3D CFRP closure parts are the forming process key to achieving both as envisioned in a factory rendering. regulatory and OEM goals for improved vehicle efficiency going forward. by Lindsay Brooke effective adhesive, allowing in-mold integration of fixings and other components. fully automated, with the unidirectional For increased resistance to high tempera- o vehicle-development teams, loop robotically wound to create precise, tures, a phenolic resin could be specified. peaceful coexistence is the 2020’s repeatable tailored fiber placement, way of describing the relationship Bomphrey said. between steel and aluminum. The reinforced material preform is Adding sensors to capture Sure,T the two giant materials industries then placed dry into a tool, which ap- data will continue their battle to conquest one plies a light shaping pressure to create Automated driving could also empha- another’s market share. But for vehicle a removable cartridge to be placed into size the need for affordable composites planners and program-development an industrial press. A vacuum is ap- in the automotive sector. More mass teams, the ferrous and light metals are plied and the resin is injected into the means substantially more energy con- an increasingly effective and popular heated mold. Under these conditions, sumption to offset. It also begs the combination. As experts Dr. Alan Taub the resin takes approximately 90 sec- question of how this technology will be and Michael Robinet have noted else- onds to cure. It is then ejected from the integrated into the platform. The use of where in this issue, the mixed-materials machine and a fresh cartridge loaded. composite processes such as 223 trend is becoming an enduring one, as “With a cycle time currently at just and Racetrak bring the prospect of evidenced across the landscape of re- 120 seconds, a single press using this more flexible design, while both these cent new-vehicle introductions. process can produce more than technologies support the use of embed- Aluminum crossmembers and sub- 500,000 units a year” add- ded thin film sensors. frames are engineered harmoniously into ed Bomphray. “The composition of the One possibility is turning wishbones system also contributes to an attractive and other CFRP components into cali- price/performance ratio as the most brated load cells that could transfer costly materials, notably the unidirec- road-load data back to the vehicle via tional carbon fiber, are used only where wireless electronics. This would not only their unique mechanical properties are allow a vehicle manufacturer to capture required to deliver high local strength, anonymized usage data, it would also for example to link anchorage points. have practical applications at a vehicle The woven shell increases load distribu- level, measuring real-time loads applied tion across the component and enhanc- to a component. An example is a wish- es both shear strength and damage bone providing data that can be used to tolerance,” he claimed. infer lateral grip, for use by the stability The system allows a choice of resins, control input. polyurethane, perhaps, instead of the Explained Paul McNamara, Williams To save 7% vehicle mass within the next decade (by 2028) at least another 170 lb of gross mass more-conventional epoxy, increasing the Advanced Engineering’s technical direc- reduction needs to be achieved through material toughness of the system as well as reduc- tor: “As tools for efficiency improve- substitution. “3rd-Gen” steels, CFRP composites, ing the cost. There is an option to further ment, these [223 and Racetrack] are all polycarbonite windows, fiberglass leaf springs increase energy absorption by adding synergistic, considering them as an inte- and multi material body structures with ductile materials such as ground end-of- grated system allows us to increase sig- significant aluminum content will drive most of

life CFRP. Polyurethane resin also is an nificantly the total benefits.” the mass savings, according to DuckerFrontier. ENGINEERING; DUCKERFRONTIER WILLIAMS ADVANCED FROM TOP:

24 May 2019 AUTOMOTIVE ENGINEERING COVER STORY

light-truck ladder frames whose finely- achieve a 7% mass savings (approx. 270 “Steel, magnesium, CFRP and polycar- tailored use of various advanced high- lb/123 kg) while maintaining vehicle bonate additions are critical,” he said. strength steel grades could fill engineering size, with a market concentration on “Aluminum BIW and closure parts, how- textbooks. Suspension control arms have light trucks, “without a significant in- ever, are the key to achieving both regula- become the focus of new CAE-driven de- crease in high-growth aluminum com- tory and OEM goals for vehicle improve- signs that have brought flip-flop applica- ponents,” Brower asserts. ments over the next 10 to 15 years.” tions within some OEMs—what was once a heavy steel fabrication is changed to a far lighter aluminum casting, then to a forging, only to be transformed again into an even lighter steel stamping full of precisely-located lightening holes. Further iterations in aluminum—or perhaps CFRP composite, or a combination of metal and composite—are likely to follow. Honda R&D’s Stephen Frey, chief engineer on the 2019 Acura RDX, told Automotive Engineering during an appearance on Autoline TV that high- strength aluminum extrusions and use of aluminum sheet in closures will play an increasingly sympatico role in Honda’s use of new AHSS grades that are being de- ployed in new body structures for impact- resistance and crash safety. Frey also high- lighted how advanced joining technologies, led by the now-proven rivet-bonding process, have enabled Honda engineers to re-design entire body and chassis sections and thus increase aluminum’s vital role as a mass-reduction agent. “The emerging pattern has more aluminum added with each model changeover over a 10-15-year period until all closures are aluminum and at least 50 percent of the body is aluminum,” explained Chris Brower, director of DuckerFrontier (formerly Ducker Worldwide). “This is a much different timing pattern than Ford exhib- ited on the F-150.” He noted that the amount of growth will depend on the concentration of the weight savings on specific vehicle class- es. A mass reduction of 20-25% on 20% of the vehicles is much more beneficial for aluminum than 5% mass reduction on all the vehicles. Aluminum content growth also will depend on how much “mass creep”—an ongoing issue with pickup trucks—must be offset, and any improvements in the value proposition of other materials relative to aluminum. Per technology-implementation path- ways as cited in U.S. EPA and NHTSA

FROM TOP: WILLIAMS ADVANCED ENGINEERING; DUCKERFRONTIER WILLIAMS ADVANCED FROM TOP: studies, there is no affordable way to

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-708 May 2019 25 F1 STREAMLINES FOR CLOSER RACING

The Williams F1 team studied airflow over its car with the 2019-spec front wing using colored paint at this Hungaroring test in 2018.

In the downforce vs. turbulence battle, Formula 1 enacts technical changes to rev up the on-track spectacle. by Dan Carney

ngoing aerodynamic development of Formula 1 racecars 25 mm (.98 in.), while the stack of winglets atop the has the most obvious goals of increasing the cars’ down- main plane is raised 20 mm (0.8 in.). force and reducing their drag to produce the fastest All of these changes are meant to help provide the Ospeeds and quickest lap times. car aerodynamic downforce even when the in the de- But there is another, perhaps cunning, reason behind the work being graded dirty air directly behind another car, letting the conducted in wind tunnels and in computational fluid dynamics (CFD) pursuer closely follow the target car through a turn in tools: to degrade the aerodynamic performance of competitors’ cars preparation for a pass on the ensuing straight. and their ability to benefit from slipstreaming. Some of this degrada- The 2019 front-wing rules also ban the array of turn- tion is inevitable, of course—it’s caused by the turbulent “dirty air” pro- ing vanes seen atop 2018 wings that vector airflow duced by a race car’s wings, tires and underbody aerodynamics. around the front tires. The vanes’ purpose is drag re- But when designers can find methods to make a car’s wake less duction, but they also have the effect of disturbing the advantageous to pursuers by reducing their cars’ downforce, they air more for following cars. Eliminating them should let will do so—if it doesn’t slow their own car. pursuers follow more closely. Since the current generation of hybrid-electric Formula 1 cars de- Beneath the front wing, 2018’s row of five longitudinal buted in 2012, the racing has been substantially processional, with strakes is reduced to only two for 2019—also limiting the every championship won by Mercedes-AMG drivers. Fans have com- wing’s ability to steer the air away from the front tires. plained about this—and about the hybrid-electric cars’ decidedly un- The air intake ducts for the front brakes are smaller invigorating sound. for 2019. That’s because the 2018 ducts were larger than necessary for brake cooling. Their excess air diverted through hollow “blown” axles that pushed airflow away New rules from the spinning wheel. That enabled drag to be re- In response to these concerns, the Fédération Internationale de duced while disturbing the air for trailing cars, too. l’Automobile is plotting a clean slate of new specifications for the And so it is for the barge board turning vanes ahead of 2021 season, aimed at improving the spectacle. But race fans are un- the sidepods. For 2019, these must be 150-mm (5.9-in.) happy now, so the FIA has tweaked the rules for the upcoming sea- shorter, top to bottom, but are permitted to extend an- son in a bid in increase the opportunity for cars to race nose-to-tail. other 100-mm (4-in.) closer to the front wheels. This “The front wheels of an F1 car produce a very dirty wake and teams reduces their ability to control airflow to the rear wheels. naturally want to push it to the side to get nice, clean air flowing over the rest of the car,” explained Formula 1 chief technical officer Pat Symonds. “They do this by producing specific vortices with the front Bringing up the rear wings and brake ducts. If you look at the current front wings, there are The rear wing is 100-mm wider, 20-mm taller and has a lot of appendages and elements sitting on top of the wing. Each one end plates that are 70-mm (2.7-in.) longer. The Drag is designed to produce a vortex, to control that wake. Reduction System (DRS) slot between the upper ele- “Unfortunately, when you start pushing the front wheel wake out a ment and the main plane of the rear wing is 20 mm long way, you create a very wide area of low-energy air behind the larger, making it about 25% more effective in reducing car, which reduces the downforce on the following car,” he noted. drag when the slot is open during passing opportunities Starting at the front of the car, 2019 rules dictate a wider, 2,000- on high-speed straights. Pressure-equalizing slots in the mm (78.7-in.) front wing in place of the 1800-mm wing (70.8-in.) tops of the end plates are also eliminated for 2019.

wing used in 2018. The front edge of the wing also is moved forward The DRS has been criticized for creating “artificial” WILLIAMSF1 CARNEY DAN IMAGES: BOTH

26 May 2019 AUTOMOTIVE ENGINEERING MOTORSPORTS TECH | AERODYNAMICS FEATURE

Safety, fuel and engines increased fuel allotment—110 kg (242.5 The new rear wing also incorporates lb) of fuel in place of 105 kg (231 lb) for rain lights to enhance the cars’ visibility each race. This will let drivers keep the through the spray of a wet race. The engine’s power turned up through the central light used until now remains. whole race, rather than limping along in Another aid to racing for 2019 is an fuel-saving mode to avoid running out

The Haas F1 Team’s VF-18’s 2018-spec front wing employed an array of contoured segments to steer air away from the car’s front tire in an effort to reduce drag. /Ǌǜ6

Large brake intake ducts of the Renault R.S.18 also served to feed air to the hollow ‘blown’ axles. These intakes are smaller for 2019. The contouring of the 2018-spec front wing’s additional elements is also visible.

passing opportunities. Its necessity is being reconsidered as the FIA studies options for the further-reaching 2021 rules, which could produce cars that permit more organic racing and passing. “The rear wing helps us when we’re trying to promote closer racing,” said FIA aerodynamicist Nikolas Tombazis. “It Pressure Valve Floating Gear Oil Valve has two strong trailing vortices, which pull the flow up from close to the ground ® into the ‘mushroom.’ This mushroom is ALL SPRINGS ARE NOT EQUAL pushed upwards quite violently and Reduce spring height by 50% over ordinary coil springs while quickly, allowing clean air to be pulled in maintaining the same force and deﬂection. Standard parts available from the sides to take the place of the in stainless and carbon steel. Need custom? No problem. We’ll provide turbulent air being flung upwards. you with the right spring, in the right material, for your application. “This clean air tends to be higher energy, which has a beneficial effect on the FREE SAMPLES: aerodynamics of the following car,” he Call (866) 483-9410, or visit continued. “We want to increase that expert.smalley.com/SAE/springs mushroom effect and make it stronger, but also put more of the dirty air into its

WILLIAMSF1 CARNEY DAN IMAGES: BOTH vicinity to push it up and out of the way.”

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-709 May 2019 27 F1 STREAMLINES FOR CLOSER RACING

Pirelli adds color to its F1 grip Pirelli returns for 2019 as F1’s sole tire sup- The change to three consistent colors every plier, having beaten a competing bid from week should demystify competitors’ tire Kumho. Pirelli will continue to provide a wide choices for fans, even if it means that Pirelli spectrum of compounds so that tires will be must make the same compound tires with appropriate for high-speed, low-downforce different sidewall colors for different races. tracks like Monza as well as low-speed, high- Another change for 2019: the compounds downforce circuits like Monaco, and for wet will each produce more clearly differentiated and dry racing conditions. There are seven lap times and durability than last year. “[For different dry-weather compounds (plus 2018] the compounds were too close in lap Intermediate and wet compounds/tread pat- speed,” Isola explained. This season, each terns for rain), each with its own identifying progressively harder compound will be ap- tire sidewall color and a description. proximately one second slower per lap, pro- Besides the self-evident “Hard” and “Soft” viding teams more clear-cut decisions when tires, the compounds devolve into “Super Soft”, choosing tires. “Ultra Soft” and “Hyper Soft.” The strategy is to Additionally, the 2019 tires will be more provide the same wide variety of rubber com- resistant to a problem called ‘microsliding,’ at Formula 1’s exclusive tire supplier, Pirelli, pounds over the course of the season, but to the contact point between the tire’s tread and will simplify its color-coding system in 2019, assign their name and color coding differently, the tarmac surface, Isola said. He expects the applying red, yellow and white sidewall colors to depending on the track. Now, a tire that was reduced total downforce of 2019 cars to lead to the three tire compounds it brings to each race. designated Super Soft in 2018 could be labeled more microsliding, which produces extremely Hard in 2019, if the other two choices are the localized overheating of the rubber and causes previous Ultra Soft and Hyper Soft, now re- the tires to feel greasy and slippery to drivers. subject to microsliding because of the reduced branded as Medium and Soft, just for specific Unlike a worn-out tire, when tread degrada- downforce while driving in that zone. races, like the Monaco Grand Prix. tion has left the tire with no remaining speed This is when teams often tell drivers to DAN CARNEY DAN Compounds are indicated this year with capability, microsliding leaves a layer of abandon the passing effort and drop back a bit just three colors, white for Hard, yellow for scorched rubber on the surface over a still-good to let the tires cool. Doing so wears the Medium and red for Soft. “The spectators are tire. When drivers attempt to closely follow a scorched rubber off the surface, restoring the confused, because the colors are too many,” competitor and spend too much time in the tire’s performance capability for another attack. said Mario Isola, Pirelli’s motorsport director. disturbed air behind the leading car, the tires are –DC

the car that could be advantageous for performance. In terms of propulsion-system changes for 2019, the Renault F1 team has discarded the internal-combustion portion of its 2018 power unit in favor of an all-new 1.6-L 90-degree turbocharged V6. While strict rules, such as a 15,000-rpm rev limit and four-valves-per-cylinder maximum constrain the potential scope of changes, the old engine’s potential for improvement wasn’t enough to help the team achieve parity with Mercedes and Ferrari. So, Renault designed an all-new engine for this year, said managing director Cyril Abiteboul. To that end, the team is expanding its engine facility For 2019, Renault has discarded its 2018 combustion engine for an entirely new in Viry-Chatillon, France, with a new test bench that turbo V6 design in pursuit of competitive power output within the tightly-controlled will let Renault do more all-up testing of track-ready rules for these high-performance hybrid systems. The system’s Motor Generator- drivetrains. Their goal is to detect problems that might Heat unit is permitted to recover unlimited energy while the Motor Generator-Kinetic have previously arisen only at the race circuit. unit is restricted to recovering no more than 2 megajoules per lap. “The idea is to make another step forward in terms of validation, with as many components that will eventu- of gas in the closing laps. ally run on track as possible, shortly before the car itself The F1 racecar’s minimum weight without fuel is increased, from 733 actually runs”, said Laurent de Bailleul, Renault’s head kg (1,616 lb) to 740 kg (1,631 lb). Significantly, for larger-sized drivers, this of testing equipment development, in remarks provided weight includes an 80-kg (176-lb) allotment for the driver. Heftier pilots to Automotive Engineering. “This final stage of valida- no longer have to diet like jockeys to preserve maximum performance. tion allows for better preparation before the first test. Lighter drivers are obligated to ballast their cars to the 80-kg total; the That’s the real potential.”

ballast must be placed in the area of the seat and not somewhere else in “With as many elements as possible, it’s more rep- F1 PIRELLI; RENAULT FROM TOP:

28 May 2019 AUTOMOTIVE ENGINEERING MOTORSPORTS TECH | AERODYNAMICS FEATURE

resentative. It’s another step compared to how we already start the engine at the factory to make sure the car can actually start and run some laps.” Previously, the team could only find out about ‘engine and chassis’ issues, and precisely calculate fuel consumption, while on track.

Closer racing for 2019? All of the F1 teams hope for closer racing this year. But it remains to be seen how effective the rules changes will be in the face of ongoing technical development by teams…to overcome the limitations of the rules. “We consider the critical position to be around 15 to 20 meters between the cars,” the FIA’s Tombazis said. “That’s the distance we’d expect to see between cars The hollow front axle used on last season’s Renault R.S.18 was designed to blow running half-a-second apart approaching a medium- air away from the face of the car’s front wheels to push airflow away from the tire. This is prohibited for 2019. speed corner. With the current generation, the following car loses about 30 percent of its downforce in this scenario. We hope to reduce that by 10 percent.” Williams F1 chief technical officer Paddy Lowe agrees. “I feel that He noted that the general trend for teams is to develop not doing anything now would mean we’d have several years of a more downforce, which exacerbates the problem. “We worsening situation as the teams develop more downforce,” he said. now believe that 2019 will be better than 2018, but no one “I’ve got quite a high confidence in the technical aspects of what’s

DAN CARNEY DAN is expecting F1 cars to be fighting like touring cars.” been done, that it will take us back in the right direction.” FROM TOP: PIRELLI; RENAULT F1 PIRELLI; RENAULT FROM TOP:

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-710 May 2019 29 Unlocking DfAM’s potential

While the ability to iterate leads to innovation, an inability to iterate leaves the exchange of risk for knowledge until the very end, when there’s little time left to make changes and innovate. Iteration also can be expensive.

A new field-based design software is supporting more widespread use of Additive Manufacturing, for faster product development times with less rework and risk. by Blake Perez

ost models and methods for design and to geometric errors. No wonder there is a natural aversion to iterate innovation suggest that true innovation even though its impact on product success is well understood. comes from not just a single event of inspi- Design for Additive Manufacturing is no exception. DfAM introduces Mration, but rather the constant iteration and even more manual rework in file translations, build configuration, and improvement upon an initial idea or design. James slicing steps when a design is altered. Often DfAM is left as an after- Dyson tested over 5,000 iterations of his product be- thought of engineering design. At this point, low-level changes are fore releasing the company’s first bagless vacuum made to the as-designed part to enable self-supporting features or to cleaner. The F-15 Eagle fighter jet models B, C, D, and add sacrificial volumes that can be machined away for dimensionally E were all iterations of the original design. It’s clear critical features. There are other changes that can be made to fully that the ability to iterate leads to innovation—and an leverage the capabilities of additive manufacturing (AM), but such inability to iterate leaves the exchange of risk for changes to a model might require other dependent features to be re- knowledge until the very end, when there’s little time worked. Again, this is time-consuming and expensive. left to make changes and innovate. A typical workflow when designing for AM starts with a conceptual Truth is, iteration in design engineering can be difficult and expensive. Design revisions result in hours of rework and a duplication of effort when models fail due

A brake pedal geometry could be created in virtually any 3D modeling tool and subsequently Three variations of converted into an internal lattice structures are

implicit model. generated using the platform. NTOPOLOGY ALL IMAGES:

30 May 2019 AUTOMOTIVE ENGINEERING Unlocking DfAM’s potential ADDITIVE MANUFACTURING | DESIGN TOOLS FEATURE

design that gets represented in CAD soft- mounting point. A variable thickness ness near the mounting point as we ware and is translated step-by-step to lattice structure is added to the internal would expect the highest stresses at ultimately be configured for manufactur- area. The thickness is driven from the the interface. Again, distance fields al- ing. Changes to the part’s design or ge- implicit field emanating from a planar low us to specify this rule, and when we ometry in CAD require significant rework surface (the red line in the image). This do, the rounds we specified in the pre- in order to get back to a print-ready con- strategy is meant to provide extra stiff- vious step still regenerate. figuration. Iterating back through one of these stages has an associated cost due to the rework required to adapt the models at each subsequent stage. Recent software advances introduce a more agile development framework based on implicit modeling where We design lighter changes to a design compile and rebuild automatically. A single data platform replaces multiple streams of engi- cars from the neering knowledge, consolidating a wide variety file types. This removes the traditional barriers to iteration and in- inside out. novation and connects design and manufacturing in a way that enables DfAM in a seamless fashion.

Beyond simple distance fields Let’s see what a DfAM workflow on this new type of platform might look like for an engineered part. The design opportunity here is to lightweight and additively manufacture a brake pedal. The workflow starts with the initial bulk model geometry. In order to lightweight this part, various lattice configurations are explored with the platform’s lattice tools. Each lattice type is thickened and joined to the original model, according to part’s strength requirements. A common problem with additively manufactured lattice structures is delamination between the lattice and skin. To mitigate this, a rule is created to blend the lattice into the skin smoothly (Step 3). Thanks to distance fields in implicit modeling, this can be done The material difference is S-in motion® steel solutions. globally and robustly without manually S-in motion is a set of steel solutions developed by ArcelorMittal for automakers who wish selecting every edge in the model as to create lighter, safer and more environmentally friendly vehicles. We offer a wide range of would need to be done with conven- affordable lightweight steel solutions for cars, trucks, SUVs and battery electric vehicles, tional tools. Traditional methods would including body-in-white, closure and chassis components. Elevate your vehicle design require hours of tedious edge selection with ArcelorMittal. that would need to be repeated if changes are made to the geometry. At this point, our team decides that See the difference at automotive.arcelormittal.com/na we need the lattice’s thickness to vary

ALL IMAGES: NTOPOLOGY ALL IMAGES: as a function of distance from the main

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-711 May 2019 31 Unlocking DfAM’s potential

Once a lattice type is chosen, the lattice is thickened according to requirements.

Implicit field-based design technology ensures robust and global generation of rounds in the lattice-skin interface.

tool paths and scan patterns to deliver directly to machines without the use of intermediate STL files. At this point in the design process, it’s traditionally very difficult to make design changes to the original model because such changes would set off a cascade of rework in modelling, build configuration, and slicing. With implicit modelling we don’t have the same constraints. We can make changes and trust the rules we made will still work. To demonstrate this, let’s consider a scenario where our engineering team brings simulation data to the table and is looking for a A typical workflow when designing for AM is shown in the table way to improve the design based on this new knowledge. at the top. Iterating back through one of these stages has an Normally, going all the way back to Step 2 of the design process to associated cost due to the rework required to adapt the models change the lattice type and/or geometry would be a major effort and at each subsequent stage. In a development framework based possibly deemed infeasible due to time or resource constraints. Not on implicit modeling, a single data platform replaces multiple only can this be done more efficiently with implicit technology but the streams of engineering knowledge, consolidating a wide variety file types, as shown in the table at the bottom. other rules specified in the workflow will also automatically rebuild according to the new lattice geometry. All thickness rules and blends will still apply to the new model without additional work. This is the With implicit modeling, we’re not just limited to sim- benefit of designing with an implicit data structure—rebuilds are fast, ple distance fields to drive geometry. Any field can be robust, and do not fail. And as before, the part will regenerate all the used to intelligently drive the lattice’s mesostructure. way to the contour slices that were specified in the initial workflow. Examples of usable fields include stress, thermal, and In this workflow, we showed constant progress towards an addi- fluid simulation data. Practically, you can drive geom- tively manufacturable part while still being able to iterate and make etry with any data you have. In our brake pedal exam- design changes that rebuild back to where we left off. ple, we’re going to use Von Mises stress data from the Streamlining the engineering design process in this new way en- engineers to influence the thickness of the lattice. ables robust rebuilding after changes to a design at any point. This Where higher stress values exist, the lattice elements ability is largely enabled by implicit modeling technology. Users have are made thicker to provide strength where it is needed. the ability to make upstream design changes that rebuild all the way This design workflow is enabled by systems built on down the design chain. They can also configure orientation and sup- implicit modeling, as fields are the foundational lan- ports to export slices to send directly to a machine. Any upstream guage in which component data is represented here. design changes will recompile all the way back to that point auto- Now that we have our brake pedal, the final step in matically. Not only does this save time for design engineers, but this creating additive-manufacturing-ready models is to also removes the barriers to design revisions and iterations. create contour slices. A distance-field-based platform James Dyson spent fifteen years completing the 5,127 iterations re-

provides the freedom to generate and specify additive quired to produce a great and innovative product. This kind of effort is NTOPOLOGY ALL IMAGES:

32 May 2019 AUTOMOTIVE ENGINEERING ADDITIVE MANUFACTURING | DESIGN TOOLS FEATURE

Ensure your product quality

A variable thickness lattice structure is added to the internal area. The Calibration at DAkkS-Level thickness is driven by a plane’s implicit field and intended to strengthen � Accelerometers � Impact Hammers the part near the interface where maximum stresses are likely. The plane is defined by the red line and extends perpendicularly out of the screen. � Sound Level Meters � Noise Dosimeters � Gyro Sensors � Human Vibration Meters

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Von Mises stress LEE Relief Valves values from simulation are used to drive lattice Provide Stable Flow thickness. Locations with higher stress values have thicker lattices.

Contour slices from an implicit platform can be sent directly to many metal 3D printers. Up Run Flow Down Run Flow

This miniature poppet-style relief valve offers a faster opening rate and more stable ﬂ ow than typical, ball-style relief valves. now achievable in days with new field-based design software Q Stable Flow – Low Hysteresis for exponentially reduced product development times. It’s pos- Q Low Leakage sible to move quickly, gain deep product knowledge, and de- Innovation in Miniature Q Self-Retained risk the whole product development effort. Connecting multi- Q Zero Leak Models Available dimensional, early-stage design exploration with an implicit Q Relief Pressures up to 3,500 engineering workflow that robustly rebuilds ready-to-manufac- The Lee Company psi (240 Bar) 2 Pettipaug Road ture parts is supporting more widespread use of AM and Q Smallest Package Size Westbrook, CT 06498 USA changing the way products are developed. Tel: 860-399-6281 THINK BIG. [email protected] Blake Perez is Senior Application Engineer at New York-based DESIGN SMALL. www.leeimh.com

ALL IMAGES: NTOPOLOGY ALL IMAGES: nTopology (nTopology.com) INDUSTRIAL MICROHYDRAULICS

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-713 33 Lee_ReliefVlv_AE_4-11-19.indd 1 4/11/19 2:03 PM PRODUCT BRIEFS

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Re-gearing the Big Zed SAE should become leader in making the ‘STEAM’ profes- Good article on ZF’s methods for staying relevant in the soft- sional training that Sam Abuelsamid offers to us readers. This ware age. Not long after I read this, we heard the news that needs to be part of SAE’s Professional Development series of ZF had landed a big contract from BMW for 8HP automatic opportunity. This is a very good idea, Mr. Abuelsamid! transmissions. The oily “gear side” of their business may be Ed Nguyen viewed by some as the ancient industry, but it’s that solid Hawthorne, Calif. foundation that is bankrolling all of ZF’s costly connected- and-automated vehicle development. Roll on, Big Zed. SAE’s 2019 President Dan Dimitri It is good to see Paul Mascarenas has been elected to the SAE Wixom, MI Presidency for 2019. As a supplier to Ford of measurement tools used in advanced product STEAM beyond STEM development, my company has Richard W. Job’s letter to the editor done business with many Ford ex- in your April edition suggesting ecutives, and we had great relation- STEAM as a step beyond STEM is so ships with Mascarenas’s team when ‘right on.’ My engineering career he was the top tech executive. Paul was substantially improved by the will serve SAE well, I’m sure. Creative Problem Solving (CPS) Name withheld training I received at Minneapolis Auburn Hills, MI College of Art and Design in the early ‘80s. Not only did it aid me in No ‘peapods’ for Honda product development but also in I thought your report on this year’s regulatory agency compliance, Geneva Salon was a nice balance of dealing with the bureaucracy in my technology and styling, which has own organization and ultimately in always been the show’s raison my own independent consulting. d’etre. Auto show reports are be- I promoted CPS in the organiza- coming rare in magazines. Keep up tion at every opportunity. Several the good work and thanks for an weeks after giving a CPS training informative publication. session to assembly-line managers John Sylvester in a Fortune 500 company, the facility production manager told me Finally, an OEM has given us hope that one of the participants had that future electric “city cars” won’t really taken the process to heart be the bland peapods that Waymo and made substantial changes to and Hollywood have portrayed as his style that ultimately saved his job. This is positive, power- the future. Honda’s little EV concept that you wrote about in ful stuff that should be a mandatory part of all education. the April edition brings heaps of character and a cute “face” Ed Rogers to the small-EV industry, just like the original Civic did in the Sage Consulting 1970s. I realize the new EV is just a concept for now, but if Honda gives it the green light for production I’ll be first in line Credit to Automotive Engineering for invigorating the discus- at my Honda dealer. sion on the need to go beyond STEM education. Sam Beth Martin Abuelsamid made a strong argument for this in his recent “The Navigator” column, and so did Richard Job in his Reader Feedback letter. The U.S. and Canada should look to Germany as a model for how to build a deep and expansive base of technical competence for not only those of student age, but also those who get out of college, work for ten years, then need to re-educate or move into an adjacent job. I think the idea of ‘STEAM’ as a leap beyond STEM is one that SAE should support. READERS: Let us know what you think about Automotive Don Lasroff Engineering magazine. Email the Editor at Lindsay.Brooke@ Smyrna, Tenn. sae.org. We appreciate your comments and reserve the right to edit for brevity.

38 May 2019 AUTOMOTIVE ENGINEERING COMPANIES MENTIONED

Company Page AK Steel...... 19 GMC...... 18 Qioptiq...... 35 American Automobile Association...... 10 Honda...... 19 Ram...... 18 American Lightweight Materials Manufacturing Hyundai...... 11 Range Rover...... 6, 8 Innovation Institute...... 21 IHS Markit...... 5 Renault...... 28 ArcelorMittal...... 19 Intertronics...... 12 Rivian...... 18 Audi...... 18 I-PEX Connectors...... 36 SAE International...... 11 Avery Dennison Performance Tapes...... 36 Jaguar...... 17 SGL Carbon...... 21 BMW...... 10, 21 Jaguar Land Rover...... 8, 16 Siemens...... 11 Buehler...... 34 Jeep...... 6, 14, 18 Society of Plastics Engineers...... 20 Chevrolet...... 10, 14, 18 Mercedes...... 28 Steel Market Development Institute...... 18 Dana...... 15 Mercedes-AMG...... 26 TA Instruments...... 34 DSM Engineering Plastics...... 35 Metalsa...... 15 Tesla...... 10, 18 DuckerFrontier...... 25 Miko...... 17 Trelleborg Sealing Solutions...... 34 Ducker Worldwide...... 18 Molex...... 36 Tower International...... 15 EPA...... 2, 10 Nexa...... 35 Toyota...... 6 Excelitas Technologies...... 35 NHTSA...... 2 University of Michigan...... 18 Fédération Internationale de l’Automobile...... 26 Nissan...... 6, 10 Valeo...... 8 Ferrari...... 28 nTopology...... 33 Volkswagen...... 10 Fiat Chrysler Automobiles...... 15, 18 Nucor...... 19 Williams Advanced Engineering...... 22 Ford...... 6, 8, 11, 18 Pirelli...... 28 ZF ...... 15, 16 General Motors...... 6, 10, 18 PSA...... 8

UPCOMING FROM THE EDITORS AD INDEX

May 6: Automotive Engineering June: Truck & Off-Highway Engineering Advertiser Page Web Link Technology eNewsletter Print Magazine ArcelorMittal...... 31...... automotive.arcelormittal.com/na • Executive Viewpoints Series with May 13: Vehicle Engineering Industry Leaders AutoForm Engineering USA...... 25...... www.autoform.com Technology eNewsletter (all markets) • Annual Supplier Guide and Product Round-up: Engines & Subsystems; Coilcraft CPS...... 34...... coilcraft.com May 16: Truck & Off-Highway Electronics; Hydraulics; Testing & Engineering Simulation; Manufacturing & Materials COMSOL, Inc...... Cover 4...... www.comsol.com Technology eNewsletter Create The Future Design Contest...... Cover 3...... CreateTheFutureContest.com June 6: Automotive Engineering May 22: Automotive Manufacturing & Technology eNewsletter Donaldson Company, Inc...... 17...... DonaldsonVenting.com Machining Technology eNewsletter June 13: Vehicle Engineering Gerdau Special Steel North America...... Cover 2...... www.gerdau.com/specialsteel Technology eNewsletter (all markets) Master Bond Inc...... 36...... www.masterbond.com May 29: Autonomous Vehicle Engineering June 17: Truck & Off-Highway Renishaw Inc...... 3...... www.renishaw.com Technology eNewsletter Engineering Technology eNewsletter SFC KOENIG...... 35...... www.sfckoenig.com June: Automotive Engineering Simonds, Inc...... 36...... www.simonds-inc.com Print Magazine June 20: Automotive Engineering • The Science of NVH Reduction Technology eNewsletter Smalley ...... 27...... expert.smalley.com/SAE/springs • NVH Simulation Techniques • Propulsion: ICE, Hybrids, EVs June 27: Autonomous Vehicle Society of Plastics & Engineers...... 7...... www.speautomotive.com/ innovation-awards-gala • Data Acquisition Tools Test & Engineering Measurement for NVH Spotlights Technology eNewsletter SPEKTRA...... 33...... www.spektra-dresden.com

The Lee Company...... 33...... www.leeimh.com

The Lubrizol Corporation...... 11, 13, 15...... why.lubrizol.com

Yura Corporation...... 29...... www.yuracorp.co.kr

AUTOMOTIVE ENGINEERING May 2019 39 Q&A Returning Jeep to the midsize-pickup market The engineering program for the 2020 Jeep Gladiator was Elizabeth, Pete mentioned you are sometimes a “cost managed in the company’s dual-responsibility style that seats hammer” for him—because you have to say “Wait a minute, approximately equal authority in the Chief Engineer and a you know we can’t do this, we can’t do that.” “Model Responsible” executive/engineer who brings an ad- PM: (Laughs) I said it in a ‘positive’ way! I look at it as neutral, ditional perspective—and responsibilities—to the effort. because everybody [in the development program] is kind of a During the Gladiator’s early-spring media introduction, SAE cost hammer. editorial director Bill Visnic spoke with Elizabeth Krear, Gladiator EK: We’re checks-and-balances. At the end of the day, I Model Responsible - Jeep Engineering and Pete Milosavlevski, own the metrics, he owns the metrics. Pete owns the techni- Chief Engineer, about the program’s development targets and cal metrics, but I own all the metrics. So if one of those priorities, the importance of the Gladiator’s connection to the [technical] metrics isn’t met, then one of mine doesn’t iconic Wrangler—and the challenge of returning after 27 years to match. But—he doesn’t ‘own’ the financial metric! In the end, a midsize-pickup market we always want what’s segment facing capable and best for the customer. well-established competitor models. Wait—the best thing for Krear most recently the buyer is something served as chief engineer that’s $20,000, not for the highly-regarded $35,000, right? Ram 1500 pickup; among EK: It’s a different custom- other projects, er, the customer who buys Milosavlevski worked on the $20,000 truck; that the Dodge Dart, the 2009 truck’s not going to be Ram and the Promaster/ able to do that [rigorous Promaster City commercial offroad) course you’re go- vans. They are respectively ing to do today. referenced as EK and PM PM: We want the best in the following text. thing for our customers, and our customer will pay a little Once the Gladiator more because they get a program was green- special product. They get a lighted to be based on Elizabeth Krear (left) and Pete product that there’s nothing the Wrangler, what was Milosavlevski with a 2020 Jeep like out there. Like a remov- the most significant Gladiator in its element. able top, the capability that development aspect you get with standard four- when you knew you were wheel drive, the look, the going to adapt an existing “We want the best for our feel, it’s just different. So, it’s platform? like with anything else—I’ll PM: It’s finding a balance customers, and our customers pay a premium for certain between not compromis- things that I’m really enthu- ing offroad capability will pay a little more because siastic about. while making a viable midsized truck in the segment. they get a special product.” Is there something So increased payload, in- beyond this, something creased towing, now we’re talking about an increased gross you didn’t get to do with the Gladiator configuration? vehicle rating [target] that the vehicle has to survive. PM: If you’re referring to the size of the box, cab sizes, cab And so with that, we’re talking about structural enhance- selection—the 5-foot box meets the needs of 80% of the cus- ments to the frame, frame changes, rear-suspension changes, tomers out there. And that’s what we’ve catered to initially; rear axle changes—and then figuring out exactly where to we don’t talk about future product, but anything’s possible, locate the pickup points, optimize it in a way that’s going to though, depending on how customers react to it. The frame’s be more than competitive. definitely adaptable. EK: Pete’s describing how we establish it, but it’s even a EK: There’s always the possibility to do more, but that’s step further: the objectives were to be best-in-class. The ob- definitely a “brand” call and where the market is going.

jectives were to be the most capable offroad truck. Engineers can always engineer anything! SAE

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LIGHTWEIGHTING 2019 Steel stands strong Innovation drives the materials mix for new vehicle programs

Inside JLR’s new inline-6 engine

Design for additive manufacturing

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Follow us on social media Automotive Engineering®, May 2019, Volume 6, Number 5. Automotive Engineering (ISSN 2331-7639) is published in January, February, March, April, May, June, September, October, and with combined issues July/August and November/December by Tech Briefs Media Group, an SAE International Company ®, 261 Fifth Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2019 SAE International. Annual print subscription for SAE members: ﬁrst subscription, $15 included in dues; additional single copies, $30 each North America, $35 each overseas. Prices for nonmember subscriptions are $115 North America, $175 @SAEAutoMag @saeaei SAE Magazines overseas. Periodicals postage paid at New York, and additional mailing o¬ces. POSTMASTER: Please send address changes to Automotive Engineering, P. O. Box 47857, Plymouth, MN 55447. SAE International is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to reproduce or use content in other media, contact [email protected]. To purchase reprints, contact [email protected]. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issue’s publication date. The 16 Automotive Engineering title is registered in the U.S. Patent and Trademark O¬ce. Full issues and feature articles are included in the SAE Digital Library. For additional information, free demos are available at www.saedigitallibrary.org. (ISSN 2331-7639 print) (ISSN 2331-7647 digital)

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8 May 2019 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

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MATERIALS For bonding dissimilar materials, adhesives can be a sticking point—or lack of it As the auto industry adopts an increasingly wide mix of materials in its pursuit of constantly tougher weight-saving and service-longevity targets, joining mixed materials using precisely-com- patible adhesives is a crucial aspect of the formula. Considering the expanding role of adhesives in the mixed-materials matrix, a new warning to design engi- Ford’s digital manufacturing footprint includes a host of globally networked computer numeric neers comes from Peter Swanson, control (CNC) metal cutting machining centers. Managing Director of adhesives specialist Intertronics, of the need to fully ap- floor. The Ford Automation Software Flagship digital manufacturing preciate through-life performance. Template (FAST) was initiated in 2010, space “Adhesives are commonly specified a standardization targeting traceability The LTP facility features over 2 million ft» during product development, often based and configurability at the assembly- of manufacturing space, employs 2,500 on functional requirements,” he said. “But tool level. people and produced over 1.5 million 6-, when production is upscaled, the chosen Today, Ford’s manufacturing controls 8- and 10-speed automatic transmis- adhesive can be less than optimal; appli- specification is comprised of an 800- sions last year, with that production fig- cation and curing may be difficult, unreli- page sourcebook “ruled with an iron fist” ure expected to climb 25% in 2019. The able, challenging to automate and de- Bastian said, and applied to both in- production line for the 10R transmission mand too much time. Intended produc- house and supplier systems. One ele- will see 19 different variants being pro- tion quantities for a product should al- ment of the global specification includes duced each day for products such as the ways influence adhesive choice. virtual RFID (a system designed, owned Ranger, F-150, Mustang and Explorer. “In an ideal world, all surfaces would be and maintained by Ford’s software Over 900 cameras on the 10R and 8F bonded by one perfect adhesive,” team) using camera-based monitoring palletized, asynchronous assembly lines Swanson continued. “But a single adhe- to track millions of parts in real time. capture more than 3,000 features dur- sive that can cure on demand, operate at Another element has standardized ing production. This generates a rich any temperature, resist all solvents, that Ford-patented condition-monitoring on “birth history” of each transmission ac- sticks to everything and is completely and more than 4,000 CNC machines de- cessed via its unique 2D matrix identi- instantly workable—is an impossibility! ployed in manufacturing facilities globally. fier, (think QR code) linking to data Ford’s current digital toolset of more about each part and subsystem, each than 40 programs assist in everything tool used and that tool’s condition and from throughput simulators that permit performance when applied to that spe- the plant itself to be right-sized, to in- cific component. plant 3D scanning that improves layout “We get information from our suppli- and dimensioning. Virtual-reality tools ers of valve-body parts, and take that recreate assembly sequences and as- data set and marry it with a data set that sess dunnage locations, and 3D process we collect,” Bastian said. “For every trans- simulations model everything from mission, we broadcast that information to work-path reaches to finger clearances. the vehicle plants around the world, “As PD is going through and releas- which have the capability to enable that ing design updates, they come to us level of characterization. That transmis- instantaneously and we can quickly de- sion is personalized based off of the de- termine whether or not a design change sign of that control system. With the data is going to impact a manufacturing sys- we’re collecting, you get the best-possi- tem we’re in the process of building,” ble shift capability, out of the gate.” When production volume is upscaled, the

Bastian explained. Paul Seredynski chosen adhesive can be less than optimal. INTERTRONICS FORD; FROM TOP: INTERTRONICS

12 May 2019 AUTOMOTIVE ENGINEERING TECHNOLOGY REPORT

If UV light can pass through substrates, light curing adhesives HOW IT are often a great choice. MOVES

Choosing substrates and adhesives But it isn’t just the initial bonding wisely is a significant part of achieving efficiency per se that is vital. The ef- successful bonding. Swanson said, fects of thermal expansion—caused by “Normally, an adherent force can only anything from ambient weather condi- be established when the molecules in tions to hot exhaust temperatures and the substrate are really close to the including torsional stresses and vibra- molecules in the adhesive, of the order tion—subject vehicle materials and as- LUBRIZOL DRIVES of 5x10-7 mm. For this to occur, wetting sociated adhesives to extraordinarily of the adhesive to the substrate must hostile conditions. If the CTE (coeffi- POWERTRAIN be achieved. If the adhesive behaves cient of thermal expansion) is different PERFORMANCE like water on a greasy plate and forms for each substrate, the adhesive may little balls rather than a homogenous need to be tough or flexible to with- film, wetting (therefore adhesion), will stand the different amounts of thermal not occur. Achieving that necessitates expansion. The CTE for stainless steel, the adhesive having a lower surface for example, is 17 ppm/o C and 6 energy than the substrate.” ppm/o C for glass. Depending on the Lubrizol provides systematic Stainless steel, for example—used in size of the assembly and the temper- solutions that enhance powertrain a variety of roles throughout the auto ate excursions, there may be signifi- performance for conventional, industry—has a considerably higher cant stress imposed on the bond line. electric and hybrid vehicles. surface energy than most adhesives, The adhesive must cope with this. which usually makes it readily bond- Swanson’s Intertronics also is a spe- Delivering engine and fuel able. But at the opposite end of the cialist in plasma treatment to alter the e ciency with reduced emissions materials’ spectrum, polyolefin plastics surface properties of substrates. If the gives the world’s top manufacturers such as polypropylene are attractive to surface energy of a substrate is too low their edge in the market. the industry for things like vehicle bum- for successful wetting, plasma can be pers; but they have inherently low sur- applied to change the chemical groups why.lubrizol.com face energy, which makes them quite on its surface. This increases wettability difficult to bond. and creates bonding “anchors” for the adhesive. It also can clean surfaces and UV light through substrates remove dust particles. Auto-sector ex- Use of UV light that can pass through amples of plasma-treated adhesive ap- substrates can provide rapid, highly- plications are LED headlight and tail- efficient light-curing adhesive solutions light units that must be watertight, as (an adhesive that takes a long time to keeping moisture out is essential for cure would probably be totally unsuit- LED longevity. To ensure this, use of ™ able for high-volume vehicle produc- plasma treatment can provide unifor- PERFECTING THE SCIENCE OF PERFORMANCE tion), with many process advantages, in- mity of the adherent force and increase

FROM TOP: FORD; INTERTRONICS FORD; FROM TOP: INTERTRONICS can equate to overall parts-cost savings. Stuart Birch

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/73005-706 053339lubBrandPrint_2_125x9_625_NoBleed_Neon.indd3/1/19 2 3:30 PM ROAD READY Jeep revives its pickup mojo with 2020 Gladiator Get ready for the fractionalization of the U.S.’s raucous pickup-truck market. Launching what’s surely one of the year’s most-anticipated and potentially significant new models, Jeep engineers and planners insist they went out of their way to ensure the 2020 Gladiator was developed as a genuine pickup and not “a Wrangler with a bed.” But everyone knows Jeep would’ve been crazy to stray too far from the radiant demand for the new JL-generation Wrangler, so excuse us if the Gladiator does, well, at least look like just that: a 4-door Wrangler Unlimited—with a bed. But Scott Tallon, director of the Jeep Brand, is quick to point out the 19.4 in The 2020 Gladiator is based on Jeep’s iconic Wrangler, but engineers said the intent was to be certain (493 mm) of new wheelbase the “it’s 100% truck” and not a Wrangler with a cargo bed; shown is the limited-run Launch Edition. Gladiator brings to the party, as well as the accompanying 31 in (787 mm) of added length, compared to the 4-door About that bed meet the needs of 85% of customers. Wrangler Unlimited, of the high- There’s a slight reticence when Jeep’s And although the Gladiator engineering strength steel frame. Overall, the new peeps (see what we did there?) talk team looked at many options for the bed Gladiator—almost inexplicably, Jeep’s about the Gladiator’s all-steel bed, material, “We decided to go with tried- first pickup since 1992—is 218 in (5,539 which is 60.3 in (1,531 mm) long. It’s not and-true steel,” he added, noting it is of mm) long, about 29.6 in (752 mm) lon- substantively shorter than those of high-strength formulation. ger than the 4-door Wrangler. competitive midsize pickups with crew Milosavlevski also reminded that the After 27 years, why is Jeep finally cabs, but competitors such as the seg- new Gladiator has the segment’s best getting back into the pickup market? ment’s best-selling Tacoma or the crew-cab, four-wheel-drive payload There’s one incontrovertible force at Chevrolet Colorado have long-bed op- capacity, at 1,600 lb (726 kg), although play: “When Wrangler buyers leave the tions. And largely because Jeep wanted that figure is for the “stripper” Sport S Jeep brand, they’re buying a truck,” to keep the bedsides low to ease reach- trim with a manual transmission. And Tallon flatly confirmed. ing into the cargo area, the Gladiator’s significantly, Jeep said, the bed’s cen- bed is visibly less-capacitive in terms of terline is behind the rear axle to maxi- volume, although there are some clever mize stability and ride quality with design details to allow carrying 4X8 weight in the bed. sheets and other large-ish bits of cargo. Although the bed is steel, the tailgate Given the Wrangler foundation for is aluminium and pleasingly damped so the Gladiator and Jeep’s ongoing teas- it drops with a soft landing. Also formed ing of two-door pickup concepts, it from aluminium are the Gladiator’s hood seems obvious one of the first variants and front fenders, doors and windshield of the Gladiator “theme” could easily be frame (like the Wrangler, the windshield a longer-bed model with single-row can be folded down and secured to the seating, either bench or buckets. hood). Most of the cab structure—essen- “The challenge for us was to make it a tially carried over from the Wrangler—is viable truck,” confirmed chief engineer steel. And steel bumpers are available on Pete Milosavlevski, of the tradeoff be- the Rubicon trim for the rock-banging tween truck-like cargo-carrying ability crowd. and the desire to maintain vehicle di- mensions that enabled retaining the de- Framing it Although the Gladiator is markedly longer than sired offroad ability. Reinforcing a long- The Gladiator’s high-strength steel frame a 4-door Wrangler, development focused on standing industry axiom that pickup is all-new and distinct from the Wrangler, assuring approach and departure angles that owners aren’t prone to using the cargo Milosavlevski said, designed to deal with BOTH IMAGES: FCA IMAGES: BOTH would not hamper its offroad capabilities. bed, he said a 5-foot box was shown to the additional gross vehicle weight rating FCA