AUTOMOTIVE

ENGINEERING ®

The man
from
Chris Atkinson
directs a dynamic
R&D program
aiming to boost
future-vehicle
energy efficiency
by 20%

ALSO IN THIS ISSUE:

BorgWarner’s CTO
on future propulsion

Corvette chassis-
development insights

Ultium: GM’s EV-

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CONTENTS
FEATURES
24 The man from ARPA-E COVER STORY
Advanced R&D programs directed by Dr. Chris Atkinson are building
the energy-efficient mobility future.
28 Executive Insights: BorgWarner VP
and CTO Hakan Yilmaz BORGWARNER CTO
With Delphi Technologies expected to join its portfolio, BorgWarner
is focusing on differentiating its product line for emerging
propulsion architectures.
30 Sweating the details of C8
development 2020 CORVETTE | VEHICLE DEVELOPMENT
How GM’s Corvette engineers tackled challenges in the move to a
mid-engine architecture.
36 Mid-engine history of the future
VEHICLE ENGINEERING | MID-ENGINE CARS
Highlighting the many benefits of a century-old vehicle layout
whose golden era is with today’s performance cars.
ON THE COVER
Since 2016 ARPA-E Program Director Dr. Chris Atkinson has
overseen the funding and progress of twenty or more external R&D
projects focused on improving energy efficiency of vehicles. His
term expires in May. We send him our collective regards for a job
very well done. (Image courtesy ARPA-E).
Follow us on social media
@SAEAutoMag @saeaei SAE Magazines
30
2 April 2020
REGULARS
4 Editorial: EVs and the retail-price reset
6 SAE Standards News
8 Supplier Eye
10 What We’re Driving
12 Technology Report
12 New Ultium battery system underpins GM’s
EV future | ELECTRIFICATION
14 Level 2 driver-assistance systems may be
working as intended | ADAS
16 Lightyear One: 20 miles of solar driving range |
ELECTRIFICATION
20 Road Ready
20 2020 Corvette Stingray: beautiful – and
beautifully imperfect
21 All-wheel-drive returns to Chrysler Pacifica
for 2021
22 Mazda3 compact car spawns 2020 CX-30 CUV
38 Product Briefs
Spotlight: Simulation/Analysis Tools
45 Companies Mentioned, Ad Index
48 Q&A
Toyota Motor North America: Group VP of
Advanced Mobility R&D Jeff Makarewicz talks about
technical, business and product strategy/planning
Automotive Engineering®, April 2020, Volume 7, Number 3. Automotive Engineering
(ISSN 2331-7639) is published in January/February, March, April, May, June, July/August,
September, October, November/December by Tech Briefs Media Group, an SAE International
Company ®, 261 Fifth Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg,
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AUTOMOTIVE ENGINEERING
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 EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
Bill.Visnic@sae.org PA/DE:
Desiree Stygar

EDITORIAL
Lindsay Brooke
+1.908.300.2539
Editor-in-Chief
dstygar@techbriefs.com
Lindsay.Brooke@sae.org
Midwest/Great Lakes:
Paul Seredynski
IN, MI, WI, IA, IL, MN
Senior Editor
Chris Kennedy
Paul.Seredynski@sae.org
+1.847.498.4520, x3008
Ryan Gehm ckennedy@techbriefs.com
Associate Editor
Midwest/Central Canada:
EVs and the retail-price reset Ryan.Gehm@sae.org
Jennifer Shuttleworth
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
Associate Editor +1.847.223.5225
Before the coronavirus uprooted and evitability that we face today with Jennifer.Shuttleworth@sae.org bobc@techbriefs.com

replanted our collective focus, American each new vehicle generation? Lisa Arrigo Southern CA, AZ, NM,
Custom Electronic Rocky Mountain States:
politics dominated the news cycle. One It shouldn’t. There’s the Ford precedent, Products Editor Tim Powers
Lisa.Arrigo@sae.org +1.424.247.9207
night on TV I heard a presidential candi- of course. Henry’s team taught the world tpowers@techbriefs.com
date talking about the need for “afford- about the impact of design standardiza- Contributors Northern CA, WA, OR,
Western Canada:
able” vehicles. They had to be electric, of tion, parts commonality, and relentless Kami Buchholz Twyla Sulesky
Detroit Editor
course, and offer all the comfort, conve- process refinement on production cost. +1.408.779.0005
tsulesky@techbriefs.com
Stuart Birch
nience and safety features the buying The Model T was both a product and a European Editor
public expects and that regulators de- production system that slashed per-vehi- Terry Costlow International
Electronic Technologies Editor
mand is a good place to cle assembly time from 12 Europe – Central & Eastern:

Must the cost

Bradley Berman Sven Anacker
start, the forward-thinking hours to about 24 seconds. U.S. West Coast Editor Britta Steinberg
politico suggested. And With it, Ford lowered the T’s +49.202.27169.11

cost? Around…$18,000. to produce new retail price by 65% within a

Sebastian Blanco, Don Sherman,
Paul Weissler
sa@intermediapartners.de
steinberg@intermediapartners.de

Eighteen grand for a

new car! Dream on. The
EVs continue decade, while raising its
quality and reliability. By DESIGN
Europe – Western:
Chris Shaw

to rise with
+44.1270.522130
chris.shaw@chrisshawmedia.co.uk
average transaction price comparison, today’s call for Lois Erlacher

the same
Creative Director China:
for a light vehicle in the a 54%-less-expensive car Alan Ao
Ray Carlson +86.21.6140.8920
U.S. today is nearing sounds less than ambitious.
$40,000. Creating any inevitability And there’s the contem-
Associate Art Director alan.ao@sae.org
Japan:
new vehicle that can slash that we face porary example of SpaceX. SALES & Shigenori Nagatomo
+81.3.3661.6138
sticker prices by 54%
today with Its greatest achievement MARKETING Nagatomo-pbi@gol.com

would be a monumental has been in lowering the Joe Pramberger South Korea:

feat, requiring a total re- each new launch costs that have his- Publisher
joe@techbriefs.com
Eun-Tae Kim
+82-2-564-3971/2
ksae1@ksae.org
boot of vehicle design,
engineering, manufactur-
generation of torically limited space ac-
tivities outside the realm of
Debbie Rothwell
Marketing Director
Integrated Media
ing and sales. For the past cars and trucks? NASA and a few govern-
drothwell@techbriefs.com
Martha Tress Consultants
35 years I’ve listened to ments. Experts have com- Recruitment Sales Manager
+1.724.772.7155 Angelo Danza
company leaders, engineers and re- pared SpaceX’s ability to recover and Martha.Tress@sae.org +1.973.874.0271
adanza@techbriefs.com
searchers promise “game changers” reuse key parts of its launch vehicle, and Christian DeLalla
and and “right-around-the-corner” its effect on space-industry economics, REGIONAL +1.973.841.6035
christiand@techbriefs.com
technologies. At automotive scale, to the impact of Ford’s assembly line on SALES Casey Hanson
these would enable cheaper autos. the nascent auto industry. North America +1.973.841.6040
chanson@techbriefs.com
Potentially. If only. Between 1970 and 2000, the cost to New England/Eastern Canada:
ME, VT, NH, MA, RI, QC Patrick Harvey
It’s not an unrealistic goal to signifi- launch 1 kg (2.2 lb.) into space remained Ed Marecki +1.973.409.4686
pharvey@techbriefs.com
cantly reset vehicle costs. Listening to GM essentially flat, averaging $18,500 per +1.401.351.0274
emarecki@techbriefs.com Todd Holtz
president Mark Reuss during GM’s recent kg, according to a 2018 paper presented CT: +1.973.545.2566
tholtz@techbriefs.com
‘EV Day’ (see page 12) I’m thinking that it by NASA research analyst Harry Jones. Stan Greenfield
+1.203.938.2418 Rick Rosenberg
indeed may be possible. Reuss described He noted that when the space shuttle greenco@optonline.net +1.973.545.2565
how the transition to an all-EV lineup will was in operation, it could launch a pay- Mid-Atlantic/Southeast/TX: rrosenberg@techbriefs.com
MD, DC, VA, WV, TN, NC, SC, GA,
reap major bill-of-material and assembly- load of 27,500 kg for $1.5 billion, or FL, AL, MS, LA, AR, OK, TX
Scott Williams
+1.973.545.2464
Ray Tompkins
process benefits. GM is moving from 555 $54,500 per kg. For a SpaceX Falcon 9 +1.281.313.1004
swilliams@techbriefs.com

different IC-engine powertrain combina- rocket, the cost is $2,720 per kg. rayt@techbriefs.com

tions today, to just 19 combos needed to
support an 11-vehicle EV portfolio.
That’s what small sets of modular
battery cells, flexible packs, and scal-
able families of traction motors and
power electronics will do for GM, and
similarly for the entire industry. Why,
Just as SpaceX’s technical innova- SUBSCRIPTIONS
tions have helped reduce cost and re- +1.866.354.1125
AUE@OMEDA.COM
shape U.S. space policy, surprising the
skeptics as Ford did (and GM and VW
aim to do), so too can EVs change the REPRINTS
Jill Kaletha
economics of automaking—and hope- +1.574.347.4211
fully deliver a step-change reduction in jkaletha@mossbergco.com

then, must the cost to produce a new retail pricing in the process.
EV continue to rise with the same in- Lindsay Brooke, Editor-in-Chief

4 April 2020 AUTOMOTIVE ENGINEERING

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SAE STANDARDS NEWS
Growing the ecosystem for advanced mobility standards
I
’ve grown to appreciate the fact that read-
ers of this column are well-versed in acro-
nymic discourse. But that doesn’t make
swimming in the ever-deeper ‘alphabet
soup’ less daunting. The mobility industry and
its government and academic partners seem to
add new acronyms daily to the already daunt-
ing list, putting SAE International in the center
of the vortex.
It’s our duty to help our industry partners
keep pace with new organizations of all sizes
that prefer to be labeled in this fashion.
Sometimes this leads to humor. Editor-in-chief
Lindsay Brooke jokes about a reporting visit he
made to TARDEC. Once spelled out as the U.S.
Army’s Tank and Automotive Research,
Development and Engineering Center, the huge
facility in Warren, Michigan, now is officially the
GVSC—the Ground Vehicle Systems Center. It’s
part of CCDC, the Combat Capabilities
Development Command. In his interview with
Army vehicle engineers, Brooke came under in-
tense acronym-fire, with arcane-to-civilians ab-
breviations hitting him as furiously as rounds
from an LMG (light machine gun) mounted on
an LAV (light armored vehicle).
Calling for a cease-fire, Brooke asked: “How
do Army personnel keep track of all the acro-
nyms? Do you have a reference guide?” The
captain whose office they were in opened his
desk drawer and with a loud bang plopped an
official guidebook, nearly two inches thick,
onto his desk. “In fact, we do,” smiled the of-
ficer, as he tapped the guide. “And we check
this baby regularly.”
Hopefully the IAMTS will be easier to remem-
ber, and decipher, than HMMWV (the ubiquitous
Humvee military truck). The International
Alliance for Mobility Testing & Standardization is
important for those involved with automated
vehicles. It’s a global, membership-based group
of stakeholders in the testing, standardization,
and certification of advanced-mobility systems
and services. And since its chartering last year,
IAMTS (part of SAE ITC — the Industry
Technologies Consortia) has grown its member-
ship to 19 companies.
“At the core of IAMTS is its body of connect-
ed and automated vehicle (CAV) testing simu-
6 April 2020
lation providers, labs and facilities,” explained
John Tintinalli, SAE International’s director of
innovation who also serves as the alliance’s
secretariat. He was delighted to welcome two
new members into the alliance that “will con-
tribute their expertise to our active working
groups. In addition, these entities expand our
global reach by engaging more professionals in
China and Germany.”
Beijing Saimo Technology Co., Ltd. (Saimo) and
GreenTEC Campus are the most recent IAMTS
Jennifer members, coming aboard last month. China-
Shuttleworth based Saimo is focused on testing, evaluation and
Associate Editor validation of autonomous vehicles (AVs) with
Jennifer.Shuttleworth simulation methods. The company has developed
@sae.org toolchains for real-world data collection, data
processing and transferring and scenario genera-
tion for simulation platforms. Saimo has applied
Are you its sim platform in practice.
involved with “It’s a pleasure and honor to join IAMTS,” said
Dr. Xue Xiaoqing, the company’s program direc-
AV testing and tor. “We have already used the simulation as the
research? main measuring method for autonomous ve-
hicles in Hangzhou, Zhengzhou, Beijing and
Get to know Changsha. We also completed the group stan-
the IAMTS. dard technical requirement for automatic driving
vehicle simulation test platform. We hope to
work with IAMTS members to promote technol-
ogy development, standard setting and prac-
tices for AV testing.”
GreenTEC Campus, based in Enge-Sande,
northern Germany, provides ideal rural test con-
ditions for new-mobility solutions. The organiza-
tion is currently testing lidar sensors, including
the effects of the salty ambient air. Said project
manager Marco Kalkhorst, “Being a member of
the IAMTS provides us with the opportunity to
make future mobility safer and to offer compa-
nies the opportunity to fall back on a wide port-
folio of test options in order to quickly advance
the development of systems.” As the first North
German test site to join the alliance, GreenTEC
Campus is excited to “successful cooperation on
the tasks that lie ahead.”
For more information about IAMTS, including
membership, please visit http://iamts.org or
contact info@iamts.org. To learn about SAE ITC,
go to http://www.sae-itc.com. And remember
— we warned you about the acronyms.
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SUPPLIER EYE
When a pandemic strikes
J
ust when it seems that the industry isn’t
facing enough challenges, COVID-19
swoops in out of the blue. No extraneous
shock that’s hit the automotive sector in
the past decade—including a tsunami, floods,
tornados, critical-supplier facility fires and
multi-week labor stoppages—compares with
this global health crisis. To an extent, the previ-
ous events have had a defined impact with a
light at the tunnel’s end. COVID-19’s full impact
is much less certain.
Both short- and long-term ramifications are
likely to result from COVID-19. Beyond the obvi-
ous threat to life, the industry must grapple with
new supply-and-demand challenges. While dis-
ruptions first became obvious through China’s
Wuhan area, the interconnected automotive
supply chain immediately rose to the surface.
Subsequent issues in other parts of China, South
Korea, Italy and other countries have and will
certainly stress the global ecosystem. I doubt
that all issues will be behind us soon, though I’m
hopeful that the virus’s spread will be abated in
due course.
Global automotive regions under quarantine/
restriction have experienced a significant sales
decline. Indications are that China sales will be
reduced by about 80% in February compared
with a year ago – and China, of course, was still
recovering from slower demand since late 2018.
Other areas under quarantine or heavy mobility
restrictions are also expected to suffer in human
and business terms.
Consumers not having the need nor ability to
travel certainly lack consumer confidence. While
the majority of vehicle sales are discretionary,
compared with the need for food for example,
car buyers must have the following planets
align: the ability to purchase, longer-term eco-
nomic confidence, and a desire to become en-
gaged. COVID-19 threatens that alignment, un-
derscoring how fragile the industry can be –
from both ends.
Similar to the effect of trade tariffs, OEMs
8 April 2020
and suppliers will need to absorb the coronavi-
rus’s impact on labor productivity, capacity uti-
lization, plant maintenance and uptime, logis-
tics efficiency and freight costs, to name a few
key business metrics (while greatest concerns
are for all staff who may be exposed). Keeping
assembly lines and related manufacturing sys-
tems moving will be challenging for an uncal-
culated amount of time. This short-term focus
on ‘firefighting’ these issues blurs the focus on
long term planning. For an industry amid sig-
Michael Robinet nificant structural shifts, this ongoing barrage is
Executive Director already stressing organizations and will con-
IHS Markit tinue to do so.
michael.robinet There is other fallout directly related to
@ihsmarkit.com COVID-19. Several auto shows and major indus-
try events have been cancelled, delayed or se-
verely altered out an abundance of caution over
I expect the the health threats that can be exacerbated by
impacts of large public events. Many vehicle launches have
shifted to virtual reveals versus in-person events.
the COVID-19 Business travel has been curtailed substantially.
outbreak to The ability to check tooling in China or support
for key product launches becomes strained.
linger through I expect the impacts of the COVID-19 out-
the summer. break to linger through the summer. Suppliers
seeking to visit customers to introduce new
Until then, technologies and explore business opportuni-
questions from ties will find that building relationships is more
difficult “virtually” versus in person, as it’s still
past crises are commonly done within the procurement, de-
again under sign and engineering worlds. And, no hand-
shakes for a while.
discussion. The industry will emerge from the COVID-19
ordeal at some point, but questions from past
crises are again under discussion. Are OEMs and
suppliers still too exposed to single-sourced crit-
ical components? As new technologies such as
electrified propulsion, increasing vehicle auto-
mation and lightweighting are adopted, it is like-
ly that the industry may become even more vul-
nerable to externalities. Redundancy, dual sourc-
ing, and backup systems may be a luxury which
a competitive industry cannot afford.
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WHAT WE’RE
DRIVING
2020 Lincoln Aviator
Reserve
For the Lincoln of my experience – and
I’m not particularly young – I haven’t
been able to understand the “sell” of the
brand. Low sales numbers and decades
of declining prestige seemed to have long
indicated a “cut your losses” argument
for Ford to ditch its premium marque.
But if the 2020 Aviator is the building
block of things to come, there’s hope.
This all-new platform, sensibly shared
with the volume-play Ford Explorer,
returns Lincoln to the longitudinal en-
gine/rear-drive layout that luxury ve-
hicles are supposed to have. As a result,
the Aviator is as responsive and athletic
as you can expect a three-row,
16.5-foot-long crossover to be.
Never mind that for $76,000-plus one
might reasonably expect just that. But
whether it’s the exhaustive list of tech
and luxury features (that price had our
Aviator fitted with just about everything)
or the no-messing-around thrust of 400
hp and 415 lb-ft from the 3.0-L twin-
turbo V6, there’s no compromising here.
The Aviator deserves to be considered
with every other lux brand’s big ‘ute.
And thanks to that classic driveline
layout, the Aviator looks the part, too.
The hood, long and lovely, accentuates
the vaunted axle-to-dash ratio the sets
apart the longitudinal engine players
from the front-drive hoi polloi. There’s a
real sweep, too, to the roof and hind
quarters that you just don’t get with
Lincoln’s prior crossover efforts. Luxury
credibility doesn’t come easy, but may-
be the Aviator is the inflection point
Lincoln’s been after for so long.
Bill Visnic
10 April 2020
2020 Acura RDX
Acura’s RDX midsize crossover has es-
tablished itself as an industry benchmark
in body engineering, vehicle dynamics,
cabin design and related metrics. All this
basic goodness has helped this 2-row
SUV to be the brand’s best-selling mod-
el. The 2020 edition mainly carries over
from last year’s all-new product so
there’s plenty to applaud – and a few
things left for engineers to amend.
For the 2020 North American Utility
of the Year judging, I spent time in an
all-wheel-drive RDX stickered at more
than $48,000. It was equipped with the
‘Advance’ package—pretty much what
customers wanting posh seating and
audio would order, plus head-up display
and foot-swoosh liftgate operation. The
RDX’s powertrain continues to impress:
the 272-hp turbocharged 2.0-L four
mated with Honda’s own 10-speed au-
tomatic transaxle and the company’s
‘super handling’ SH-AWD driveline pro-
vide responsive thrust and reassuring
grip on a multitude of road surfaces,
particularly on slick pavement.
But I’ve yet to drive a Honda 10-speed
that was perfectly calibrated, and the
one in the RDX tester needed more cal
attention. Throttle tip-in felt lazy, as did
the CUV’s willingness to deliver lower
gear ratios when needed on some free-
way on-ramp accelerations.
The RDX’s cockpit appears overly busy
at first, but the HMI is easy to learn and
acclimate to. Well, mostly. While Honda’s
brief march away from any audio-control
knobs has been somewhat remedied,
driver frustration is now ensured by the
Acura’s control touchpad. The device is
simply a poor-functioning novelty.
Lindsay Brooke
2020 BMW X3 M
Competition
The concept of the high-performance
SUV (more appropriately, “crossover”)
can be difficult to reconcile. The notion
of SUVs or crossovers that are “tuned”
for performance is perplexing; SUVs
and crossovers exist because of their
supposed utility and/or off-road capa-
bility. That usually implies long-travel
suspension and raised ground clearance
– chassis aspects generally at odds with
hot racetrack lap times.
That performance-SUV dichotomy is
butt-blisteringly obvious with BMW’s X3
M Competition. Its stupendous accelera-
tive performance comes with the most
abysmal ride quality I can recall. Driving
on the “Comfort” setting of the fancy
Adaptive M Suspension electronically
controlled dampers, the ride is so relent-
lessly brittle I thought perhaps the ad-
justment was malfunctioning. It wasn’t
– using the Sport and Sport + settings
somehow conjured additional harshness.
I don’t know how much suspension
travel the adaptive dampers and the
M’s revised suspension pieces deliver,
but it feels like zero. If you don’t relish
constant head toss from your $80,000
compact crossover, the X3 M
Competition ain’t the choice for you.
But if you want the maximum expres-
sion of the company’s still-wondrous tur-
bocharged inline six-cylinder, then this is
place. The most-powerful-ever iteration
of the turbocharged S58 3.0-L I-6 is mag-
nificent: tuned to a 503-hp, 442 lb-ft fare-
thee-well yet revving to 7300 rpm, it’s V8
muscle and Mad Max-perfect exhaust
menace all slathered over with that re-
nowned inline-six butter. Too bad some of
that butter wasn’t left over for X3 M’s
merciless suspension.
Bill Visnic
AUTOMOTIVE ENGINEERING
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TECHNOLOGY
REPORT
ELECTRIFICATION
SAE INTERNATIONAL
New Ultium battery system underpins GM’s EV future BOARD OF DIRECTORS
Todd Zarfos
President

Paul Mascarenas, OBE

2019 President

Jeff Hemphill
2021 President Elect

Pascal Joly
Vice President – Aerospace

Ken Washington, PhD

Mockup of future GM electric truck propulsion
system and single Ultium pack, as shown to
media and analysts March 4, 2020.
General Motors in March gave media, investors
and key dealers the first look at the electric-
vehicle (EV) onslaught it is readying for pro-
duction, along with related propulsion, battery
and charging technologies. Staged at the com-
pany’s Technical Center in Warren, Mich., with
engineers and designers as presenters, GM’s
unprecedented vehicle and technology unveil-
ing was the largest single aggregation of new
EVs any OEM has yet revealed at one time.
The company revealed 11 battery EVs, includ-
ing CUVs and SUVs for Chevrolet, Buick and
Cadillac; a long-wheelbase Cadillac “flagship”
sedan; a Hummer EV pickup and SUV to be sold
under the GMC brand and a Cruise self-driving
shuttle. All were shown in late-prototype form
under a “no photography” mandate. It was a
powerful underscore of GM’s wide-scope plan to
industrialize its battery-electric vehicle future.
GM CEO Mary Barra told the media audience,
including SAE’s Automotive Engineering, that
the company will launch 20 new EVs globally
by 2023—part of a $20B investment in EV and
automated-driving engineering and technology
by 2025. She reiterated GM’s aim to sell 1 mil-
lion EVs per year in the U.S. and China by 2025.
“GM is capitalizing for a large bandwidth of
EV products across our portfolio, and our future
EV program will be profitable in its first genera-
tion,” Barra promised. The company’s new lithi-
um battery system, known as “Ultium,” along
with its new “BET” modular vehicle architecture
and its global scale will drive profitability, she
asserted. The Ultium battery enters production
in 2021, in the new Hummer EV pickup and SUV.
Mark Reuss, GM’s president, noted that GM’s
global patent portfolio for electrified technologies
now exceeds 3,000 patents. In transitioning the
company to an all-EV lineup, he stressed the bill-
of-material and assembly-process benefits with
the following example: GM currently has 555 dif-
ferent IC-engine powertrain combinations in pro-
duction. The 11-vehicle EV portfolio on display will
be supported by just 19 EV propulsion combina-
tions using GM’s battery modules, drive units
(based on a single traction-motor family) and
power electronics, he said.
New battery chemistry, configuration
Ultium was the technical highlight of GM’s show-
case of “every [hardware] element to realize an
all-electric future,” according to Barra. The bat-
tery system combines advanced new cell chemis-
tries, ‘smart’ modules that automatically calibrate
for either pouch- or cylindrical-type cells and
advanced power control and thermal manage-
ment. The new chemistry features LG Chem’s
NCMA (nickel-cobalt-manganese-aluminum)
cathode. The nickel-rich (up to 90%) chemistry
requires 70% less cobalt than current-gen NCM
(nickel-cobalt-manganese) cells, explained Andy
Oury, GM’s lead architect and strategy manager
for high-voltage battery packs.
NCMA is more energy-dense than the incum-
bent NCM, making for lighter and less-expen-
sive batteries, Oury noted (GM expects battery
costs to be reduced to less than the longstand-
ing industry target of $100 per kilowatt-hour
“early in the product cycle,” claimed Barra).
The new NMCA chemistry also offers enhanced
cycling and thermal stability, deemed vital for
EV durability and safety. Meanwhile, GM has
zero-cobalt and zero-nickel anodes in develop-
ment, said Doug Parks, executive VP of global
Vice President – Automotive
Michael Weinert
Vice President –
Commercial Vehicle
Andrew Jeffers
Treasurer
David L. Schutt, PhD
Chief Executive Officer
Gregory L. Bradley, Esq.
Secretary
Landon Sproull
Jeff Varick
Rhonda Walthall
SAE International Sections
SAE International Sections are local
units comprised of 100 or more SAE
International Members in a defined
technical or geographic area. The purpose
of local Sections is to meet the technical,
developmental, and personal needs of the
SAE Members in a given area. For more
information, please visit sae.org/sections
or contact SAE Member Relations Specialist
Abby Hartman at abby.hartman@sae.org.
SAE International
Collegiate Chapters
Collegiate Chapters are a way for SAE
International Student Members to get
together on their campus and develop
skills in a student-run and -elected
environment. Student Members are vital
to the continued success and future of
SAE. While your course work teaches
you the engineering knowledge you
need, participation in your SAE Collegiate
Chapter can develop or enhance other
important skills, including leadership,
time management, project management,
communications, organization, planning,
delegation, budgeting, and finance. For
more information, please visit students.
sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
GM

Hartman at abby.hartman@sae.org.

12 April 2020 AUTOMOTIVE ENGINEERING


product development, as the company strives to markedly
reduce batteries’ reliance on precious and semi-precious ele-
ments. Oury added the GM has “an eye toward sourcing as
much of the [battery] material as possible in North America.”
Ultium’s battery modules are designed to accommodate
either pouch- or cylindrical-form-factor cells, depending on
the supply base in each market, Oury said. The cells can be
oriented vertically or stacked horizontally for six, eight, 10 or
more modules per pack in most of the new GM EVs. For the
extreme duty-cycles required in trucks, the packs also can be
double-stacked, in sandwich fashion, in the vehicle’s under-
floor area. The latter will be the configuration in the Hummer
EV and full-size pickup trucks.
Parks said the Hummer EV and pickup battery packs will fea-
ture up to 26 battery modules – a total of 200 kWh of available
energy and as much as 400 miles (644 km) of driving range.
That compares with 100 kWh in Tesla’s Model S and 135 kWh
claimed by Rivian to be available in its upcoming R1T and R1S
electric truck and SUV. Reuss said the new batteries, in tandem
with as many as three propulsion motors on a single platform,
can provide rated outputs between 235 hp and 1,000 hp, de-
FROM TOP: JEFFREY SAUGER/GM; GM
An all-wheel-drive chassis layout
shows drive motor for each axle, cutaway of
battery pack revealing individual modules.
AUTOMOTIVE ENGINEERING
TECHNOLOGY REPORT
New battery development
at GM’s Battery Lab in
Warren, Mich.
pending on configuration. Front-, rear- and all-wheel-drive lay-
outs will be possible with the new motor family.
Oury said that the Ultium packs have 57% fewer high-volt-
age connections versus the 2019 Chevrolet Bolt EV pack.
Engineers here confirmed Barra’s assertion that GM and bat-
tery-development partner LG Chem are making good prog-
ress in reducing battery-cell costs to below $100 per kWh.
Last year, battery prices averaged $156 per kWh, according to
BloombergNEF.
Charging ahead
GM also has developed new charging technology. Most of the
coming EVs will operate on 400V architectures with a charge
rating of 200 kW, while the trucks will be capable of DC fast-
charging at 800V and 350 kW. The system will continue to use
the industry-standard SAE J1772-based CCS “combo” connector,
which Parks said is “fine for the near term, but amperage re-
quirements are increasing so we’ll have to keep an eye on that.”
Just prior to the EV technology and vehicle reveal, the
company announced it is launching a corporate-wide effort to
install some 3,500 new Level 2 (240-volt) charging points at
GM facilities in the U.S. and Canada starting late this year.
Recharging experts at GM said studies have revealed that EV
purchase consideration increases sixfold if the potential buyer
has access to workplace charging. “This is another step down
the path to making EV ownership easier for everyone, espe-
cially for our own employees,” Reuss noted. “Charging infra-
structure is crucial to wider acceptance of EVs, and we’ll con-
tinue to do everything we can to improve it, both for our em-
ployees and for all our customers. We encourage other com-
panies to do likewise.”
According to Reuss, GM also has created a dedicated high-
voltage battery safety team that is integrated into all future
vehicle programs. Working with the structures and propul-
sion-system development teams, the battery-safety team fo-
cuses on solutions for protecting the battery in a crash “much
like we protect fuel systems,” he said.
Reuss noted that GM has “played key roles in standards com-
mittees through organizations like SAE around battery safety,”
and intends to remain an industry leader through this process.
Lindsay Brooke
April 2020 13
TECHNOLOGY REPORT

ADAS

Level 2 driver-assistance systems may be working as intended

According to two recent studies addressing
ADAS Level-2 effectiveness, the systems may
be living up to their billing.
Advanced driver-assistance systems
(ADAS) are designed to enhance safe-
ty and reduce driving stress. Based on
the results of two recent studies meant
to assess ADAS effectiveness, the sys-
tems may be living up to their billing.
At the 2020 SAE Government/Industry
Meeting in Washington, DC, research-
ers presented largely positive results of
two studies of production-vehicle
ADAS that provide driver assistance at
Level 2 in the SAE J3016 automated-
driving standard.
Level 2 automated-driving functional-
ity essentially indicates that “support”
features to control speed and braking
(longitudinal control) as well as lane-
keeping assist (lateral control) can be
operating alone or jointly, but require
the driver’s constant supervision and
ability to re-assume control at any time.
“Naturalistic Study of Level 2 Driving
Automation Function,” conducted by the
Virginia Tech Transportation Institute and
underwritten by the National Highway
Traffic Safety Administration (NHTSA),
observed 120 drivers during a total of
216,585 miles in ten separate vehicles. Of
that mileage, slightly more than 70,000
record driver action, driving environ-
ment and vehicle data.
• 2017 Audi Q7 Premium Plus 3.0 TFSI
Quattro (Driver Assistance Package)
• 2015 Infiniti Q50 3.7 AWD Premium
• 2016 Mercedes-Benz E350 (Driver
Assistance Package)
• 2015 Tesla Model S P90D AWD
(Autopilot Convenience software ver-
sion 8.0)
• 2016 Volvo XC90 T6 AWD R with
Design and Convenience Packages
“This project is the first study spon-
sored by NHTSA to review driver interac-
tion with vehicles that include lateral and
longitudinal automated features in real-
world settings,” said the report, which
was intended to provide insight into four
areas of ADAS functionality: system per-
formance (during unscripted, on-road
driving); driver-system interaction; driver
performance; and driver engagement.
The key findings, according to
Virginia Tech’s Sheldon Russell:
• Of the 71 recorded safety-critical
events (SCE’s) in the study, “No statis-
tical relationships were observed be-
tween SCE rates and feature activa-
tion level,” seemingly indicating driv-
ers were not over-reliant on the ADAS
capabilities. And for none of the SCE’s
had the automated systems requested
the driver to intervene (known as an
RTI) – which seems to indicate, the
study said, that when a critical situa-
tion presented itself, drivers were pay-
ing sufficient attention.
• Drivers did not evidence a statisti-
cally significant higher degree of in-
attention when using one or both
Level-2 support features.
• The analysis of environmental factors
observed indicated that, in the major-
ity of cases, participants were operat-
ing the driving automation system-
equipped vehicles in a manner consis-
tent with manufacturers’ intended use.
• In numbers that will be important to
researchers studying so-called Level
2-3 “handoff,” the NHTSA study re-
corded mean reaction times to RTIs
at 0.94 sec., Russell reported. Mean
time to intervention was 1.79 seconds.
• “When operating the vehicles above
40 mph, drivers typically drove with
both features active. Drivers were
less likely to activate the systems in
heavy traffic, on non-interstate roads,
and in rainy weather conditions.”
FROM TOP: MERCEDES-BENZ; IIHS

miles were traveled with both adaptive

cruise control (longitudinal control) and
lane-keeping support (lateral control).
Some 50,000 miles were driven with one
of the two features engaged.
Each of the five vehicles used in the
study was equipped with an industry- IIHS data indicate vehicles fitted with SAE Level-2 ADAS functionality might be trending towards
standard data-acquisition package to reduced insurance-claim rates and costs.

14 April 2020 AUTOMOTIVE ENGINEERING

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TECHNOLOGY REPORT
• “Overall, drivers appeared to trust the
driving automation systems, and
were comfortable using them,” al-
though “Driver interviews and trust
ratings gathered at specific intervals
during the 4-week participation pe-
riod suggested that there was little
change in trust in the lateral systems,
although summarized comments also
indicated that there were situations
reported where the lateral systems
did not function as expected.”
IIHS study: reduced crash
claims. Maybe.
At the SAE meeting, David Zuby, execu-
tive VP and chief research officer at the
Insurance Institute for Highway Safety
(IIHS), said that although the data re-
main in relative infancy, the IIHS’s re-
cent study of insurance-claim frequen-
cy for vehicles fitted with Level-2 ADAS
capabilities indicates there is a possibil-
ity that the systems are having a posi-
tive effect.
Zuby said the Level-2 systems in the
vehicles studied might – emphasis on
“might” – be associated with a lower
frequency of crash claims against insur-
ance coverage. Specifically, IIHS is esti-
mating collision coverage claims to be
reduced anywhere from 1.2% to 13% and
property-damage liability to be in a
potential range of 1% greater to 15%
less. He added that rear automated
braking is demonstrating high effective-
ness in reducing claims.
Next steps according to Zuby in-
clude an effort to conduct a Euro
NCAP evaluation of Level-2 systems
with features not available in Europe
and to jointly release the results. He
also noted that IIHS has determined
the wide variation in how auto compa-
nies name their systems has been
found to have a direct effect on how
much trust users have in the system’s
ability to handle complex tasks.
The effect is most notable, Zuby said,
for Tesla’s Autopilot, for which partici-
pants in a task survey disproportion-
ately indicated they expected the Tesla
system to be more capable of handling
complex situations.
Bill Visnic
16 April 2020
ELECTRIFICATION
Lightyear One: 20 miles of solar driving range
Lightyear starts with SunPower Maxeon cells and cuts them into about 1000 smaller cells then
affixes them to the car’s horizontal surfaces. The process will be automated for mass production.
It’s been more than a decade since
Toyota first developed a photovoltaic
system for the roof of a Prius hybrid-
electric vehicle (HEV). Those solar
cells, available on Japan-based models
around 2010, had a peak capacity of
50 watts – generating only enough
power to run auxiliary devices such as
a ventilation fan.
Further development for the past 10
years by Toyota, as well as Hyundai,
Nissan and Tesla, opened the possibility
of a vehicle’s rooftop solar charging an
electric vehicle’s (EV’s) batteries, add-
ing maybe a few miles of range when
the vehicle is left in the blazing sun for
a several hours. Those efforts were
baby steps compared to Lightyear One,
the the ground-up, “solar EV” created
by Lightyear, the startup based in
Helmond, Netherlands.
The company was founded in late
2016 by five former University of
Eindhoven engineering students. They
were part of the team that won the
1,800-mile (2897-km) World Solar
Challenge race in 2013 and 2015.
The company now has 120 employees,
including former staff from Ferrari,
Jaguar Land Rover, and Tesla. The de-
sign of the Lightyear One, the company’s
inaugural $165,000 model, was penned
by Lowie Vermeersch, the former
Pininfarina designer who directed the
shape of the Ferrari 458 Italia and
Maserati Birdcage 75th, among others.
FEV, the engineering firm based in
Aachen, Germany, helped develop the
Lightyear One’s 60-kWh battery system;
additionally, the company has received
more than $33 million in investments,
vehicle reservations and grants.
Up to 45 sun-powered miles
What distinguishes the Lightyear One
from previous solar-car efforts is the
company’s clean-sheet, systems-engi-
neered approach. “You need to start
with a blank sheet of paper at the plat-
form level,” said Arjo van der Ham,
Lightyears’s chief technology officer.
For Lightyear, that meant four propul-
sion motors (one at each wheel), ultra-
lightweight materials and cutting-edge
aerodynamics with a Cd. of less than 0.2.
The design also features enough sky-
facing surface area to place about 1,000
individual PV cells crafted from produc-
LIGHTYEAR
tion SunPower Maxeon cells.
“The cells are cut to increase surface
AUTOMOTIVE ENGINEERING
 TECHNOLOGY REPORT

ratio, facilitate curvature and increase

the efficiency of the electronics,” said
van der Ham.
Each cell measures about 1 in. X 4 in.
(25 mm X 102 mm). A few dozen micro-
inverters are integrated into the vehi-
cle’s carbon-fiber structural beams. The
micro-inverters allow Lightyear to de-
rive solid voltage from the cells ar-
ranged in series while maintaining a
balanced flow of power even if some
cells get uneven light.
Total peak output is 1.25 kW –
The Lightyear One’s design maximized space for photovoltaic cells
enough power to add about 20 miles while achieving a slippery 0.2 Cd. in the wind tunnel.
(32 km) of average range per day. “On a
good day, you’ll get 45 miles,” said Lex
Hoefsloot, chief executive at Lightyear. shading are “not solar’s friend.” Again, the team takes a systems ap-
Eric Wesoff, editor of Berlin-based These challenges are acknowledged proach to balance competing design
PV magazine, questioned the high cost by van der Ham. But he said Lightyear goals. “You want a car that’s as narrow
of expensive solar cells and the chal- incorporates those “expected losses” and flat as possible for aerodynamics,”
lenge of mounting them on a car. “PV into account. “Also, we have electronics said Heofsloot. But you also want the
cells don’t like heat. Heat reduces out- that minimize the losses due to the broadest area for the PV cells and a
LIGHTYEAR

put and a car roof is a hot place,” said ‘weakest link in the chain’ effect,” he “seating position that’s as comfortable
Wesoff. He added that dirt and partial said, referring to the micro-inverters. as possible,” he added.

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TECHNOLOGY REPORT
The Lightyear One sits relatively low to the ground. The battery pack is under the two-level floor
that incorporates a low footwell for front occupants.
Toward a self-charging car
We sat in the Lightyear One when the
team visited San Francisco in late 2019.
The vehicle was reasonably spacious.
The design forgoes a “frunk,” instead
using that space to house an HVAC
18 April 2020
module. The company is not yet grant-
ing rides in the car, its single prototype.
There also are tradeoffs related to
the vehicle’s battery size, which now
grants an estimated 440 miles (708
km) on a single charge (including sun-
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derived energy). “If you increase the
battery size, the weight increases, so
then the motors have to increase in
weight,” said Heofsloot. He said this
created a “spiral-up effect.”
High efficiency and slippery aerody-
namics allowed Lightyear to use relatively
small, 20-kW, in-wheel motors. Hoefsloot
believes the team solved issues related to
unsprung weight and durability by inte-
grating the motors with the suspension.
“People say they want a car to charge
itself,” said Hoefsloot. “Therefore, I think
it’s the end game of where we’re head-
ing with electric cars.” He believes that
other manufacturers will begin using
Lightyear One’s architecture.
The company aims to produce 946
vehicles – a lightyear measures 9.46
trillion kilometers – starting in 2021. Its
leadership projects a ramp-up to
100,000 vehicles annually as early as
LIGHTYEAR
2023.
Bradley Berman
AUTOMOTIVE ENGINEERING
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READY
2020 Corvette Stingray: beautiful – and beautifully imperfect
While the C8’s steering response
and effort are superb, further
calibration is still needed to
improve steering feedback.
The broad and tall “bundleboard” center console between the driver
and passenger seats can give some a claustrophobic impression.
Grasping the true beauty of Chevy’s
new 2020 Corvette supercar demands a
deep dig. You must venture beyond the
exciting-to-a-fault sheetmetal and the
lavish stitched-leather, buffed-metal,
and carbon-fiber-embellished interior.
You have to look past the revolutionary
powertrain and chassis engineering. Nor
will you discover the 2020 Corvette’s
place in the cosmos by summing up its
performance stats.
In fact, beyond the major improve-
ment in acceleration from rest (0-60
mph [97 km/h] easily cracking the 3-sec.
barrier), several indices – curb weight,
Cg height, polar moment of inertia, drag
coefficient and frontal area – have
moved in the wrong direction. In the
end, driving this car is the only means of
gauging the leap the Corvette engineers
have achieved with their rejuvenation of
20 April 2020
“America’s sports car.”
The first surprise is a quiet, pleasant
ride over less-than-perfect pavement. A
cabin unencumbered by noise and tur-
bulence even with the roof panel
stowed. Steering that locks onto
straight paths and sweeping bends with
fierce determination. The balance and
predictability at the limit of cornering
adhesion is rewarding to drivers ranging
from rank amateurs to veteran track
stars. Gathering up a slide is a cinch.
The brake pedal is equally reassuring
with its immediate response, linear
force-versus-deceleration calibration
and ample stopping-power reserves.
There are two design highlights
worth noting. The first is the square-
corner steering wheel that shouts “why
didn’t I think of that?” It’s both instant-
ly engaging and highly functional by
Some believe the “beauty cover” for the 495-hp
6.2-L OHV V8 could be a little more beautiful.
providing an unrestricted view of the
comprehensive electronic instrument
cluster. The second advance is dis-
patching the clutch pedal to the retire-
ment home. There’s no denying that
two clutches are better than one in this
instance. The paddle-shifted 8-speed
automated manual provides a wealth
of functions no “stick” can match:
quicker shifting, seamless operation
and the ideal gear for every situation.
Of course, hardcore traditionalists
will miss their pedal and shifter pets,
but I predict that even they will come to
enjoy the Corvette’s new dual-clutch
automated manual transmission.
There are a few venial sins to men-
tion. The weird engine cover does not
flatter the exceptional engineering re-
siding below. The bundling board that
splits the cockpit into two zones can
make the cabin feel claustrophobic.
Rear-three-quarter visibility is poor
and not fully resolved by the wide-
angle view of the optional camera-
image rearview mirror.
Also, there is one driving attribute
CLOCKWISE FROM TOP LEFT: CHEVROLET; GM; GM
that those Porsche owners who make
the leap to the new Corvette will pine
for: steering feedback. While C8’s steer-
ing response and effort are both superb,
there’s little evidence at the steering-
wheel rim of that’s going on at the tire-
to-road interface. Once the final software
calibrations are in place and Bowling
Green is cranking out perfect Corvettes,
we’d love to see the engineering team
focus on improving this important detail.
Don Sherman
AUTOMOTIVE ENGINEERING
 ROAD READY

All-wheel-drive returns to Chrysler Pacifica for 2021

The refresh of the 2021 model-year Chrysler Pacifica minivan
premiers a top-of-the-line luxury trim, the debut of a next- The 2021 Chrysler Pacifica now
offers all-wheel-drive for the
generation infotainment system, and the return of all-wheel-
first time since 2004.
drive. Chrysler minivans haven’t offered AWD since 2004, but
the driveline choice is revived for the 2021 model.
“We’ll make AWD available in the current generation mini-
van for about 90 days, starting in the second quarter of 2020,
to get it into the market,” Matt Davis, director of Chrysler and
Fiat Brands for Fiat Chrysler Automobiles, said prior to the
2021 Pacifica’s unveiling at the 2020 Chicago Auto Show.
For several years, the Toyota Sienna has been the only mini-
van in North America offering AWD. Available on Pacifica’s ICE
(i.e. non-hybrid) models, the American Axle-supplied AWD
system is self-activating, according to Pacifica’s chief engineer controlled wet clutch. A three-piece driveshaft connects the PTU
Brian Swanson. Activation triggers are based on various pa- and the rear-drive module. The AWD variant of the 2021 Pacifica
rameters. “if the outside temperature is approaching freezing, if also has unique front and rear suspension tunings.
front wheel slip is detected, if the driver is in wide-open throttle “We added a rear stabilizer bar to help with handling and
or there is excessive accelerator input, indicating a possible there is an 18-inch brake package with larger front vented
passing maneuver, the system activates,” Swanson said, citing rotors and solid rear rotors,” Swanson said. The AWD variant
several situations that prompt automatic AWD engagement. is fitted with 18-in self-sealing Michelin tires; later availability
When AWD is not engaged, only the front wheels are driven. adds optional 20-in tires. The AWD Pacifica’s ride height is
The Pacifica’s AWD employs an all-new power transfer unit (PTU) approximately 0.78 in (20 mm) higher, but ground clearance
FCA

to deliver torque to the rear-drive module and its electronically is effectively unchanged.

ICU HV Connector HV Junction HV Charging

(Integrated Block Coupler
Central control Unit)
B FA
HV/LV Wiring Harness Built-in Cam Battery Disconnect Unit (Busbar Frame Assembly)

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76514-712 April 2020 21

ROAD READY
Cabin makeover
With new manufacturing fitments for
doors and a move to an acoustic wind-
shield and thicker side glass, the 2021
model’s cabin is claimed to be quieter
than its predecessor. “These changes
result in a 6- to 8-percent improvement
in speech intelligibility inside the ve-
hicle,” Swanson said, noting the Limited
and the new top-of-the-line Pinnacle
trims also have acoustic front side glass.
“We continue to redefine the minivan
segment, bringing the Pacifica to a
next-level experience,” said Cheung,
adding that the minivan also debuts the
automaker’s Fam-CAM technology. The
Infrared-enabled, high-definition cam-
era is packaged overhead between the
second and third row. Button-touch
engagement provides a touchscreen
view of the second and third rows. “This
The 2021 Pacifica Pinnacle interior showing the
new Uconnect 5 user interface.
22 April 2020
The hybrid-electric variant
of the Pacifica continues for 2021
with twin electric motors in the eFlite
transmission and an Atkinson-cycle
version of Chrysler’s 3.6-L V6.
[camera] technology also provides the
ability to see a child in a rear-facing
infant seat, which no other model on
the market today offers,” Swanson said.
The Pacifica’s larger touchscreens coin-
cide with the debut of Uconnect 5, the
automaker’s fifth-generation infotainment
system. “We have three times the display
resolution, so we’re at ultra-high defini-
tion,” said Vince Galante, chief designer
for FCA’s user experience. The five-times-
faster operating speeds give the user
quicker access to navigation, radio, and
other information. “We’re using depth
and hierarchy to make sure that the
things that are important are closer to
you and are also the brightest,” said
Galante. He also points out that the
graphic revisions add more space be-
tween letters, as well as less detail to cer-
tain characters. “That makes it a lot easier
to read,” Galante said.
A new front grille, front and rear fas-
cias, taillights and LED headlamps alter
the vehicle’s exterior. “This is the first
minivan with standard LED headlamps,”
said Davis. Pacifica and Pacifica Hybrid
will be available in four trims: Touring,
Touring L, Limited and the new Pinnacle.
The 2021 minivan also gains 14 new-as-
standard safety features, including
Pedestrian Automatic Emergency
Braking. Dealerships are slated to have
the 2021 Pacifica by late 2020.
Kami Buchholz
Mazda3 compact car
spawns 2020 CX-30
CUV
Mazda’s new-for-2020 CX-30, a two-
row, 5-door crossover utility, is based
on the Mazda3 sedan/hatchback plat-
form and shares its 2.5-L naturally aspi-
rated “Skyactiv-G” gasoline four-cylin-
der and 6-speed planetary automatic
gearbox. A 1.8-L diesel and the much-
anticipated, though still not EPA-
compliant 2.0-L “Skyactiv-X” gasoline-
compression-ignition engine are avail-
able for the CX-30 in Europe.
For the U.S., Mazda claims the 2.5-L’s
186 hp (139 kW) and 186 lb-ft (252 Nm)
make it the segment’s strongest stan-
dard engine. Intelligent “i-ACTIV” AWD
is available; Mazda’s more muscular
turbocharged four rated at 227 hp (169
kW) on 87-RON gasoline is a likely early
upgrade. The i-ACTIV AWD system uses
27 different sensors to monitor – 200
times per second – wheel speed, engine
dynamics, g-forces, vehicle yaw, driver
inputs to the braking and steering, out-
side temperature and even windshield
wiper activity to deliver drive torque to
the wheels in any situation.
The CX-30’s steel-intensive body
brings the Mazda3’s Italianesque Kodo
(“Soul of Motion”) design language to
a taller CUV with a fastback roofline.
Compared with its sedan cousin, CX-30
is 2.6 in. (66 mm) shorter overall but
stands nearly six inches (152-mm) tall-
er. Both front and rear are smoothly
CLOCKWISE FROM TOP LEFT: FCA; MAZDA; FCA
The Skyactiv 2.5-L 4-cyl. generates 186 hp; offers
cylinder deactivation for CX-30 Premium trim.
AUTOMOTIVE ENGINEERING
 ROAD READY

Compared with the Mazda3 on which

it is based, CX-30 is 2.6 in. (66 mm)
shorter overall but stands nearly six
inches (152-mm) taller.

from
Concept to
Reality

Make the Leap

CX-30’s development team paid extra attention to detail in designing the nicely-trimmed cockpit’s
haptic and tactile controls.
uncluttered, and its nicely crafted, fea-
ture-filled cabin follows suit; Mazda
has been noticeably migrating further
upscale with each new vehicle it
launches. A digital gauge display and
an 8.8-in central display are standard
and the top Premium trim adds leather
seats, a head-up display, power liftgate
and a power moonroof.
Mazda North America vehicle-dy-
namics engineer Dave Coleman pointed
out the development focus his team
and their colleagues in Hiroshima put
on ensuring that every switch and con-
trol feels smooth and natural, that its
interior is conversation-quiet and that
its seats and driving position are all-day
supportive. Their attention to detail is
evident in this new product and, as we
learned on our day-long test drive dur-
ing the car’s U.S. media launch, quite
effective. With two aboard, the CX-30’s
BOTH IMAGES: MAZDA
with our new Automotive
and braking to match.
As a compact CUV, the CX-30’s rear-
seat leg/knee area is a tight fit for passen-
gers if the front-seat occupants have
moved their seats rearward very far. Cargo
space under the Mazda’s fastback roofline
is a respectable 20.2 ft3 with ample acces-
sibility through a wide, deep rear hatch.
Coleman touted the CX-30’s re-
sponse-enhancing GVC+ (G-Vectoring
Control Plus), which he claims improves
turn-in by slightly reducing engine
torque to transfer load to the front drive
wheels, then aids corner exit by apply-
ing slight outside front braking. The
optional i-ACTIV AWD seamlessly dis-
tributes driveline torque to maximize
traction and a new Off-Road Traction
Assist system senses off-pavement con-
ditions and changes its algorithms to
enhance traction accordingly.
CX-30 is produced for global distri-
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performance was less than thrilling but
more than adequate in the 4,000-ft.
(1219-m) hills east of San Diego. Its
steering was characteristically Mazda
– crisp and responsive, with handling
bution at Mazda’s Hiroshima factory
and in Salamanca, Guanajuato, Mexico.
U.S. base price is $21,900; Premium trim MORE THAN JUST RESISTORS
with AWD models start at $29,600.
Gary Witzenberg

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76514-713

THE MAN FROM
ARPA-E

Southwest Research Institute’s (SwRI) NEXTCAR project, a 2017 Prius

integrated with a hub dynamometer. SwRI uses a traffic simulator to
create the traffic environment around the vehicle. A human driver provides
acceleration and brake input (steering is fixed and cannot be moved)
simulating actual driving from the origin to the destination. SwRI uses this
rig to test its connected and automated vehicle algorithms developed under
the ARPA-E NEXTCAR program to evaluate improvements in fuel efficiency.

Advanced R&D programs directed by Dr. Chris Atkinson are building the energy-
efficient mobility future.
by Lindsay Brooke

E
ngineers and scientists working in mobility R&D have de-
scribed Dr. Chris Atkinson as a guiding light in their efforts to
make future vehicle propulsion technologies more efficient—
and commercially viable. One long-time industry associate
dubbed him “the ultimate project manager”—and who could dis-
agree? As a Program Director of ARPA-E—the U.S. Dept. of Energy’s
Advanced Research Projects Agency-Energy—Dr. Atkinson oversees
the funding and progress of 20 or more R&D projects. He leads a
team of engineers and commercialization experts at ARPA-E, focus-
ing on improving the energy efficiency of connected and automated
vehicles, advanced combustion devices, and energy conversion and
storage systems in the transportation space.
The building blocks of future batteries, power electronics, EV and
tems; battery chemistries; rare-earth-free electric ma-
chines; bio- and synthetic-fuels and advanced switch-
ing, among many other initiatives.
And the merging of on-board sensors, controls,
and connected-car capabilities to optimize vehicle
energy efficiency was pioneered by ARPA-E’s ac-
claimed NEXTCAR (NEXT-Generation Energy
Technologies for Connected and Automated On-Road
Vehicles) program.
First authorized as a DoE subagency in 2007,
ARPA-E was to an extent modeled after the defense-
focused DARPA, the wellspring of today’s autonomous-
driving industry. Its directive is to empower America’s
ALL IMAGES: ARPA-E

PHEV charging, IC engines, and related systems in their nascent stages
of development, can be seen on the agency’s website. A visit to arpa-e.
energy.gov reveals an extensive roster of promising R&D projects and
programs that the agency is shepherding, many still too early for sig-
nificant private-sector investment. They include thermal recovery sys-
energy researchers with funding, technical assistance
and market readiness. The agency has its own budget
and program directors, authorized by Congress, whose
mandates are straightforward: Reduce U.S. energy im-
ports; reduce the emissions associated with energy

24 April 2020 AUTOMOTIVE ENGINEERING

 COVER STORY

“It’s possible to achieve 20%

additional energy efficiency
improvement by harnessing
SAE Levels 1-3, along with
vehicle connectivity.”
generation, storage, transmission, distribution and end
usage (including transportation); and improve U.S.
competitiveness in these areas.
Since 2009 the agency has provided more than $2.3
billion in R&D funding for more than 850 energy tech-
nology projects across all sectors.
“Anything we can do to decrease energy consump-
tion in transportation is a clear imperative for us, and
for the emerging technologies in automotive,” Dr.
Atkinson, an SAE Fellow, told Automotive Engineering.
By “we” he means the OEMs, Tier 1s, universities, na-
tional labs and the research community that do the
ARPA-E-funded R&D work. ARPA-E identifies areas of
energy efficiency that need greater focus, provides
external funding, and develops a program in that area.
Often, the agency “gets people thinking in new ways Dr. Atkinson’s engineering background is in hybrid-electric and thermal-systems
about potentially old problems.” technologies. He describes ARPA-E as ‘technology agnostic.’
Its congressional mandate gives ARPA-E the luxury
of being able to “look broadly across the energy spec-
trum and have a fairly long-term horizon, one that is strong industry participation.”
not necessarily restricted by a road map,” said Dr. The agency tracks the commercial impact of its advanced R&D
Atkinson, whose successful five-year tenure as project programs, including follow-on funding in the private sector, start-ups
manager ends this year. “I’m a term-limited federal that are created, and subsequent inventions and patents. This year
employee,” he quipped. the agency reported 82 new companies had been formed from proj-
ect work and 161 teams had raised a combined $3.2 billion in private-
sector follow-on funding to continue moving their technology toward
Strong industry partnerships the market. And as of February 2020, ARPA-E projects had helped
Research and development is the main focus, but advance scientific understanding and technological innovation
everything ARPA-E supports “must have a pathway through 385 U.S. patents and 3,658 peer-reviewed journal articles.
to commercialization”—a requirement Dr. Atkinson “ARPA-E plays a critical role in sponsoring advanced technology
likes to emphasize. Any new technology must beat that has the potential to be transformational, but requires further
the incumbent in every performance metric including technical and market validation,” observed Fabien Redon, chief tech-
cost—“or it simply won’t gain traction in the commer- nical officer at Achates Power. He explained that support and guid-
cial space,” he asserted. ance from ARPA-E staff “further enhances the value to the awardee
ARPA-E insists that in order to secure funding, all the and brings a valuable perspective to better leverage other ideas and
R&D teams that it engages should have at least a com- understand the marketplace.”
mercialization partner. “We’re not interested in this for According to Redon, the agency’s support was key to Achates
the sake of science,” he stated. “We need to see these demonstrating the potential of its OP (opposed-piston) compression-
energy-efficiency improvements in commercial applica- ignition engine to use gasoline and achieve class-leading efficiency in
tions down the road. We understand that without a testing. In a follow-on project announced in 2019 and funded by
very solid OEM, Tier 1 supplier, or innovative-company ARPA-E, the company is partnering with Nissan Motor Co. and the
partner, it’s much more difficult for our teams’ technolo- University of Michigan to develop a hybridized OP engine for range-
gies to see the light of day. So, we’re very pragmatic in extender applications.
the ecosystem that we develop. It needs to have a very Despite the industry’s advances in electric propulsion, considerable

AUTOMOTIVE ENGINEERING April 2020 25

THE MAN FROM
ARPA-E
The Ohio State University NEXTCAR team
with their development vehicle.
A simple graphic depiction of ARPA-E’s model for accelerating technology.
R&D activity in advanced-ICE development continues with ARPA-E
playing a significant role with well-known research partners such as
Argonne National Laboratory, Southwest Research Institute (SwRI)
and the University of Wisconsin-Madison.
“To an extent we’re technology agnostic,” Dr. Atkinson said. “We’ve
been pursuing a broad range of engine and powertrain architec-
tures.” He sees promise in low-, zero-, or negative-net carbon fuels
and in “divorcing the requirement to operate high-efficiency IC en-
gines on fossil fuels alone.” ARPA-E funds external work on biofuels,
for example. He’s optimistic that ICEs that deliver up to 60% brake
thermal efficiency on low-carbon fuels have a future.
“We need a broad portfolio of high efficiency, low-impact propul-
sion technologies to meet our automotive transportation needs,” he
26 April 2020
said. “We see tremendous potential in having a very
robust domestic biofuel or synthetic fuel industry.
And that’s something to be applauded, as far as
ARPA-E is concerned.”
He says the agency’s R&D teams are unique in their
ability to take speculative steps, in parallel, for exam-
ple in both engine architecture and in the application
of new combustion regimes, to see what synergies
may exist by marrying the two. ARPA-E supports such
work, of varying duration, from concept through de-
sign, build, test, and development.
Pioneering the EV-AV fusion
Merging the trends of vehicle energy efficiency with
vehicle automation and connectivity—vehicle-to-vehi-
cle (V2V), vehicle-to-infrastructure (V2I) and vehicle-
to-everything (V2X)—is a point of APRA-E pride for
Dr. Atkinson. “We’re not doing this merely for driver
convenience or mobility as a service (MaaS), but for
the good of driving down the energy consumption of
future vehicles whatever their powertrain might be,”
he explained. This was the genesis of the NEXTCAR
program kicked off by Dr. Atkinson and his ARPA-E
colleagues in 2016.
“People were looking at vehicle automation and
ALL IMAGES: ARPA-E
new powertrain architectures and energy consump-
tion in sort of an independent fashion, along two tra-
jectories,” he observed. “NEXTCAR was the first pro-
gram to really ‘fuse’ the two together in a convincing
fashion.” Dr. Atkinson believes that the various
AUTOMOTIVE ENGINEERING

NEXTCAR flowchart illustrating typical future powertrain and vehicle control scheme.
NEXTCAR projects and their follow-on developments
have the potential to achieve at least a 20% reduction
in energy consumption for future CAVs (connected
and automated vehicles).
The successful NEXTCAR program, currently nearing
the end of its three-year funding term, has been by all
accounts a model for industry and academia cross-
collaboration. ARPA-E teams work with Toyota,
Hyundai, General Motors—the GM group is a team
unto itself—plus strong participation from Aptiv,
Delphi, Bosch, Tula Technology and other suppliers.
Also heavily involved are the engineering departments
of seven universities.
“We set out to say it’s possible to achieve 20 per-
cent additional energy efficiency improvement by har-
nessing the lower levels of vehicle automation, the
SAE L1, L2 and L3, along with vehicle connectivity,” he
said. “We’ve been able to show, for a wide range of
vehicles and duty cycles and operating modes, a sig-
nificant energy-efficiency improvement.”
The improvements, he explained, are greatest in the
hybrids; less so with purely conventional vehicles, and
less so with BEVs.
“What we’ve shown with hybrid-vehicle energy
optimization is that any amount of ‘look-ahead’ infor-
mation is valuable, whether it is about what the ve-
hicle ahead of you is doing, or the traffic conditions
up ahead, or the traffic signals ahead, or even the
weather conditions. The more information you have,
the better,” Dr. Atkinson reported. The industry’s
progress in vehicle “eco-routing” (selecting a route
AUTOMOTIVE ENGINEERING
COVER STORY
not only based on speed, time and distance, but of speed, time,
distance and energy consumption) as well as on-board capability to
precisely signalize intersections, harmonize speed with heavy traf-
fic, and employ predictive adaptive cruise control, all rely on look-
ahead data and connectivity available with SAE L1-3 automation.
Further significant opportunity exists in the application of several
NEXTCAR technologies to SAE L5 vehicles, as well as to increase the
usable driving range of BEVs, he believes. Increasing levels of auto-
mation that ultimately take the driver out of the loop will offer not
just safety enhancements, but also critical energy savings.
“The introduction of fully automated vehicles in the future will be a
boon for energy efficiency and safety enhancements,” Dr. Atkinson
stressed. “Connectivity and automation help increase vehicle effi-
ciency. It’s a very compelling argument. The interesting thing about
NEXTCAR is that the market and industry have moved so swiftly
since we created the program. What we thought was several years
away from commercial implementation is much closer. The earth has
moved underneath us and has accelerated the rate at which these
technologies can be integrated. That’s very encouraging.”
He closed the conversation by noting that 22% of the energy con-
sumed in the U.S. is for road transportation—and of that, currently
58% is consumed by light-duty vehicles—about 13% of all energy
consumed.
“If then we can improve the energy efficiency of all vehicles by 20
percent, that’s more than 3 percent of all energy consumed in the
U.S.. That’s an enormous potential improvement,” Dr. Atkinson said.
“So, we’re moving more swiftly to a merge point. Of course, all this
good work will be undone if the total number of vehicle miles trav-
eled by the fleet increases at a greater rate.
“And that makes improving the energy efficiency of each and ev-
ery vehicle an imperative,” he asserted.
April 2020 27
 EXECUTIVE INSIGHTS:
BorgWarner
VP and CTO
Hakan Yilmaz
With Delphi Technologies expected to join
its portfolio, BorgWarner is focusing on
differentiating its product line for emerging
propulsion architectures.
by Paul Seredynski
T
he automotive sector is in a time of enormous flux. As the
foundational aspects of the industry shift, longstanding Tier-1
suppliers such as BorgWarner must continue to drive innova-
tion for their OEM customers. Hakan Yilmaz, BorgWarner’s
chief technology officer (CTO) and a VP, is well situated to architect
the changes affecting the technology at the core of the propulsion
revolution. SAE’s Automotive Engineering sought his insights into
changes roiling the field.
Yilmaz oversees BorgWarner’s advanced engineering, portfolio
strategy and market research teams. He’s tasked with ensuring the
supplier’s technical portfolio leads in the industry, while also meeting
current and anticipated future market needs. Prior to joining
BorgWarner, Yilmaz spent more than 15 years at Bosch, where he
held several engineering and executive positions before departing as
the global head of powertrain systems and advanced engineering.
Before Bosch, Yilmaz earned experience at Volvo and holds a mas-
ter’s degree in mechanical engineering and engineering management
from the University of Michigan.
Strong electrification shift
The industry’s propulsion strategies continue to diversify beyond the
incumbent gasoline or diesel choices. As with many of the top suppli-
ers, Yilmaz noted that electrification is a general description for an ef-
ficiency improver - but how it will be applied can vary widely, he said,
by vehicle type and regional regulatory environments. “At our core,
BorgWarner is focused on executing our balanced product strategy
across combustion, hybrid and electric propulsion,” Yilmaz said.
The 92-year-old company currently sees a strong market shift to-
wards diverse solutions for electrified vehicles with different architec-
tures and electrification levels – mild HEV, full HEV, plug-in HEV and
BEV. These are “mainly driven by legislative requirements, regional
market demands and segment specific expectations,” Yilmaz ex-
plained. “In a volatile and rapidly evolving environment, BorgWarner is
focusing on differentiating and value-added solutions for emerging
28 April 2020
propulsion architectures which fit into the main strate-
gies of our customers.”
For many suppliers, electrification (via systems such as
e-axles, e-boosting, etc.) is receiving the lion’s share of
engineering resources, as markets such as North America
in particular seek to improve the efficiency of larger,
more profitable, internal combustion engine (ICE) ve-
hicles such as pickup trucks and SUVs. Yilmaz confirmed
that BorgWarner is dedicating large resources to electrifi-
cation, but the key to applying the technology across
vehicle lineups remains in the technology’s scalability.
“Indeed, hybrid and electric powertrains are in our
clear focus for product leadership and receiving a high
share of our resources,” Yilmaz said. “And yes, our
electrified and integrated products are fully scalable
and can be adapted based on the needs of our global
customers in passenger cars, trucks, SUVs and com-
mercial vehicles.”
Yilmaz pointed to several examples already in the
BorgWarner product portfolio, including its integrated
Px modules for hybrids, integrated drive modules for
BEVs with scalable voltage and power levels, and ICE
solutions such as its eTurbo and the eBooster electri-
cally charged compressor.
Roles for ICE, software – and Delphi
Though electrification is a key aspect of all OEMs’ future
ALL IMAGES: BORGWARNER
portfolios, according to Yilmaz, ICE will continue to be a
large part of the propulsion landscape in the near term,
particularly as a component to be evolved and im-
proved. “There is still a lot of technology and innovation
in conventional propulsion systems in ICE, transmission
and drivetrain to improve fuel economy and reduce
emissions,” he said. “We continue to see increasing take
AUTOMOTIVE ENGINEERING
 BORGWARNER CTO FEATURE

BorgWarner’s range of P2 hybrid

solutions enable pure-electric driving by
using a disconnect clutch to disengage
the combustion engine.

“We are currently

seeing a strong market
shift towards highly diverse
solutions for electrified
vehicles with different
rates for many of our conventional products – let’s not architectures and
forget that. In addition, emerging hybrid architectures
are increasing demand for efficient ICE products which
electrification
are synergistic with the electrification levels.” levels.”
He cites eTurbo tech as a prime example. Borg-
Warner has a major European OEM customer that will
be launching a new model with this technology in 2022.
An eTurbo serves its traditional role of boosting intake
air pressures, but the single-shaft setup also features
integrated power electronics. It can serve as a motor/
generator to provide a supplemental electrical boost to
improve engine fuel economy and performance.
The move towards electrified components has cre-
ated an enormous shift, from supplying mechanical
parts, to components that must be fully integrated
into a host of a vehicle’s electronic control systems.
This places increased responsibility on suppliers, and The BorgWarner eBooster is an electrically assisted charging system for ICE
applications. It features a flow compressor driven by an electric motor placed as a
particularly on software. Yilmaz notes that regardless
component before or after a turbocharger.
of the system supplied, reliability is paramount. “Our
focus is very clear: support our OE customers with
leading and differentiating stand alone and/or fully represents the next step in our balanced propulsion strategy, strength-
integrated system products as a reliable partner.” ening our position in electrified propulsion as well as our combustion,
“We have a very comprehensive product portfolio commercial vehicle and aftermarket businesses,” Yilmaz said.
for combustion, hybrid and electric vehicles and have The Delphi purchase has been widely applauded in terms of com-
built system capabilities in order to develop the right bining the two entities’ specialties. They will complement each other
products,” Yilmaz continued. “As the electrification for complete engine-management systems, combining air/fuel, con-
content of our products is rapidly increasing, our soft- trols and full hybrid solutions with BorgWarner’s integrated modules,
ware and system capabilities are growing in parallel,” and plug-to-wheel product and system solutions for battery electric
as the company takes a “pragmatic and flexible ap- vehicles, Yilmaz explained. He said Delphi Technologies “brings in-
proach” to product and system development. dustry leading power electronics technology and talent, with an es-
With electronic control strategies becoming a larger tablished production, supply and customer base.
part of system functionality, BorgWarner’s recent an- “Once we complete the Delphi Technologies transaction, we would
nouncement of entering into a definitive transaction be able to offer customers more complete electrified propulsion sys-
agreement to acquire Delphi Technologies should only tems,” thus helping BorgWarner differentiate and strengthen its pro-
help broaden its technology portfolio. “This transaction pulsion-systems position, he said.

AUTOMOTIVE ENGINEERING April 2020 29

Sweating
the details
OF C8
DEVELOPMENT
How GM’s Corvette engineers
tackled challenges in the move to
a mid-engine architecture.
by Don Sherman
S
hifting 500 lb (227 kg) of engine mass rearward
by 7.5 feet (2.3 m) and moving 300 lb (136 kg) of
transmission components aft by almost three
feet transformed the 2020 Chevrolet Corvette
Stingray into a budding supercar. General Motors’ mo-
tive behind adopting a mid-engine layout for the
eighth-generation (C8) Corvette was to improve accel-
eration, braking and handling via substantially increased
rear-tire loading. While numerous test-drive reviews
and ‘Of the Year’ trophies mark that mission accom-
plished, there are lessons behind the hoopla: how GM
engineers solved problems they encountered reinvent-
ing America’s sports car.
“Porsche was our primary benchmark, especially in
reference to their PDK dual-clutch automatic transmis-
sion’s overall dynamics,” revealed executive chief engi-
neer Tadge Juechter, in an interview with SAE’s
Automotive Engineering. He said GM also purchased a
Ferrari 458 for testing and tear-down analysis.
The first running Stingray prototypes exhibited a
high-frequency whirring noise emanating from acces-
sory drives for the alternator, AC compressor and water
pump located at the front of the engine. This caused
concern, as the noise was being generated only a foot
from the occupants’ ears. Insulation placed on the fire-
wall wasn’t as effective in muffling the noise as the en-
gineers had hoped, Juechter noted. So, they analyzed
30 April 2020
Corvette’s new
aluminum-intensive spaceframe laid bare.
Ferrari’s solution: an unusually thick rear window.
“For C8, we increased the thickness of that piece of acoustic glass to
8.6 mm (0.34 in), which is nearly three times as thick as the 3.2-mm
(0.13-in) tempered glass shrouding the engine bay,” he explained.
Jordan Lee, global chief engineer for GM’s small-block V8, added:
“It’s a balancing act — hearing the satisfying sounds, such as the en-
gine’s throaty intake and exhaust rumble, over distractions such as
belt whir, injector tick and valvetrain clicks.” He noted that while most
competitors hard-mount their fuel injectors between the engine’s
cylinder heads and fuel rails, GM has been using an isolated arrange-
ment in the small block since 2014.
“For C8, GM’s NVH engineers invested extra effort in developing
effective insulation materials and assuring that the seal around the
laminated acoustic glass at the rear of the cockpit is sufficiently
robust to hush the belt whir,” Lee said. Further dialing-in of build
processes is aimed at eliminating audible fuel-injector noise in the
production cars.
A related issue is that the driver’s view rearward is through both the
near-vertical glass panel in the rear cabin bulkhead and the long, near-
ly horizontal hatch over the engine compartment. In addition to pro-
viding rear visibility, the bottom edge of the glass hatch and surround-
ing surfaces must vent heat and moisture from the engine bay. What
Juechter calls C8’s “chimney” passes large volumes of hot, wet vapor
BOTH IMAGES: GM
during rainy driving and when the car is parked following a drive. A fan
helps vent that heat from the engine bay. In addition, all the electrical
connectors subjected to road splash have weathertight seals.
When the hatch glass is soiled, the driver’s view to the rear is di-
AUTOMOTIVE ENGINEERING

Built for speed and for comfort:
The C8 chassis is designed to deliver
near-neutral characteristics on the track with a
slight amount of understeer during normal street driving.
minished. To address this concern, Corvettes with up-level 2LT and
3LT interior trim are equipped with a two-way center mirror. Mode
one offers a conventional view through the two glass panels. The
second choice is an electronic display provided by a high-definition
camera mounted to the trailing edge of the roof. Assuming the lens is
clean, the camera provides a broad rear view, unobstructed by the
wide roof pillars and often-soiled hatch glass.
As is not uncommon in other rearview camera-mirror applications,
reviewers have reported that it takes a second or so for their eyes to
focus when the camera view is in use. All Corvettes have a conven-
tional backup camera as standard equipment.
Stymied by the FEAD
Given the C8’s aggressive cornering capability, powertrain engineers
knew it was essential to improve the 6.2-L LT2 V8’s lubrication sys-
tem. Lee explained that with the previous-generation Corvette, “dial-
ing in the lube system was like threading a needle. We lost several C7
engines when the oil pickup in the tank was starved during high-g
maneuvers.” Another issue was oil blown out the optional dry sump’s
vent system.
To solve these problems, the C8 program opted for two additional
scavenge pumps to assure that track performance would be uncom-
promised. “Thanks to the new engine-mounted dry-sump oil reser-
voir that’s now standard equipment, we encountered virtually no [oil-
starvation] drama during development,” Lee reported. “We were as-
tounded how well it works and throughout C8’s comprehensive test
AUTOMOTIVE ENGINEERING
2020 CORVETTE | VEHICLE DEVELOPMENT FEATURE
program we experienced only one engine failure.”
One challenge that has thus far stymied engineers
is a straightforward procedure for replacing the
front-of-engine accessory drive (FEAD) belts. Doing
so requires dropping the entire engine-transaxle as-
sembly from the car. Corvette owners can only hope
that will be a rare occurrence necessary only every
100,000 miles or so.
While shuffling powertrain component locations, C8
engineers also switched from semi-elliptic composite
suspension springs (pioneered on Corvette’ rear axle
in 1981) to steel coils. “We would have preferred to
keep the composite springs because they are quite
efficient from a mass standpoint,” Juechter explained.
“Unfortunately, with our low-mounted engine and
transaxle, there’s no room for the tall crosscar path
that a rear composite spring requires. In a rear view of
the chassis, the arc of the spring would occupy the
exact same space as spinning transmission gears.”
Once C8’s rear suspension design changed to coil
springs, the engineers had to follow suit in front.
Juechter said this was because of the significant dif-
ference between composite- and coil-spring force-
versus-deflection characteristics. “To match the ride
and roll rates at both ends of the car — something we
deem absolutely essential — we switched to a steel
coil spring at each corner,” he explained.
April 2020 31
Sweating
the details
OF C8
DEVELOPMENT
Executive chief engineer Tadge Juechter said his team
would have preferred to retain the semi-elliptic composite
springs used on previous Corvettes.
Rear-tire mass loading
The other fundamental C8 design change is a new alu-
minum spaceframe consisting of six elaborately ribbed
die castings — which the engineering team dubbed
“the Bedford Six” because they’re manufactured at
GM’s Bedford, Indiana, facility — plus 14 conventional
castings, extrusions, stampings and hydroformed parts
joined with a variety of fasteners and structural adhe-
sive. Flow-drill screws used at dozens of locations
pierce an attaching hole and form threads to secure
frame components. As in C7, suspension control arms
and knuckles are stiff aluminum forgings and castings.
Thanks to the more robust spaceframe, C8’s tor-
sional stiffness is 7% greater than C7 with its roof pan-
el in place and 12% stiffer in the open configuration,
according to GM engineers.
In its C8 review, Car and Driver reported an increase in
the Corvette’s center-of-gravity height. Confirming that,
Juechter shed light on the situation: “While C8’s engine
and transaxle are both mounted as low as possible in the
chassis, there are several parts that are higher than be-
fore,” he said. “The rear coil springs are not only heavier
than the previous composites, they reside above the tops
of the tires and are anchored at their upper ends by sub-
stantial pockets cast into our new spaceframe.”
In addition, C7’s low-mounted torque tube is gone and
C8’s exhaust system sweeps upward as it flows rearward,
raising the height of the catalytic converters, Juechter
noted. The net result: the C8’s center-of-gravity height is
470 mm (18.5 in) — 15 mm (0.59 in) higher than C7’s.
An oft-sighted reason for choosing mid-engine over
alternative powertrain layouts is to minimize the car’s po-
lar moment of inertia for optimum agility. Asked to com-
pare C8 and its predecessor, vehicle performance man-
ager Alex MacDonald calls the polar-moment-of-inertia
32 April 2020
2020 CORVETTE | VEHICLE DEVELOPMENT FEATURE
Details of C8’s magnesium crosscar beam and instrument module. Note deep-
section center-tunnel structure.
figures of both C7 and C8 “pretty comparable.” That said, two substantial
components now reside some distance from the center of gravity.
“C8 has two large radiators full of coolant situated in the nose of
the car,” MacDonald noted. “And our fairly heavy transaxle lives at
the opposite end of the car, well behind the center of mass. So, posi-
tioning the engine near the middle doesn’t automatically yield a low
polar moment of inertia. In the end, the added traction achieved with
60 percent of the Corvette’s mass loading its rear tires is a greater
influence on overall performance.”
Another non-trivial challenge facing the C8 team was tightening EPA
and global regulations for brake-dust emissions. Studies have shown
that the dust created by vehicle brake-pad abrasion is the source of ap-
proximately 20% of total PM2.5 (fine particulate) vehicular pollution.
“We had to reinvent our brakes,” Juechter explained, “because our
previous pads’ 25-percent copper content is no longer permissible.
To avoid abrasion of the new pad material, we can no longer use the
drilled and slotted rotor venting that flushes water from the friction
surfaces during wet driving. While I personally prefer the look of slot-
ted rotors, they’re gone in C8.”
Balancing handling and ride quality
BOTH IMAGES: LINDSAY BROOKE
An unsung C8 achievement is a base curb weight increased by only 70
lb (32 kg) over its predecessor despite added features: roomier passen-
ger accommodations, the new Tremec TR-9080 8-speed dual-clutch
automated-manual transmission with one more gear than C7’s manual
transmission, dry-sump lubrication, increased cooling capacity and larg-
er rear wheels and tires. Even with the more stringent 2020 EPA test
procedures, highway fuel efficiency increases by 2 mpg (to 27 mpg).
To hold the line on weight, Juechter’s team supplemented its
AUTOMOTIVE ENGINEERING
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Sweating
the details
OF C8
DEVELOPMENT
C8 rear structure is a feast of clever engineering solutions. Note near-
vertical rear window aperture, side-mounted engine bay fan, exquisitely
webbed castings, and carbon-composite rear bumper beam.
sharp-pencil engineering with a few carbon-fiber composite compo-
nents. One is an industry-first curved and hollow rear bumper beam.
The supplier, Shape Corp., uses pultrusion technology developed by
Germany’s Thomas Technik and Innovation to draw carbon fiber ma-
terial, wet with urethane-acrylate resin, through a die. The resulting
beam, which is 4.9-lb (2.2-kg) lighter than an aluminum extrusion,
bolts to the Corvette’s spaceframe extensions.
Another ultralight part is the center tunnel close-out panel, supplied by
the Molded Fiber Glass company. It is made using MFG’s PRiME liquid
composite molding process. Two carbon fiber and three fiberglass sheets
wet with vinyl ester resin are molded under pressure, yielding a stiff 10.4-
x 49.5- x 0.16-in (26.5 x 125.7 x 4.0-mm) panel weighing only 4.9 lb. It
attaches to the bottom of the aluminum spaceframe with 30 fasteners.
The new Corvette’s passenger compartment floor panels are SMC
(sheet molding compound) moldings topped with stamped aluminum
panels at the rear to support the car’s bucket seats. Front and rear lug-
gage-compartment bins made by MFG use ultralight SMC with a spe-
cific gravity below 1.0 — indicating that each part would float in water.
A die-cast magnesium crosscar beam bolts between the A-pillars to
rigidly support the dash panel. For the first time, the Corvette’s bottom
surface is flat and smooth to minimize aerodynamic drag.
One enduring C7 owner gripe is front-tire chatter during cold-
weather, full-steering-lock maneuvering. According to Juechter, con-
siderable effort was invested in remedying that shortcoming.
“In the past, we pushed our front-engine performance limits with
near-racing tire compounds and steering geometry favoring han-
dling,” he said. “Unfortunately, below 40-degrees F, this results in
stick-slip tire chatter that owners notice. To improve this in C8, we revised
the steering geometry to improve the Ackermann correction and walked
back a bit from our previous aggressive tire compounds because they’re
less essential with mid-engine to achieve our performance goals.”
The net result, Juechter noted, “is nowhere near as much stick-slip
chatter as we had in C7, even with the tighter turn circle provided in
C8’s equipped with our MR (magnetorheological) dampers.” Now in
34 April 2020
The C8 team had to rethink Corvette’s foundation brakesets to
meet stricter global regulations for brake dust emissions.
their fourth design generation, the highly effective MR
dampers supplied by BWI cost $1,895 over the $5,000
Z51 Performance Package.
The Corvette development team collaborated five years
with Michelin to develop new run-flat tires for C8. The
base rubber is a Pilot Sport ALS (all season) while Pilot
Sport 4S (summer only) radials are included with the Z51
option. This is the first application of all-season tires on
the Corvette, which should encourage owners to use this
supercar more months of the year in northern climes.
Juechter is on record not wanting C8 to be a hand-
ful at the cornering limit — a preference dating to his
youth under the wing of a fighter-pilot father who en-
joyed owning and driving Porsche 911s. “We definitely
didn’t want our first mid-engine effort to earn a repu-
tation as a car that’s tricky at the limit,” he asserted.
“There are numerous variables that must be addressed
to achieve benign, totally controllable handling. By
that, I mean near-neutral characteristics on the track
with a bit of understeer during normal street driving.”
A key variable is lateral compliance, which begins at
the tire sidewall and continues through the wheel’s con-
FROM LEFT: GM; LINDSAY BROOKE
struction, wheel bearings, suspension knuckles, rubber
bushings and control arms all the way to the suspension
anchor points on the spaceframe. “We want the tire’s
stick-slip characteristics to be very progressive with
gradual changes in the coefficient of friction,” Juechter
explained. Suspension geometry was tailored to provide
a small amount of steering into the turn as the car rolls.
The lateral compliance built into the suspension bushings
AUTOMOTIVE ENGINEERING
 SECURE
2020 CORVETTE | VEHICLE DEVELOPMENT FEATURE

Metal-To-Metal
SEALING

Developed in parallel with the 2020 Corvette Stingray, the C8.R racecar driven by Antonio Garcia,
Jordan Taylor and Nicky Catsburg earned a fourth-place finish in its maiden race at the Rolex 24 At
Daytona to start the IMSA WeatherTech SportsCar Championship. The trio completed 785 laps for
2,794.6 miles — the greatest distance for any Corvette entry in Rolex 24 history.
also provides a few minutes of steer angle
under high lateral loading, he said.
Engine-mounting strategies were also
deliberated, with the team deciding to
“softly” mount the LT-2 V8 for vibration
isolation. “But you definitely don’t want a
two-stage step function when the engine
reaches the limit of its roll,” Juechter ex-
plained. “So, the compliance and damp-
ing built into the engine mounts are also
important.” Finally, spring, anti-roll bar
and damper calibrations were selected to
work with all the other variables to give
the driver the perception of a totally inte-
grated driving experience.
Dimensional factors
In the plan view, the 2020 Corvette
Stingray has a fighter-jet look with an
aggressively curved nose tip and front
corners drawn back tight — seemingly a
triumph of styling over engineering. The
car also is 2.2 in (5.6 cm) wider and 5.3
in (13.5 cm) longer than its C7 prede-
cessor. The increase in length is attrib-
utable to ergonomic and storage im-
provements. Fore-aft seat travel was
increased by an inch (25.4 mm) and the
seat-backrest recline angle doubled, to
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“We prefer long suspension travel with expansion sleeve, safely sealing
lower spring rates than are common in drilled holes with leak-proof
competitors. Shortening the halfshafts reliability, and no need for threads
isn’t practical because that increases or chemical compounds. Ideal for
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equipped with the Z51 performance
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Juechter acknowledges that the wid-
er fenders and rear tires are responsible
for a frontal area that’s slightly greater
in C8 (2.075 m2/22.3 ft2) than in C7
(2.023 m2/21.78 ft2). Because aerody-
namic downforce is notably greater
with the Z51 performance package, a
C8 so configured has an 0.322 drag co-
efficient versus C7’s 0.313 Cd.
The bottom line is a 2020 Corvette

18 degrees, to better accommodate tall Stingray chassis and body engineered to

occupants. The C8’s extra length also
provides storage space in the rear trunk
for the removable roof, a feature con-
sidered essential in Corvettes.
The increase in overall width is due to
wider rear tires and wheels. “It’s not
practical to tuck them in closer to the
fully exploit the performance strides de-
livered by the SAE-certified 495-hp LT2
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MID-ENGINE
HISTORY
OF THE
FUTURE
Highlighting the many benefits of a century-old vehicle layout whose golden era
is with today’s performance cars.
W
hat do a 1901 Curved-Dash Oldsmobile, a 1936 Auto
Union Grand Prix car and the 2020 Acura NSX Hybrid
and the new 2020 Chevrolet Corvette have in common?
Their engines are located between the front and rear
axles, behind the driver. The so-called ‘mid-engine’ drivetrain layout
has found favor in passenger cars, mostly at low volume, since the
beginning of the automotive age. It’s been popular in various transit
and school buses and fire apparatus as well.
Leading-edge racecar engineers, such as those at Auto Union and
Mercedes-Benz in the 1930s, chose mid-engine over alternative
powertrain layouts to minimize the vehicle’s polar moment of inertia
(or rotational inertia)—a physical object’s resistance to rotation
about any axis. In cars, a larger polar moment of inertia is typically
created by a large distance between the vehicle’s major masses. In
such layouts, higher forces are required to stop and start any turning
36 April 2020
by Lindsay Brooke
maneuver. The vehicle is less agile as a result.
By adopting mid-engine layouts, handling, braking
and acceleration are improved via substantially in-
creased rear tire loading — as GM engineers note in
our C8 Corvette development feature on page 30.
There are weight distribution and cooling benefits in
some applications, too. By contrast, mid-engine com-
mercial vehicle designs offer packaging benefits.
Mid-engine mania was slated to be a highlight of
WCX 2020, until the event was cancelled due to the
COVID-19 pandemic. What potential SAE show-goers
missed was the SAE Mobility History Committee’s
“History of the Future: Mid-Engine Revolution” — an
engaging showcase of early-to-modern mid-engine
vehicle examples.
Last year’s blockbuster film “Ford vs. Ferrari”
grossed over $225 million and earned two
technical Oscars, but its real star was the
Ferrari-thumping Ford GT racecar shown in
cutaway illustration here. SAE readers who
want the full lowdown on this mid-engine
LeMans-winning legend can download
the five SAE Technical Papers originally
published on the car in the 1960s. Go to
sae.org/publications/technical-papers and
search for: The Ford GT Sports Car, 670065
(Roy Lunn’s masterpiece paper); Mustang 1
development, 611F; Ford GT Engine, 670066
and 670067; Ford GT Electrical and Ignition,
TOP: ACURA
670068; Ford GT Transaxle, 670069; and
Ford GT Driveshafts and Brakes, 670070.
Where else but at SAE can you find this stuff?
AUTOMOTIVE ENGINEERING
 VEHICLE ENGINEERING | MID-ENGINE CARS FEATURE

Introduced with a conventional

3.0-L V6 powertrain in 1990,
the Acura NSX proved that
mid-engine high-performance
sports cars don’t have to be
costly, high-maintenance
exotics. Honda’s packaging
brilliance shines in the NSX
Hybrid launched in 2016,
boasting lowest-in-class Cg
and super-compact drivetrain.

“Although mid-engine vehicles have recently been in
the news, our display demonstrated that this design con-
figuration is not new, and perhaps the original drivetrain
layout,” noted Len Kata, the MHC chair. The WCX display,
he said, aimed to “enlighten visitors regarding the history
of mid-engine technology,” spanning 1903 to the present.
Vehicles to have been displayed included a 1903 Olds chassis; 1909 Buick
Model F; 1948 Citroen Traction Avant; 2006 Ford GT; 1970 Porsche 914,
and an extensive Acura NSX Hybrid display with a chassis and full vehicle.
“As always, our mission is to present the history of mobility in a
manner that engages interest and inspires further study and interpre-
tation of our heritage,” Kata said.

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software from the research phase all the way through to produc-
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(DDS) standard, it implements “data-centric” connectivity that
offers a virtual “distributed shared memory,” allowing advanced
algorithms to get all the data they need while reducing in-vehicle
wiring. The DDS standard is specified by automotive ecosystems,
including ROS2, AUTOSAR and several commercial designs.
For more information, visit http://info.hotims.com/76514-403
AUTOMOTIVE ENGINEERING
 PRODUCT BRIEFS

Extraction and real-time simulation Internal combustion engine toolkit

Brüel & Kjær Sound &
Vibration Measurement
A/S’ (Duluth, Ga.) 2019.1
release of its NVH
Simulator brings an ex-
panded ability to model
electric and hybrid ve-
hicles, along with more
than 200 other improve-
ments and enhancements. “One of the challenges associated with
electric vehicle sound is the phenomena of non-zero-crossing and
‘negative’ orders,” said Dave Bogema, Brüel & Kjær’s product
manager. “These arise from the operation of the power electron-
ics controlling the motor. Typically, this manifests as tonal har-
monics increasing and decreasing in frequency simultaneously,
centered around a higher-frequency tone. These harmonics have
been difficult or impossible to extract from a measurement.” With
the 2019.1 release, these tonal harmonics can be extracted from a
measurement and resynthesized in real-time driver-in-the-loop
simulations using the NVH Simulator software. It enables auto-
makers to create and evaluate virtual NVH prototypes.
For more information, visit http://info.hotims.com/76514-404
DEWESoft, LLC
(Whitehouse,
Ohio) provides a
total solution for
engine research,
development, opti-
mization and for
component devel-
opment and test-
ing, such as ignition systems, exhaust systems, and valve control
gear. SIRIUS data-acquisition systems and the Dewesoft X data
acquisition software offer easy measurement and analysis of
internal combustion engines (ICE) of any type (gasoline, diesel,
etc.). The system supports angle and time-based measure-
ment and uses sophisticated algorithms for online or offline
mathematics and statistics to calculate heat release and other
thermodynamic parameters. In addition to combustion analysis,
the same system also can be used for power analysis. Availability
to measure high voltage and current signals, the DEWESoft solu-
tion is suited for the hybrid engine and powertrain testing. The
combustion analyzer system can be used on all types of vehicles
with ICE, including passenger cars, trucks, ship and motorcycle.
For more information, visit http://info.hotims.com/76514-407

Ergonomic button plugs

The BPDE Series of ergonomic button
plugs from Caplugs’ (Buffalo, N.Y.) can
be used to close up and seal holes in a
variety of products, including auto bodies, tanks and industrial
machinery. The plugs feature a domed top for a smoother, more
aesthetically pleasing finish. Manufactured with pliable FlexTemp
thermoplastic rubber, the company claims the plugs are versatile
and easy to install. Held in place by a bead, BPDE Series plugs
will stay secure until deliberately moved, delivering dependable
protection from foreign-object debris.
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Friction stir welding

Friction stir welding (FSW) technology
from AdvanTech International (Somerset,
N.J.) in collaboration with partner Krico
Company Limited (Taiwan/Vietnam) is a
process that allows for complex materials
to blend together becoming one single
unit. FSW allows for the thermal effect of the joint to be small,
minimizing deformation and maintaining mechanical properties
of the base materials. Compared to MIG welding, FSW elimi-
nates pinholes, reducing porosity and air leakage. An additional
benefit of friction stir welding is increased tool life, as fillers or
gas sealants are not required. According to AdvanTech
International, there is no need for pre-machining or washing
process, which provides a cost advantage.
For more information, visit http://info.hotims.com/76514-406

AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76514-717 39

 ADVERTISEMENT

BORGWARNER INC.
3850 Hamlin Road
Auburn Hills, MI 48326 ELECTRIC
Phone: 248-754-9200
borgwarner.com

Company Description
BorgWarner Inc. (NYSE: BWA) is a global product leader in
clean and efficient technology solutions for combustion, Integrated Drive Module Torque Vectoring
hybrid and electric vehicles. With manufacturing and tech- Dual-Clutch
nical facilities in 67 locations in 19 countries, the company
employs approximately 29,000 worldwide.

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Transforming vehicles to more fuel efficient, cleaner tech-
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 ADVERTISEMENT
EATON
26101 Northwestern Highway
Southfield, MI 48076
Phone: 248-226-6200
www.eaton.com
Company Description
Eaton’s mission is to improve the quality of life and the
environment through the use of power management tech-
nologies and services. We provide sustainable solutions
that help our customers effectively manage electrical, hy-
draulic, and mechanical power – more safely, more effi-
ciently, and more reliably. Eaton employs 97,000 people
worldwide and sells products to customers in more than
175 countries. Eaton 2019 revenues were $21.4 billion. For
more information, visit www.eaton.com.
Eaton’s extensive portfolio of valvetrain solutions such as Cylinder
Deactivation (CDA), that optimize the control of engine air flow,
enable the next generation of clean combustion engines for
passenger cars, commercial vehicle and industrial diesel engines.
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InfiniTrac™ is Eaton’s proven electronic limited slip differential,
providing fully variable torque distribution from open to full-lock.
Speed-sensing rapid response improves traction at all speeds
enhancing mobility and driver confidence. Scalable technology across
platforms that packages within beam or IRS axles – no special carrier
design required.
Products/Services Offered
Stringent regulations are driving fuel economy improve-
ments and reduced emissions. Eaton’s long legacy of ve-
hicle system integration knowledge provides us with capa-
bilities to meet these customer needs. Our broad electrical
resources are helping to facilitate vehicle electrification.
Extensive engine air management system expertise en-
ables the next generation of clean combustion engines.
Innovative traction control devices provide enhanced sta-
bility and improved performance. Our award-winning TVS®
technology delivers precise air flow from advanced com-
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ted to collaborating with companies to improve how the
world moves in the future. So, bring us your technical chal-
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solutions. Because that’s what matters.
www.eaton.com
April 2020 41
 ADVERTISEMENT

TRANSPORTATION RESEARCH CENTER INC. Products/Services Offered

10820 St. Rt. 347
East Liberty, OH 43319 Dynamics
Phone: 937-666-2011 Durability
E-mail: info@trcpg.com NVH testing
trcpg.com Driver Training
Fuel Economy
Corrosion
Company Description Conference/Event Space
and Hosting
Transportation Research Center Inc. (TRC Inc.) is North Press/Media Events
America’s most comprehensive independent automotive Passive Safety
test center and proving ground. Providing a full range of Emissions
testing, validation and research opportunities for the world’s Fuels & Lubes testing
innovators in automotive and mobility technologies. Radio Antennae
On 4,500 acres, TRC Inc. operates 24 hours a day, seven Aero-Acoustics
days a week and offers numerous facilities including a 7.5- Technical Services
mile high-speed test track, a 50-acre vehicle dynamics AV/CV/ADAS
area, 9,000-foot skid pad, durability and performance Test Scenario Development
driving areas. TRC Inc. also hosts emissions, static and HAV Crashworthiness
crash laboratories on site. The latest addition at TRC is a Vehicle-Infrastructure Testing
new 540-acre complex – about two-thirds the size of Electronics Reliability
Central Park – designed to test automated driving systems HiL Simulation
– in passenger cars up to fully loaded tractor-trailers – that
use autonomous and connected vehicles, smart highways,
sensors and other innovations to make driving safer. The
SMARTCenter provides a 1.2-mile, six-lane intersection as
well as a variety of intersection types, roundabouts, access
ramps and other navigational situations that a vehicle
would encounter in everyday driving.

trcpg.com

42 April 2020 Free Info at http://info.hotims.com/76514-720 AUTOMOTIVE ENGINEERING

 ADVERTISEMENT

UMICORE AUTOCAT USA INC.

2347 Commercial Drive
Auburn Hills, MI 48326
Phone: 248-340-1040
Fax: 248-340-2471
E-mail: automotivecatalysts@am.umicore.com
www.ac.umicore.com

Company Description
Umicore is a global leader in advanced emission control
technology and offers solutions for: gasoline vehicles,
light- and heavy-duty diesel vehicles, hybrid and electric
vehicles, fuel cells, motorcycles, small engines, and station-
ary. With an extensive technology portfolio, Umicore’s en-
gineers help manufacturers as they develop and test light-
er weight vehicles, new GDI and diesel engines, new drive-
trains and other approaches.
The Auburn Hills, Michigan, Technical Center features a
state-of-the-art analytical room equipped with six analyti-
cal benches for HC, CO and NOX measurement and two
FTIRs for other gas measurement (NH3, N2O) plus equip- Products/Services Offered
ment to measure particle mass and particle number. In
addition, dual-roll, 48-in. dynamometers can test 4x4s,
all-wheel-drive (AWD) vehicles and hybrids per the U.S.
Umicore Technology Highlights
Federal drive cycles as well as for Europe and Japan. Catalysts for all diesel applications:
• Selective Catalytic Reduction (SCR)
• SCR on Diesel Particulate Filters (SDPF)
• Catalyzed Diesel Particulate Filters (cDPF)
• Diesel Oxidation Catalysts (DOC)
• NOX Storage Catalysts (NSC)
• Passive NOX Adsorbers (PNA)
• HC-based NOX Control (HC-DeNOX)
• Ammonia Slip Catalysts (ASC)
• Corrugated SCR Catalysts

For gasoline and hybrid vehicles:

• Three-way catalysts (TWC)
• Catalyzed Gasoline Particulate Filters (cGPF)
• Gasoline Direct Injection (GDI) Lean NOX
• HC Adsorbers

For hybrid and electric vehicles:

• Rechargeable battery materials

For fuel cells:

• Catalysts
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AUTOMOTIVE ENGINEERING Free Info at http://info.hotims.com/76514-721 April 2020 43

 ADVERTISEMENT
Redundant manufacturing capabilities around the globe,
along with our well-tuned logistics capabilities, assure you
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COILCRAFT, INC. Products/Services Offered

1102 Silver Lake Road
Cary, IL 60013 Coilcraft offers a
Phone: 847-639-6400 broad selection of
Fax: 847-639-1469 products engineered
E-mail: sales@coilcraft.com to withstand ex-
www.coilcraft.com treme heat and cold.
These include RF
Company Description chip inductors, sur-
face mount and
Coilcraft offers a wide leaded power induc-
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gineered solutions to meet transformers, Flyback transformers, planar transformers,
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need for high-reliability, transponder coils, broadband chokes and EMI filters. Most
high-volume magnetics. of these parts have ambient temperature ratings of
We are one of the +140°C, +125°C or +85°C and meet the stringent quality
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Products/Services Offered
PCB Piezotronics, Inc. is a designer and manufacturer of
microphones, vibration, pressure, force, torque, load, and
PCB PIEZOTRONICS, INC. strain sensors, as well as the pioneer of ICP® technology
3425 Walden Avenue used by design engineers and predictive maintenance pro-
Depew, NY 14043 fessionals worldwide for test, measurement, monitoring,
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Company Description
PCB is a designer and manufacturer of microphones, vibra-
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Target Markets
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44 April 2020 Free Info at http://info.hotims.com/76514-723 AUTOMOTIVE ENGINEERING

COMPANIES MENTIONED
Company Page
Achates Power....................................................................................................................................................... 25
AdvanTech International...................................................................................................................................... 39
AK Steel.................................................................................................................................................................. 38
American Axle........................................................................................................................................................ 21
Aptiv........................................................................................................................................................................ 27
Argonne National Laboratory............................................................................................................................. 26
ARPA-E................................................................................................................................................................... 24
Audi..........................................................................................................................................................................14
BorgWarner............................................................................................................................................................ 28
Bosch................................................................................................................................................................. 27, 28
Brüel & Kjær Sound & Vibration Measurement A/S........................................................................................ 39
Buick......................................................................................................................................................................... 12
BWI.......................................................................................................................................................................... 34
Cadillac..................................................................................................................................................................... 12
Caplugs................................................................................................................................................................... 39
Chevrolet................................................................................................................................................................. 12
Chrysler.................................................................................................................................................................... 21
Cruise....................................................................................................................................................................... 12
DARPA..................................................................................................................................................................... 24
Delphi...................................................................................................................................................................... 27
Delphi Technologies............................................................................................................................................. 29
DEWESoft............................................................................................................................................................... 39
Ferrari.......................................................................................................................................................................16
FEV...........................................................................................................................................................................16
Fiat Chrysler Automobiles.................................................................................................................................... 21
General Motors...........................................................................................................................................12, 27, 30
GMC.......................................................................................................................................................................... 12
Hyundai..............................................................................................................................................................16, 27
Infiniti.......................................................................................................................................................................14
Insurance Institute for Highway Safety..............................................................................................................16
Jaguar Land Rover.................................................................................................................................................16
Krico Company Limited........................................................................................................................................ 39
AD INDEX
Advertiser Page Web Link
Andantex USA Inc.....................................................18....................................... andantex.com
BorgWarner Inc..................................................15, 40................................... borgwarner.com
TIAX LLC.....................................................................45.........................................TIAXLLC.com
Coilcraft................................................................ 17, 44............................... www.coilcraft.com
Create The Future Design Contest................Cover 3...............createthefuturecontest.com
dSPACE, Inc................................................................ 11.........................www.dspace.com/go/
autonomousdriving
EA Elektro-Automatik, Inc.........................................1...................www.elektroautomatik.us
EATON.....................................................................7, 41....................................www.eaton.com
.....................................................................................................Eaton.com/enginesolutions
GRAS Sound & Vibration......................................... 19..........................................www.gras.us
KOA Speer Electronics, Inc......................................23..............................www.koaspeer.com
Master Bond Inc........................................................39........................www.masterbond.com
PCB Piezotronics, Inc.........................................37, 44....................................... www.pcb.com
.......................................................................................................www.pcb.com/powertrain
Pickering Interfaces........................................Cover 4.................................pickeringtest.com
Röhm GmbH...............................................................9..............www.acrylite-polymers.com
SFC KOENIG..............................................................35.............................www.sfckoenig.com
SPE Automotive Composites
Conference & Exhibition......................................33.................www.speautomotive.com/
acce-conference
The Lee Company......................................................5..................................www.leeimh.com
Transportation Research Center Inc................. 3, 42.................................... www.trcpg.com
Umicore Autocat USA, Inc...................... Cover 2, 43.......................... www.ac.umicore.com
Yura Corporation.......................................................21.............................www.yuracorp.co.kr
AUTOMOTIVE ENGINEERING
LG Chem.................................................................................................................................................................. 12
Lightyear..................................................................................................................................................................16
Maserati...................................................................................................................................................................16
Mazda...................................................................................................................................................................... 22
Mercedes-Benz.......................................................................................................................................................14
MESSRING.............................................................................................................................................................. 38
Mentor..................................................................................................................................................................... 38
MFG......................................................................................................................................................................... 34
Michelin..............................................................................................................................................................21, 34
Molded Fiber Glass................................................................................................................................................ 34
Nissan.......................................................................................................................................................................16
Nissan Motor Co.................................................................................................................................................... 25
Pininfarina...............................................................................................................................................................16
Porsche............................................................................................................................................................ 20, 30
Real-Time Innovations.......................................................................................................................................... 38
Rivian....................................................................................................................................................................... 13
ROHM...................................................................................................................................................................... 38
SAE International.............................................................................................................................................12, 25
Shape Corp............................................................................................................................................................. 34
Southwest Research Institute............................................................................................................................. 26
SunPower................................................................................................................................................................16
Tesla.......................................................................................................................................................................... 13
Thomas Technik and Innovation......................................................................................................................... 34
Toyota.................................................................................................................................................................16, 27
Toyota Motor North America...............................................................................................................................48
Tremec.................................................................................................................................................................... 32
Tula Technology.................................................................................................................................................... 27
University of Eindhoven........................................................................................................................................16
University of Michigan....................................................................................................................................25, 28
University of Wisconsin-Madison....................................................................................................................... 26
Virginia Tech Transportation Institute................................................................................................................14
Volvo................................................................................................................................................................. 14, 28
AD INDEX
FOR SALE
Used 220 kW absorbing/200 kW
motoring AVL APA 202 Asynchronous
A/C dynamometer, bed plate, rack
mount dyno controller, and
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Contact: Joe Centofanti,
Centofanti.Joe@TIAXLLC.com
781-879-1285
Free Info at http://info.hotims.com/76514-724
April 2020 45
UPCOMING WEBINARS
FROM DRUDGERY TO THE EFFECTIVE
USE OF DESIGN AND PROCESS FMEAs
Wednesday, April 1, 2020 at 2:00 pm U.S. EDT
Speaker:
In this 30-minute Webinar, an expert in new product development
incorporating FMEAs will address the essential elements required
for an effective process. He will also discuss critical methods and
approaches to achieve both initial and long-term improvements in
product development, introduction, and continual improvement.
Dave Watkins
Executive
Vice President
and Principal
Consultant,
Sponsored by: Hosted by: Omnex Inc.

For additional details and to register visit: www.sae.org/webcasts

HEAVY-DUTY ENGINE DESIGN FOR A

TRANSITIONING MARKET
Thursday, April 2, 2020 at 12:00 pm U.S. EDT
Speakers:
An uncertain regulatory climate. Augmenting
with electrification. The potential for automated
and partially automated vehicle operation.
All these trends are affecting the way engine
developers are approaching near-term engine
Pierpaolo Biffali Mihai Dorobantu, Larry Fromm
design and development cycles. This 60-minute Vice President, Ph.D. Executive
Technical Webinar from the editors of SAE Product
Engineering,
Director,
Technology
Vice President,
Chief Commercial
International examines emergent engine design FPT Industrial Planning and Officer,
Government Achates Power
and technology trends that are likely to advance Affairs, Eaton
Vehicle Group
as smart choices in a transitioning environment
of on- and off-road heavy-duty engines.

Sponsored by: Hosted by:

For additional details and to register visit: www.sae.org/webcasts

UPCOMING WEBINARS
COLLABORATIVE ROBOTS: ARE THEY
AS SAFE AS THEY SOUND?
Thursday, April 30, 2020 at 1:00 pm U.S. EDT
Speaker:
Collaborative robots are the fastest growing segment in industrial
robotics – for good reason. They’re flexible, easy to program, and
when compared to their “older generation” industrial counterparts,
far safer and less expensive, as well as faster to deploy. This
60-minute Webinar provides insight into cobot safety, looking at
Roberta
how cobots are safer than “old” industrial robots, defining terms Nelson Shea
such as “power and force limiting” and “protective stop,” and Global Technical
Compliance
exploring the importance of risk assessments. Officer,
Universal Robots

Sponsored by: Hosted by:

For additional details and to register visit: www.sae.org/webcasts

USING SIMULATION TO DESIGN ROBUST

ADHESIVELY BONDED STRUCTURES
Available On Demand
Speakers:
In this 60-minute Webinar, Dr. Mark Oliver from Veryst
Engineering shares two case studies of using the
COMSOL Multiphysics® simulation software to predict
the strength and improve the performance of adhesively
bonded structures: a structural adhesive joint and a Mark Oliver, Tobias Gasch,
stretchable electronics device. Through these examples, Ph.D. Ph.D.
Managing Developer,
he provides a brief introduction to the method of Engineer, COMSOL
cohesive zone modeling and the experimental methods Veryst
Engineering
used to calibrate these models.

Sponsored by: Hosted by:

For additional details and to register visit: www.sae.org/webcasts

Q&A
Toyota focuses its advanced-mobility R&D
With a growing number of R&D activities centered on ad- What’s the current state of advanced mobility?
vanced mobility, defining and aligning the efforts are the goals There are a lot of small bets being placed because people are
of a newly created position at Toyota Motor North America: trying to understand where the value proposition is and what
Group VP of Advanced Mobility R&D. In that role, Jeff type of benefit can be provided.
Makarewicz is focused on technical, business and product strat- A lot of disruptive technologies are going through a hype-
egy/planning. curve right now, and sometimes an over-hyped technology
Makarewicz was previously the group VP of the Vehicle, can set false expectations. The hype cycle is really a learning
Quality, & Safety Engineering function responsible for Vehicle curve, so that’s why there is some pull-back and some con-
Performance, Materials Engineering, Safety Research and solidation with ride-share programs and automated shuttles.
Quality Promotion. He joined TMNA R&D in 1990 as an engi- The takeaways are: We don’t want to adopt too early. We
neer in the Materials Engineering don’t want to give up too soon and we
Department and has held various also don’t want to adopt too late. So,
positions in the areas of product placing small bets and learning early is
planning, research, design, develop- important.
ment and evaluation.
SAE’s Detroit reporter Kami Why is proof of concept important for
Buchholz recently talked with advanced mobility?
Makarewicz at the TMNA R&D center We have five local chief engineers who
in Saline, Michigan, to learn more. are leading our unique vehicle develop-
Highlights from their conversation: ment work in North America. They need
to have a warm-fuzzy feeling for a new
How is Toyota approaching ad- technology before they agree to apply it
vanced mobility? on a vehicle, and a proof of concept helps
It begins with redefining what we provide that feeling that a technology is
want to be as a company. Toyota ready. We don’t want to risk deploying
started as an automated loom man- something before it’s ready. Proof-of-
ufacturer, transitioned to an auto- concept also helps our researchers.
mobile maker and now we’re shift- If you only do research work and
ing to being an auto-mobility pro- Makarewicz there’s no connection to a vehicle or a
sees a ‘huge
vider. Our goal is to improve the product, sometimes you can’t recognize
standardization
quality of life by finding better ways gap.’ what’s required to make a technology
to move and connect people and ready.
things, with a primary focus on safe-
ty, freedom of movement and sus- “A lot of small bets are What’s falling short for advanced
tainability. Trucks, SUVs, and sedans mobility?
are part of our mobility future, but being placed…We don’t We need better cooperation between
we’re also looking at other areas to
apply the Toyota DNA.
want to adopt too early. We government and industry. Many auto-
mated technologies are being devel-
For instance, we have proof-of- don’t want to give up too oped without regulations. We have
concept fuel-cell electric trucks
delivering goods to distribution
soon and we also don’t want guidelines for self-certification. But
there is still a huge standardization gap.
centers from the Port of Los to adopt too late.” We’re on a number of SAE commit-
Angeles. We’re using a pair of 114- tees looking at the safe deployment of
kWh hydrogen fuel-cell stacks, lev- SAE Level 4/5 [automation]. We’re also
eraged from the Toyota Mirai sedan, a member of the Michigan Governor’s
to create a 500-kWh (670 Council for Future Mobility. So, while
hp)/1,375 lb-ft (1,864-Nm) things are happening, we need govern-
Kenworth Class 8 electrified truck ment and industry working together to
KAMI BUCHHOLZ

that emits only water vapor. accelerate the activities.

48 April 2020 AUTOMOTIVE ENGINEERING

 Imagine soaring to new heights, achieving global recognition and flying away with $20,000.
You can make your dream a reality by entering our 2020 Create the Future Design Contest.
By submitting your most innovative product ideas, you could help shape the future!

Visit: CreateTheFutureContest.com
Entries: Accepted beginning March 1, 2020
See the website for contest rules and regulations

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