Testing Info

www.AutomotiveTestingTechnologyInternational.
com March 2010
MARCH 2010
Michel Balthazard, Renault
Model behavior
Few have more experience
in developing hot hatches
than Renaults senior vice
president of pre-engineering
Simulation gets taken up a notch at Fords
Numerically Intensive Computing Center
Audi A8 Future proving

The test program for Audis flagship What will proving grounds offer
makes for comfortable reading in 2020? Find out here
Air force Get blown away by the latest developments at

RUAG and Windshears wind tunnel facilities
UKIP Media & Events Ltd
Jaguar XJ Chevy Spark Mustang site visit

The sedan everyone is talking It may be small in stature, but the Join Jim McCraw on a tour of the
about: the sleek XJ is the latest Spark may be the biggest car GM headquarters of the worlds
part in Jaguars renaissance has developed in recent years biggest dynamometer specialist
www.AutomotiveTestingTechnology International.com
Silencing noise and perfecting sound
Increase the acoustic performance of your vehicle
Easily comply with industry standards

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CONTENTS
COVER STORY
056
038 Wind tunnels
Impressive advances are taking place
at wind tunnel facilities around the world
004 032
WHATS NEW
004 Audi A8
Audis flagship model has evolved
to become a benchmark in comfort
008 Jaguar XJ
Jaguar has stopped looking back
with the new, futuristic XJ
010 Chevy Spark
It may be small, but it is all-new
and hopes to take over the world
012 Automotive Testing Expo India
The inaugural event showed that Indias
automotive development industry is going
from strength to strength
014 Supplier Interview: FEATURES
Applus IDIADA
Carlos Grasas, CEO of our Company of the 032 Automotive Center of Excellence
Year, explains his philosophy for the future An advance preview of the wind tunnel
facility at the GM-backed Automotive
016 Automotive Testing Technology Center of Excellence in Ontario, Canada
International Awards
The winners give their reactions 044 Proving grounds in 2020
What will proving grounds look like in
030 Proving grounds a decade? The experts gaze into the future
Keith Read brings you the latest proving
ground news from around the world 050 Renault
Michel Balthazard, vice president of
pre-engineering at Renault, discusses
his passion for hot hatches
056 Simulation
Steve Kozak from Fords Numerically
Intensive Computing Center and industry
veteran Hans-Hermann Braess explain
the virtual world
062 Mustang tour
050 044
Jim McCraw enters the world of
dynamometers at Mustang Advanced
Engineerings headquarters
March 2010 www.AutomotiveTestingTechnologyInternational.com 001

CONTENTS
018
REGULARS
Theodore
Editors note
Eagle-eyed readers may So what can be done? Clearly,
Lessons from Avatar
have noticed some vehicle Toyota is doing all it can to rectify
020 Read development stories in the news the physical problem. However,
Can testing cover everything? of late. Yes, the Toyota saga with a tumbling share price, a
continues. knock to the companys image that
024 10 questions The media, and consequently will take some time to recover from,
Massimo Fulfaro from Fiat Powertrain the public, seem to have become and a general feeling of betrayal
Technologies, program manager of our quite hysterical over the Toyota (even the angle of Akio Toyodas
Engine Development Team of the Year, recall dbacle that is dominating bow when apologizing is now
headlines. But serious recalls being criticized for heavens sake),
tells us what drives him
happen all the time. Indeed, if the it will have to be something big.
026 Ask the experts scaremongers were to combine Perhaps greater investment in
The panel is given a tough choice Fords recall figures of late (over test procedures, to match its
14 million, trivia fans), and those (until recently) ever-expanding
028 Ask Alex of Ford and GM over the years, they sales volumes? Perhaps a proactive
Our resident automotive lawyer contemplates would fi nd Toyota humbly taking agreement with the NHTSA to aid
the legal status of a recalled vehicle not second, not third, but sixth its fairly toothless efforts to enforce
place overall. Surely a sticky pedal safety concerns?
028 Recall roundup or a curling floormat are not worthy In the meantime, a number of
The latest vehicle roundup news of sharing airtime with the exciting, unscrupulous drivers who have
from the first quarter of 2010 headline-grabbing risk of fi re? been involved in speed-related
Apparently they are and then accidents when driving a Toyota
084 Testbed legends some. Im not making light of the have found not only a convenient
A tribute to the Aurora, an ugly concept Toyota issue without a doubt excuse, but also an opportunity
with a good soul, and a hell of a story there is a serious safety problem, to blame the wealthy Toyota. Such
but weve had worse before. behavior is unspeakable when
Could it be the Toyota association some have genuinely suffered
PRODUCTS AND SERVICES that is creating the interest? through an engineering fault.
Good old Toyota. A solid The only upsides are a greater
066 Cross-drive transmission test bench brand that buyers can rely on. public interest in vehicle quality
068 Full-scale commercial rolling No nonsense, no ego, no opinion- and durability, and greater scrutiny
road wind tunnel dividing styling, just good, well- of supplier-sourced components
designed, impeccably engineered and units. Because lets not forget
070 Putting the human touch
and manufactured cars for the that Toyota doesnt actually
in automotive testing
masses. Dont know about cars, manufacture the pedal assemblies
072 Optimized combustion: increasing but want something decent and in question, though admittedly
diesel efficiency reliable? Buy a Toyota. Theyre it should adopt stricter test
074 Success reported in exhaust gas unstoppable apparently. procedures for components if it
measuring system For many Toyota owners, a safety is to escape further headlines. As
075 Complex test system realized issue on their faithful mode of should all OEMs: with such public
077 Products and services directory transport is akin to discovering and media interest, someone else
that their faceless mailman might suffer the limelight soon.
of many years is a serial killer. Adam Gavine
Editor Production manager Proofreaders CEO

Adam Gavine Ian Donovan Frank Millard Tony Robinson
Production team Nick Shepherd Managing director
Editorial assistant Joanna Coles, Lewis Hopkins, Contributors Graham Johnson
Bunny Richards Carole Doran, Emma Uwins John Challen, Brian Cowan, Sales and marketing director
Chief sub-editor Art director Alex Geisler, Dave Gorschkov, Dominic Cundy
Alex Bradley James Sutcliffe Graham Heeps, Nick Kurczewski, Publication manager
Sub-editors Design team Peter Lyon, Jim McCraw, Mike Jason Sullivan
William Baker Louise Adams, Andy Bass, Magda, John Miles, Keith Read, International sales
Christine Velarde Anna Davie, Andrew Locke, Michael Scarlett, Dean Slavnich, Rob Knight
Craig Marshall, Nicola Turner, Richard Stobart, Chris Theodore Circulation manager
Julie Welby, Ben White Suzie Matthews
The views expressed in the articles and technical papers are

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002 www.AutomotiveTestingTechnologyInternational.com March 2010

WHATS NEW

WHATS NEW
A8 by numbers
Audi A8 4.2 TDI
Engine: 90 4134cc V8
Power: 350bhp@4,000rpm
Torque: 800Nm@1750-2750rpm
Transmission: Eight-speed tiptronic
Performance: 0-62mph in 6.6 sec,
155mph (249km/h) top speed
(governed)
Economy/emissions: 37.2mpg
combined cycle/199g CO2/km
Suspension: Five-link front,
trapezoidal rear, air suspension
Curb weight (DIN): 1995kg (4398 lb)
Vehicle length: 5137mm
Vehicle width: 1949mm
Vehicle height: 1460mm
Audi A8
In a segment with some of the most demanding customers, the new A8 has
some tough demands to meet. Whether in the front or the back, customers can
enjoy the comfort of this model
WORDS BY ADAM GAVINE

WHATS NEW
There are changes afoot in the luxury sector. No

longer is the Jaguar XJ the old mans car, a Bentley
is as likely to carry a pop star as a head of state,
and the Audi A8 is no longer the slightly leftfield, sporty
option. Now boasting grander styling, and quite the highest
quality interior in its class, A8 is looking to steal customers
from the benchmark luxury car: the Mercedes-Benz S-Class.
As Mischa Elhers, head of marketing for A8, explains,
In this sector, customers in Europe mainly want a sporty
car, but in the US they want sporty and luxurious, and in
Asia they want luxury and prestige. So the goal with new A8
was a sporty design with more prestige.
Gregor-Fritz Gongoll, head of project steering and
technical development for the A8, adds: A lot of people
me included expected the design of the D4 [the code for
the new A8] to be a sharpened D3. With the new design, I
hope we meet the expectations of more customers.
Everything we did with the D4 program was backed by
management decisions, which made things easy we knew
what to do and how to do it, and we just did it.
The story began in 2005. We had mules with the D3
bodyshell running with a new engine, transmission, exhaust,
and suspension almost five years ago, recalls Gongoll. For
five years, the vehicles have been on the road in different
evaluation steps. In the first steps, there was only one vehicle
available, which made it tough to evaluate. We wanted the
complete engineering division to have the same target. For
example, when dynamic steering was ready, the other areas ABOVE: Round lights the keen driver, to the cost-conscious chauffeur. The key
needed to know so the different networks in the car could are for squares. The factors in achieving this have been light weight, a revised air
new A8 features all-
work together. Every system should know what every other LED lighting
suspension, and clever powertrains.
function is doing. Therefore, we started by making sure Again the A8 is the lightest in its class, with its aluminum
there was a clear understanding, working up from one level body weighing 231kg (509.27 lb): in steel, the body would
to the next to ensure the test vehicles were working properly weigh about 40% more. The structure of the Audi Space
and that the cars built were functional. It worked well. Frame (ASF) body comprises aluminum extruded sections
All five years of the project saw a lot of winter and and pressure diecast parts. The aluminum panels are joined
summer testing, with trips to South Africa, Sweden, Finland by friction connections, and 13 different aluminum alloys
all over the world, says Gongoll. I even had to order a new are used. The combined weight of all the castings is 3kg
laptop because at temperatures of 50C or more, my laptop (6.61 lb) less than with the previous model. A new fusion
gave up! Its the same in the cold if you do tests at -40C alloy has also been used to increase the strength of the high-
with seven cars and seven drivers, the changes between strength body components and save weight.
them are very quick! But over a timespan of five years, a lot This light weight, combined with changes to the engines
of problems were solved and improvements were obvious. that have yielded fuel savings of up to 22%, offers economy
Track tests took place at Nard, Wolfsburg, Nrburgring, of up to 39.2mpg (6L/100km) and low emissions of 159g/
and Audi/VWs test facilities. In Germany, we also used km of CO2 (255.89g/mile). Admittedly, this figure is for the
the VW proving ground in Ehra-Lessien, as well as the Audi forthcoming front-wheel-drive 3-liter TDI model, but it is
proving ground in Neustadt. We spent a lot of time testing impressive nonetheless.
the suspension options. Even in sports mode the suspension Of course, the light weight also benefits the dynamics.
is not like an RS car in the A8, the customer needs to be Developments to the ASF mean that static torsional stiffness
comfortable and arrive relaxed. has increased by 25% compared with its predecessor. The
Comfort has been a key element of the D4 test program. dynamic torsional rigidity of the body improved 15%, and
Audi has made the slightly risky decision to try to please its lightweight quality the relationship between weight,
everyone with this car, from the businessman in the rear, to torsional stiffness, and size improved 20%.
Why choose an A8 LEFT: The Multi

Media Interface can
Mischa Ehlers, head of product If you want real comfort and now be operated
using a fingernail.
marketing for the A8, states, If nothing else, then maybe the S-Class
Drivers can scrawl
you look at an S-Class, 7 Series, etc, is the way to go. If you want a sporty
instructions for
they are very good cars and are at car, the 7 series is a good way to go, functions such as
the top level of engineering. The but it lacks comfort. If you want a car satnav on to the pad
main difference is that the A8 has the with both comfort and sportiness without taking their
aluminum spaceframe. The S-Class then the new A8 is the way to go. And eyes off the road
is very comfortable, but if you drive none of the others have this level of
it yourself and want to be sporty, it interior. You wont find this level of
finds its limits very quickly even precision and materials in a 7 Series
the AMG models. or S-Class.

WHATS NEW
ADMA
Lightweight contender
Audi has increased the strength strength of more than 250N/mm2 five
of the higher-strength body complete A8s could be suspended from
components (up to 25% stronger) in a strip of this material only 13mm (0.51
the A8, reducing material thickness in) thick and 30mm (1.18 in) wide.
and weight by up to 20%. This There is a cover layer on both sides, Inertial / GPS System for
achievement is due, in part, to and each of the cover layers represents
an innovative composite material for approximately 10% of the total
Vehicle Dynamics Testing
the aluminum sheets called a fusion thickness. With a conventional
alloy, which alone saves 6.5kg (14.33 aluminum sheet, this is roughly 0.2mm
lb). For the load-bearing parts of the (0.01 in) for both together. The cover
GPS synchronized
structure, 15 fusion panels are used. layer helps to ensure that the panels easy to use
The core layer of the new material can be shaped easily in the press,
is made of an alloy having a tensile despite the high-strength core. fast set-up
maintenance free
low data latency
Torsional stiffness has increased by
25% compared with its predecessor
The biggest revelation with the new model is the adaptive GeneSys
air suspension. There was some criticism of the D3 as the Elektronik GmbH
range between the three modes wasnt as pronounced as it is

now, states Gongoll. Sport mode remains a sport mode,
but the car is more comfortable. This is one of the biggest Vehicle Dynamic Testing
benefits. Its tough to explain but easy to realize in the car. Adjustment of Chassis Systems
This setup was made possible through new algorithms Comfort Analysis
and some new hardware. In addition, the struts have been Tire Testing
newly developed; their increased air capacity enables a soft Deceleration / Acceleration Testing
characteristic, even without an auxiliary accumulator. Road Survey and Monitoring
Also, the friction of the regulated dual-tube shock Highly precise Positioning
absorbers was reduced by around 10%. The low-friction Verification of Simulation Models
coating on the dampers, between the piston rod and the Steering Robot Guidance
seals, reduces reaction times after bumps. The suspension is Verification of Driver Assistance
very responsive, says Gongoll. Systems
To enhance comfort further, the engineers targeted and
minimized all vibration levels at contact points between the
passengers and body . To avoid resonances, the engineers
also isolated the large components eigen frequencies (all
below 40Hz), such as the axles and the engine.
It has been a tough program, but looking back over the
five years, Gongoll is satisfied. From a technical standpoint,
you have to force yourself to be patient. If you had seen the cars
GeneSys
five years ago and with the functions that were operative Elektronik GmbH
then, it is just a fragment of what you see now. There comes GeneSys Elektronik GmbH
a point where you have to rely on yourself and what everyone In der Spck 10
agreed on: that in six months you will see the next design 77656 Offenburg / Germany
step. You have to believe in what you and a big team of Tel. +49 781 / 96 92 79 -0
people have agreed on. It was very exciting there were days Tel. USA: ~ 248 465 9000
in between that were disappointing, but thats life. We never adma@genesys-offenburg.de
gave up and we continued that was the toughest part. www.genesys-adma.de
Expertise in
GPS and Inertial
Metrology
WHATS NEW
g
Jaguar XJ
The lynchpin of Jaguars renaissance is finally although well over 1.5 million
miles were clocked-up virtually.
get to a car. In reality, the car
is just the confirmation.
ready, and for once, the XJ is not looking back We no longer tend to focus When it came to emissions
WORDS BY KEITH READ on bogey mileages, says Atkin. compliance testing, Jaguar opted
Its more about the robustness for a mixture of simulation and
Increased simulation ABOVE: The XJ has eschewed traditional of the engineering standards in driven tests. For durability, it
and virtual evaluation is styling in favor of flair and technology the tests and to what extent we employed its new rig facility at
BELOW: Jaguar evaded the car spies
changing vehicle development throughout the testing program by various can do them on a computer. We its Gaydon, UK facility, where
and this is graphically illustrated means, such as vinyl wrapping to have many variables and do lots a vehicle, stripped of wheels
by Jaguars test program for its resemble a BMW prototype and lots of tests before we even and transmission, has torque
new, all-aluminum-body XJ
sports sedan. The car, revealed Domesticated cat
last year and due on sale very
soon, marks a step-change for Every test program has its achieved its objective with We had very long debates
Jaguar, and following XK and challenging aspects. Not all are an all-enveloping plastic about the air management
XF, completes the introduction as unusual as those identified by camouflage. XJ completed paths for the speakers that
Rob Atkin during development of its testing, and arrived at its actually drove some changes
of three key model ranges. the new XJ The car was to be unveiling still a total surprise. in things like doors and the
Rob Atkin, vehicle such a change for Jaguar that the The other most challenging detail of the parcel shelf.
engineering manager for the camouflaging on prototypes aspect, Atkin explains, was
XJ program, estimates that had to be impenetrable. integration of the audio
increased simulation which We had to conceal the true system. With XJ we wanted
reduced development times lines and aesthetics of the to do something different and
meant 60-70% of XJs testing car without impeding vehicle something special with the
dynamics or NVH, says Atkin. audio. We really wanted
was virtual and undertaken
It was a challenge. to meet customers
before any prototypes were built. Fortunately for him, since expectations based on
Actual cars were test-driven vehicle security was one of their expectations of
a relatively modest total of his responsibilities, Jaguar their home systems.
approximately 500,000 miles,

Whats new
photographs, of the true shape and

style of the new flagship sedan.
Although Jaguars evolving test
program theoretically requires
fewer prototypes, the actual
number of XJ prototypes remained
almost static due to increased
technology and new features, all
of which require testing. Precise
numbers are a Jaguar secret
but some time ago, the company
benchmarked itself against BMW
and found that the 100-or-so it
built was about right. Says Atkin:
Its not so much that the number
of cars is reducing, its what we
use them for.
XJ safety testing was carried out
at MIRA and at Millbrook in the
UK. Some 75 different crash
scenarios were used, and because
more than one test can sometimes
be carried out on a single vehicle,
around 45 XJs were impact tested.
Much of the hot and cold
weather testing was done in
Jaguars and suppliers climatic
chambers. For hot weather driving,
XJ went to Arizona, where the cars
could be driven at altitude and
lower temperatures in the Rockies,
before descending to the blistering
desert roads. Some testing was
conducted in the Gulf States, where
Jaguar expects significant sales of
the new XJ. The Alps in Europe
applied through motors to different were also used, typically for
parts of the car to accelerate the transmission calibration.
testing previously undertaken Cold weather testing was
on proving grounds. predominantly carried out in
Speaking of the test team that Thompson, Canada, with some
worked on XJ, Atkin says: Some additional work in northern
of the participants migrated from Sweden, where some of Jaguars
the XF team, and some came from suppliers have facilities.
other projects within Jaguar. It wasnt The cars virtual instrument
a hand-picked golden team or panel meant some novel testing.
anything like that. As well as extremes of temperature
Testing was in three phases resulting in the development of
virtual, engineered mechanical a specific cooling system a lot
prototypes, and what were once of work with 100,000 lux lamps to
called pre-production cars cars simulate solar daylight made sure
with the right body shape. Testing of there were no conditions where the
the pre-production cars, camouflaged screen can be obscured. Much work
with vinyl wrapping, started during was also carried out in studios to
2008, about a year after the fine-tune the screens brightness.
mechanical prototypes started The highlight of the test
running. Jaguar tends not to build program for Atkin was not so much
mule vehicles, going instead straight the shorter duration, but the pace
to engineered mechanical prototypes and focus throughout. Our virtual
for proving underbody systems, footprint improved significantly
including engine, cooling, powertrain with XJ, even over XF, he says.
driveline, and dynamics. Jaguars There was more virtual activity
vinyl-wrapped cars successfully with XJ, and more energy behind
evaded any disclosure, through spy that activity than ever before.

WHATS NEW
Chevy Spark
The Spark may be small but it has big plans for the world
WORDS By adam gavine
Mention Chevy to almost costs down. In such a price-

anyone and they will think sensitive segment, entering
of meaty Camaros and imposing the worlds most price-
SUVs. This is about to change sensitive markets, every dollar
with Spark, GMs diminutive had to be accounted for.
world car, which is aimed at The test costs are about
conquering the small, cost- the same as for any car,
conscious sector in Asia, Europe, explains Trucksis. Most of
and its home turf, the USA. the money goes into NCAP
The Sparks engineering home tests and you cant cut corners
isnt the USA though, as it has on that. Vehicle costs may be
been mainly developed in South The Sparks development benefited from GM resources around the world. The worst
lower on a smaller car, but the
Korea by Jim Trucksis, program thing to do with this type of car is to over-engineer it or over-content it says Trucksis tests themselves cost the same.
management director for global But you can always try to
mini cars at Chevrolet. Trucksis When we started developing fuel economy and it can affect reduce the number of cars you
is well-versed in developing B- the Spark, there was a lot of talk your test weight class. have to build early on, because
segment cars mainly Saturns at GM about small cars and the When you get your thats an expensive part of the
and some small SUVs, but such leadership was putting a lot structure right then the business. But you have to
is his passion for developing of energy into the right areas. suspension operates correctly meet safety and emissions
a small car that he has moved We wanted to do this car right. and you keep the noise out requirements around the
his family over to South Korea. Its a global effort. Its mainly and you delight the customer. world, so you just have to
It was a goal of mine to work engineered at GM Korea, but Couple a sound structure build the cars and run them
on an A-segment car someday with a lot of guidance from with some fun styling and and test them and thats it.
because you have to really around the world. Its a platform zippy, frugal powertrains and When we run a new
balance out every decision. we can build on for a long time you complete the recipe for a program, this is the most
I think its the most challenging and were really excited about it. global small car. But the proof expensive time. As the vehicle
type of car to develop and thats Any time you are working on is in the testing. advances, it becomes more
what I enjoy about it, he says. this segment of car, you have to We tested the car all over efficient, mainly because a lot
The Spark has been a make the best use of your mass, the world for all the markets. of the tough jobs are solved
particularly important project so a lot of time goes into making One of the great things about and you have the data so it
for Chevy, not just because of its sure the structure is optimized. working for GM, especially on becomes easier.
plans for world domination, but Its easy to get a good structure, a global program, is that you Costs were saved in every
because it has its own new and to get good noise isolation have access to all its facilities element of the program. In
global platform. with mass, but it also adds to all over the world. simple terms, the savings were
Of course, nowadays a lot made by the bean counters.
Benchmarking the Spark of the car is tested virtually, We have great financial
One class above is a good way to describe it, says Trucksis.
but we have test cars running people, great cost estimators,
Its hard to benchmark except for weight and performance. around the world, including says Trucksis, but it took a lot
The Fiat 500 is one of the cars we looked at. It has a great legacy China, England, and the USA, of work.
and its a great car. We like the doors its opening for a small car and each country has its own The fun part is that no
with good style its a great message. tests. We also have engineers decision can be made off the
This is our first global mini car so we dont have a legacy. and support all over the world. cuff. You really need to look
Were happy with the performance numbers and feel if you The engineering resources at every penny you put into
drive them back to back youll prefer the Spark. But a car says
who you are, so you cant say what people will buy.
are beyond question, but the it, to make sure it gives the
biggest challenge was keeping best value to the customer.

XXL performance in mini format.
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WHATS NEW
Automotive
Testing Expo India
Having established itself as a leading trade fair in Germany, the USA
and China, Automotive Testing Expo opened in India with great success
WORDS By dean slavnich
Experts in the financial Japan, and South Korea dont While western OEMs are plans to hit the US market
world say that Indias simply use India as a cheap clamouring to get in, Indias within the next two years,
economy will grow up to 8% manufacturing base as they domestic car companies are and last year, India overtook
over the next year currently, do in the case of some other looking outwards. Tata Motors, China to become Asias fourth-
one of the fastest growth rates BRIC nations. No, India is fast part of Tata Group, worth the largest exporter of cars.
worldwide. Having spent becoming a development hub for better part of US$71 billion, In fact, the Indian players
a week in Hyderabad covering companies such as Ford, Nissan, completed the takeover of Jaguar themselves are pouring vast
Automotive Testing Expo India, Hyundai and GM. The message Land Rover in 2008, signaling sums of money into R&D,
its easy to see why the country is clear: theres far more to India the start of companies in ensuring that the countrys
is accelerating its way out of the than just cheap manufacturing. developing economies acquiring automotive industry is not
financial meltdown that plagued OEMs and suppliers are moving big western OEMs. Mahindra & following its competitors, but
so many nations in 2009. to the country for skilled R&D. Mahindra has already confirmed leading the way when it comes
The Indian market might to innovation. Tatas Nano is
just become the automotive one thing, but lets not forget
industrys great savior. SiTia moves into the Indian market Revas electric powertrain
Depending on who one talks to, expertise, Mahindras diesel
its estimated that only 1-4% of SiTia, a high-tech solutions developer based in Nantes, hybrid commitment, and
France, is regarded as a specialist in test bench development
Indians own a car this from Maruti Suzukis efficient
by suppliers and OEMs around the world, providing endurance
a population of over one billion. test benches, characterization and measurement benches, manufacturing. Little wonder
The potential is huge. HIL benches, quality control benches, and customized solutions. Volkswagen is keen to secure
But India is far from being We have standard products, but we can also customize a large stake in Suzuki.
just a numbers game. The our test benches on demand, explains general manager Im aware that my words
country is also a fertile ground Fabien Arignon. Working with many different suppliers and car here paint an almost perfect
for highly skilled engineers and makers means we have to be able to adapt our machines. picture of India. However,
innovative engineering solutions. New to SiTia is a universal test bench digital controller that like most countries, India has
is adaptable to all actuator technologies, including hydraulic,
Along with South Korea and pneumatic, and electric. The Universal digital controller offers
its problems. However, the
Japan, the country has fast flexibility and ease of use, together with real-time performance. growth potential is there to
become a leading light in The SCS software installed in the controller allows control of be seen, and India stands out
developing fuel-efficient small 16 actuators in real time, both independently and synchronized, from the other blossoming
vehicles for a world thats and features a multiaxial complex endurance analysis function. economies with its rich pool
increasingly concerned about It can also launch several tests independently, and create any of engineering talent that
fuel economy and emissions. test procedure. It monitors tests with automatic thresholds and will make the country a leader
can calibrate measurement channels such as gain and offset.
The Tata Nano expected to get in automotive development.
Having customers such as Autoliv, Delphi, Valeo, PSA, Renault,
Indians moving on a mass scale Michelin and Visteon is not enough for SiTia, says Arignon: Just wait and see.
embodies Indias highbrow Our goal is to establish ourselves in new and developing To read about some of the
engineering approach. markets such as India. I believe that the market has great technologies launched at the
But theres more. The larger potential and we are fortunate to be part of it. expo, visit www.testing-expo.
players from Europe, the USA, com/india/review_10.php.

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WHATS NEW
Applus
IDIADA
Having won the Company of the Year Award,
Carles Grasas, CEO of Applus IDIADA,
explains his philosophy for the future
WORDS By ADAM GAVINE
There are many latest development: a

contenders for the OEM methodology to test ADAS
dollar, so to be successful under safe and highly
a company must really repeatable conditions. We
stand out. Carles Grasas have also put into operation
explains why Applus a new hemi-anechoic chamber
IDIADA holds such a with a chassis dynamometer,
strong position in the and a wet-handling track,
market: First, we continues Grasas. We have
aim to identify and also increased our capabilities
understand the real in design and computer
needs of our clients, simulation in Brazil and
and to treat these India, since these countries
needs in an are strategic emerging
appropriate way markets. We now have 80 staff
so that every in Brazil, and 70 in India.
client feels As the automotive industry
and is emerges from a difficult
satisfied. This period, Grasas is confident in
requires the the future: There are positive
commitment signs for the economy, of
of all employees, course, but we know 2010 is
because as a still going to be a difficult
service company, year, which will require the
we dont have another best efforts of all our staff
option, and this is not only to achieve the best
achieved by empowerment possible results, but also to be
and responsibility ready when demand goes up.
assignment. As we have devoted a lot of
Second, what makes our effort to developing new high
company unique is the value-added services, we hope
combination of comprehensive that the market will appreciate
state-of-the-art testing facilities these efforts and that we will
with design and computer be able to better satisfy our
simulation, plus the deep clients with such services.
knowledge our engineers have Looking further ahead,
of all vehicle functionalities, Grasas has high hopes:
and our international presence Over the next five to 10 years,
close to the clients as well. I would like my company
Finally, we are committed to be able to provide its
to innovate every service we clients with very innovative,
can provide. unbeatable-class technological
One example of this services, to contribute to the
innovation is the companys success of their products.

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WHATS NEW
Automotive Testing Technology

International Awards
The finest people and technologies in the vehicle development
industry, as recognized by our jury, give their reactions
Engine Development Team of the Year Chief Program Engineer of the Year
Fiat Powertrain Technologies Joachim Lindau, Mercedes-Benz
Picking up this award in recognition of the Joachim Lindau, from Mercedes-Benz, was named Chief Program
innovative twin-cylinder MultiAir engine, Engineer of the Year due to his sterling efforts in developing the
Franco Bay of Fiat Powertrain Technologies E-Class range. The variety of models required some 700 prototypes
stated: We are delighted to receive this award and 36 million test kilometers (22.4 million miles)
that confi rms the quality and importance of the highest ever for a Mercedes-Benz car as well
MultiAir and emphasizes the efforts we made as 150 crash tests and 17,500 virtual crash tests.
to introduce such a breakthrough technology. Lindau was humble when accepting his
In the 1990s, we were the fi rst to introduce the common-rail award: Im very proud to work in a team
technology that is now the worldwide standard in diesel technology, of such talented engineers. I`m a small part
and we hope that MultiAir will soon become the key technology for of a big machine in every sense, and I love
gasoline engines. The team that developed MultiAir is very proud my work, and what we achieve. It is very
to receive this award as a recognition of the hard work carried flattering to accept this award on behalf
out over years of research. of the department.
Vehicle Development Program of the Year Crash Test Company

Porsche Panamera Luminys
On winning the Vehicle Development Program of the Year Having dressed for the
category for the Panamera, a delighted Andreas Prbstle, occasion to collect the
project manager, chassis product line, Panamera, said: trophy for Luminyss fl icker-
Im very pleased to have been given this award and accept free SunSource lighting
it on behalf of the whole team here at Porsche. As a dynamics engineer, its a great privilege to work at technology, chairman and
Porsche given the companys focus on the driving experience, and the Panamera was a challenging and CTO David Pringle said: This
rewarding project. Our experience enabled us to approach the development of a four-door luxury saloon award is the culmination of
from the perspective of a sports car manufacturer with this unique wide range from comfort and sport. a three-year effort to adapt
We used lightweight suspension techniques and materials, innovative technical solutions, and a Porsche- our unique technology to
typical setup, together with efficient aerodynamics and a low center of gravity to deliver benchmark the needs of the crash-test
performance. To see the Panamera trophy for yourself, visit the Porsche museum in Stuttgart, Germany. industry. We are excited and
grateful for this recognition
from the industrys leading
Dynamics Development of the Year publication a terrific
companion for our Oscars
Anthony Best Dynamics and Emmy!
Anthony Best Dynamics is leading the way in developing

driverless robotic test systems, which can remove the health
risks to test drivers, offer better repeatability and accuracy,
and reduce proving-ground space requirements. The robotics
are a natural add-on to the steering robots already required
for legislative maneuvers such as the FMVSS 126 spinout
or NHTSA fi shhook test, and remove the need to fit outriggers.
We are delighted to win this award, commented Matthew
Hubbard, technical director at Anthony Best Dynamics. The
driverless test system is the culmination of more than 10 years
of development effort. Designing a system that is both safe and
easy to use has been a real challenge. The driverless test system
is now in daily use by our customers to enable extreme limit-
handling testing, vehicle-misuse testing, and vehicle-ADAS
testing to be performed without risk to their test drivers.
We are proud that the driverless test system is being used
to develop safer and more reliable vehicles. Our development
team is already working on new developments to ensure that
we meet our customers future requirements.

Leading-edge test systems
Kinematics and
Innovation of the Year
Compliance test
machines
KiBox
Innovation of the Year went to Kistler for its KiBox,

the fi rst dedicated combustion analysis system for In-vehicle
in-vehicle operation. Kistlers head of business unit
engines, Thomas Walter, said, When we fi rst started
steering, braking,
to discuss the concept of KiBox, our vision was to
create a system with a fresh approach to combustion
accelerator and
analysis and an innovative solution for gear change robots
in-vehicle applications. In offering
many new features and functions,
KiBox is a powerful tool for engine
development and calibration
Pathfollowing
engineers, and the design ensures
the most efficient operation.
and
We are honored to receive driverless test
the Innovation Award for 2009
from Automotive Testing systems
Technology International for
the KiBox, as it is seen as
further confi rmation that we
have achieved our goals.
Steering systems
test machines
Automotive Testing Company of the Year
Applus IDIADA
Receiving the title of

Automotive Testing
Company of the Year
www.abd.uk.com
was a proud moment Anthony Best Dynamics Ltd., Holt Road, Bradford on Avon
for Carlos Grasas, Wiltshire BA15 1AJ. England. Tel: +44 (0) 1225 860200
CEO of Applus IDIADA.
E-mail: info@abd.uk.com
Recognized for
conducting 100
projects in 12 months,
as well as developing
the Dynawheel wheel-
positioning arm and
the DynaSoft data
acquisition software,
a delighted Grasas
said, I could never
have imagined such
a great award,
and while I am
convinced many
other companies
deserve it and could
have been awarded
too, I am honored that
Applus IDIADA was
chosen and would like
to think that one of the
reasons is the opinion
of our clients.
ABD 1/2 page Advert.indd 1 02/03/2010 12:59

OPINION
lessons from avatar

By now, you and just about everyone been simulated, computer games, and even testing, in that the environment must be
else on this planet has seen the movie sequels, can be created without the actors standardized even though the product being
Avatar. Gross sales have exceeded US$1.25 involvement. Revenue streams will be tested may be unique. Most importantly, CAE
billion worldwide and broken records. unencumbered by salaries or residuals, and testing must be continuously correlated
Avatar features fabulous computer graphics, maximizing profits. so that simulation can be counted on for
breakthrough technological achievements, This issue of Automotive Testing accuracy. Like it or not, the ultimate goal
and imaginative artistry, all wrapped in Technology International focuses on must be to eliminate the need for testing.
a mediocre green story line about a simulation and aerodynamics. As engineers, Investing in developing these technologies
faraway planet. Reportedly somewhere our vision must be to achieve the reuse can pay huge dividends in the advancement
between US$200 million and US$500 potential of Avatar. Simulation, of course, of our industry.
million was spent on the simulation alone. must be guided by the laws of physics, With the accelerating emphasis on
So what does Avatar have to do not flights of fancy. It is in the universe reducing greenhouse gases, there is no
with automotive testing? Imagine if a of testing that we verify the accuracy of better place to focus these simulation and
manufacturer could spend US$500 million our simulations, and of course, the product. testing efforts than on engine emissions,
on simulation of a new product. Not likely! Unfortunately, all too often our simulations and aerodynamics. It is time to start our
Therein lies the lesson we can take from are unique, and dedicated to a single journey to create a virtual world where
Avatar. The real secret of this movie is that design without thought of applying these knowledge is created and reused for the
all this computer simulation will pay future simulations to future applications. betterment of society at minimal cost.
dividends. Cast members, and the entire Pride of authorship also comes into play, The lessons of Avatar can help us
Screen Actors Guild, are terrified about where CAE analysts apply their personal create a brave new world.
the future this new simulation technology preferences to a simulation. Standardization
brings. Now that the facial expressions in methodology must be the order of the Chris Theodore has over 30 years experience in automotive
and body movements of the actors have day. The same holds true for the world of development, including stints at all of the Big Three in the USA
It is time to start our journey to create

a virtual world where knowledge is created
and reused for the betterment of society
at minimal cost

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OPINION
can testing cover everything?

One of those amusing historical stories prevented throttles from closing properly. produced? Why spend huge amounts
many of them apocryphal upon And Toyotas counterparts at Mercedes- of time and money running components
which the automotive industry appears to Benz could be wondering much the same on rigs and in test cells and driving
thrive, goes like this: in the weeks and about their OM 651 diesel engine that was prototypes millions of miles in extreme
months after the UKs Rootes Group launched last year amid huge publicity as climates and conditions before the public
launched its rear-engined Hillman Imp in the powerplant to set new standards in fuel gets behind the wheel?
1963 to rival the original 1959 Mini, dealers economy and low CO2 emissions. It seems The truth of the matter is that no amount
were plagued by owners mainly women that something like 2,300 owners of Mercs of virtual testing will satisfy either car
complaining that the Imps wonderful, with the OM 651 engine have subsequently companies or the buying public that every
all-aluminum Coventry Climax engine reported problems with the injectors that part of the car is 100%. So the physical
frequently ran rich and very rough. mean the car either drops into emergency testing is undertaken. And no amount
Exhaustive investigations finally resolved limp home mode, restricting speeds to less of physical testing will convince those
the problem. Faced with having nowhere than 50mph, or fail, causing the car to stop. same car companies and those same
in the tiny car to put their handbags, female As I write, Mercedes has not issued a recall, car buyers that everything is perfect.
drivers were pulling out the choke knob although an unnamed Mercedes engineer So motoring journalists are invited to
and hanging their bag on it has been reported as saying that up test the cars essentially to help promote
Now I know for sure that this particular to 50,000 Mercs could be affected. their sale but also to tease out any hitherto
story is not true because the Hillman Imp Considering that the OM 651 engine undiscovered faults. I recall a good number
was quite an advanced car for its day and was claimed to have undergone the most of press launches during my 40 years of
it had an automatic choke. So there was no rigorous testing ever undertaken in the testing cars that have resulted in assembly
knob for lady drivers to abuse! The Imp automotive industry (nor has Toyotas lines being halted so that failings identified
also had a pneumatic throttle which, like reputation for testing ever, to my knowledge, by journalists could be rectified before new
the automatic choke, suffered no end of been seriously challenged), the recent models got into customers hands.
problems as did the cooling system which, incidents must surely raise the question: Toyotas current misfortunes and Mercs
unless maintained in tip-top condition, can testing ever prove the integrity of every engine woes probably will be remembered
caused endless problems for owners. single part and component? in years to come. But I prefer to remember
Consequently, the Imp (which, at the If the millions upon millions of miles that Toyota which never intended to
end of its production was a jolly nice little driven by Toyota test drivers during deliberately send out cars with faults
car and virtually trouble-free) is mainly development of all the models affected actually said a very public sorry to its
remembered as notorious for both the by the faulty accelerator linkage failed to customers. I cant remember the Rootes
fictitious choke knob/handbag story and the uncover the potential problems, and the Group doing that
many other genuine faults that plagued the rigorous testing of Mercedes new diesel
Keith Read spent many years as communications manager
first half of its 14-year life. Even the Rootes engine didnt show up the potential at MIRA before becoming an industry commentator
Group came to acknowledge that this was injector faults, the answer is obvious:
a car launched prematurely, and well before no testing cannot cover everything
all test and development work had been and every eventuality.
successfully completed. So why test,
Currently, bosses at Toyota must be especially since we
wondering if the best part of their entire now tend to validate
range in Europe and the US plus Lexus almost everything by
in the US will be remembered in years simulation well before
to come for either their faulty accelerator the first prototype
pedal mechanisms, or all-weather mats that components are
No amount of physical testing will

convince car companies or car buyers
that everything is perfect

Europes leading automotive testing, evaluation
and quality engineering trade fair
22, 23, 24 June 2010

Stuttgart Messe, Stuttgart, Germany
AUTOMOTIVE TESTING EXPO EUROPE 2010

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Europes leading automotive testing, lo eW M nni
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te ess g a
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22, 23, 24 June 2010

Stuttgart Messe, Stuttgart, Germany
Register for your FRee entry pass/badge noW online at

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tel: +44 (0) 1306 743744
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email: expo@ukintpress.com
10 QUESTIONS
01
How long have you been in the
industry, and how did you end
massimo
up working with automobiles?
I graduated in aerospace engineering in 1999 and started
working with Fiat Group in September 1999 as a system
fulfaro
design engineer in charge of developing the 1.4 16V FIRE
engine. I then moved to Fiat Powertrain Technologies and
was in charge of the product engineering department as
the system chief engineer for FIRE petrol engines.
02
What are the best and worst
program manager, elements of your job?
Fiat Powertrain Technologies I like being involved with all the functions of the
company, from problems in the assembly line, to the financial
aspects where we make cost benefits for the customer, and
the company. I am not just involved in the company 360
E R I have a 3D view of the development of a platform. I am like
N 16
a small CEO of product, and it is exciting and challenging.
I like almost everything about the job, though sometimes
ISN G E
I have to spend more than 12 hours in the office. The job is
PA
W EE not about money its about reaching a goal. This is the driver
for the team and it makes us very happy.
03
What is your proudest career
Program manager of our Engine achievement to date?
Development Team of the Year I graduated with the highest distinction and
management decided to fast-track me. I asked for the chance
shares his thoughts to introduce new engine technologies, but the managers said
$URABILITYAND0ERFORMANCE

4HEMOSTCOMPLETERANGEOFADVANCEDPRODUCTSFORWHENFAILUREISNOTANOPTION
!NALYZEVASTAMOUNTSOFMEASUREDDATA 0REDICTFATIGUEUP FRONTUSINGNITE ,EARNFROMANDSHAREALLYOURTESTDATA

WITHSPECIALIZEDFUNCTIONALITYFORFATIGUE ELEMENTANALYSISTOOPTIMIZEDESIGNSAND INASECUREWEB BASEDENVIRONMENT
ANDDURABILITYTESTING REDUCECOSTS FORAUTOMATEDDATASTORAGEANALYSIS
ANDREPORTING
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INN#ODE LICENSINGFOREXIBLEUSAGEOFPRODUCTRANGE WWWHBMCOMNCODE#$3
MEASUREANDPREDICTWITHCONDENCE
10 QUESTIONS
they wouldnt go into production because they would rather challenge. It also means you have to stay in the office very late!
follow someone else. We were the master engineers in all of But it works: if you give people easy targets, they are not
GM, and to follow others seemed stupid. This has changed. challenged. But if you work towards that goal, you will reach it.
Our new technology is like our revenge, and the market will Once you know you are able to do it, you can do it again.
appreciate our technology in diesel, petrol, and flexfuel.
07
How confident would you feel about
04
Whats happening at Fiat? developing a car purely in the lab?
A huge company like Fiat has rules and Validation is becoming virtual, and time to market
processes, and not all suppliers have the is shortening due to CAD and FEM applications. This is
knowledge to interact with us, so we sent some specialists something that will shorten development times, but we cannot
to suppliers. This would never have been done in the past. live without vehicle tests and bench tests.
We now have Fiat people moving worldwide between Fiat,
08
Ferrari, and Maserati to spread confidence and make a truly
worldwide company. What are your goals for the next five
years?
05
What could legislators do to make We have strong ideas that will come on the
your working life easier? market in the near future, from passenger and industrial
applications, to lower emissions.
The new Euro 6 limit takes a huge effort to achieve.
09
With companies such as Fiat with small displacement cars, they
should weigh the percentage of fuel consumption in relation to Whats your advice for engineers?
your fleet on the market. It is easier for BMW or Daimler to reduce If you invest money you see the effect on vehicle
CO2 by 10% over the next three years than it is for us. It makes no sales, the engines, and the business. If we have
sense that they dont consider this difference. As it is, we would a problem with an engine, we have to make sure we have the
have to invest 10 times more than BMW to cut 10% from our fleet. right equipment in the plant to avoid mistakes.
06 What are the trends in your field?

There are still some steps we have to take before
validation to further reduce time to market. At
Fiat, we now have 18 months time to market, which is a real
10
How long will a new vehicle program
take to complete in the year 2015?
It is already a real challenge to complete
a program with 18 months time to market!
Missing s of the puzzle?

A successfully functioning engine
and vehicle testing environment
requires seamless interaction of
many complex systems. The
surest way to achieve
this is to engage a team
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Find your missing pieces at acscm.com
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WHATS NEW
ask the experts

POLL
What technology has had the biggest effect on vehicle development?
Carles Grasas Andrew Eastlake are fully integrated into the design
CEO Head of laboratories process, but there are still areas, such
Applus IDIADA Millbrook as EMC modeling, where the science
is there, but its less mature, so we
Computer technology has Id like to include hills in the can expect the overall picture to
provided not only an effective list of must-haves, because evolve further.
way to catch and deal with they produce revealing data
test results, but also the in areas such as drivability, Gregor-Fritz Gongoll
opportunity to test virtually, which cooling, and the performance of engine Head of project development
means avoiding carrying out tests that are mounts, which cannot be achieved
Audi
not necessary. For example, every time cost-effectively in any other way.
the experiment does not differ much Expertise in using virtual
from the original, it can be simulated. Dave Havergill methods. Trial and error
Senior manager, is expensive, where you
Judith Curran vehicle & systems engineering build cars, change them,
Director of vehicle evaluation & verification MIRA change the tooling, and try again.
This is finally history. It helps us
Ford
CAE has had the biggest a lot to know in advance what we expect
CAE. We are doing more impact and its influence the car to do, so we can have a small
modeling, to the point where will continue to grow as number of mules and prototypes.
its driving our prototypes techniques mature. In many There is a commitment with our top
over the past three years, weve areas of vehicle engineering, simulation management that it is better to invest
had a 50% reduction in the number of has changed the underlying purpose in simulation technology than on tooling.
prototypes weve had to produce. The of testing away from finding out if Simulation is very important, and behind
same program three years ago would something works, to model validation. a good simulation program, you need
have required twice as many vehicles. Techniques such as FEA and CFD good engineers.
ALEX GEISLER
Ask Alex
What is the legal status recall round-up

The latest automotive recall news for Europe and
of a recalled vehicle? North America during the first quarter of 2010
A vehicle that has been recalled has no special legal
status. It is not inherently unsafe, unlawful, or illegal Make Model(s) Concern
to drive. Yet this is a timely question, especially in light of Ford Windstar and Speed control deactivation switch
the recent well-publicized recalls. In fact, prompted by some Explorer may overheat and catch fire
misreporting in certain sections of the media, this is one Jaguar XF Engine may cut out
of several similar questions.
One common question is this: If a vehicle is in the affected Mitsubishi Lancer Evo X Fuel may leak
range of a recall, what happens if it is involved in an accident Mercedes- Sprinter Risk of fire
before the remedial work has been undertaken? Another is: Benz
Can the motorist face criminal liability for driving instead
SEAT Altea & Leon Clutch may operate inadvertently
of having the remedial work done? And yet another is: six-speed with unexpected loss of drive
Will this invalidate the drivers insurance?
The answer to all these questions is almost invariably no, Citron Berlingo, Xsara, Rear damper may become insecure
but each case depends on its facts. Lets start with the basic Picasso
principles: Not all failure modes are the same; not all recalls Toyota Prius Accelerator pedal may stick
are the same; not every vehicle in the affected range is actually
Peugeot 307, 308 & Expert III Lights may switch off unexpectedly
affected; not every vehicle that is actually affected will have
an accident; and not every vehicle that is affected and does Citron C4 & C6 Brake performance may be affected
have an accident does so because of the concern the accident Suzuki Swift Rear seatbelt anchorages may fail
might still have been caused by pilot error or by a third party.
This informs the approach taken by manufacturers and Renault Scenic II & Kangoo II Possible loss of assistance
to steering
safety agencies, that vehicle safety recalls are simply a process
to allow manufacturers the opportunity to inspect vehicles Peugeot 407 & 607 Brake performance may be affected
in the affected range. If necessary, remedial steps can then Skoda Superb II Risk of fire
be taken. But, of course, in most cases only a small proportion
of the vehicles in the affected range are actually vulnerable Vauxhall Vivaro Seat belts may become insecure
to the failure mode that is the subject of the recall. Volvo XC60 Seat belt may detach
What follows for the motorist is this: The vehicle owner can
Nissan Qashqai & X-Trail Loss of steering
hardly be committing a criminal offence by using a vehicle in
an unsafe condition. In most jurisdictions, criminal charges for Renault Trafic II Risk of tire failure
dangerous driving or driving without due care and attention Land Defender Parking brake may become
are directed at the way in which a vehicle is driven and not Rover ineffective
specifically the condition of the vehicle.
Would it be different if the vehicles in the affected range Ford C-Max Risk of fire
were manifestly dangerous? Yes, it probably would be. But in Fiat Grande Punto Steering may fail
such an extreme event, the manufacturer and any coordinating
safety agency would manage the recall in a manner befitting Volvo C30, C70, S40, Gearbox may not shift or
such unusual circumstances. In the absence of advice from the V50 & V70 engage gears as intended
manufacturer not to drive the vehicle at all, vehicle owners can
rest assured that they will not be invalidating their insurance Peugeot 807 Exterior lights may fail
without warning
or facing charges in a criminal court.
That does not mean that manufacturers are immune from Hyundai Sonata Brake lights may become inoperative
legal liability in the civil courts for the consequences of design
defects and manufacturing faults. They are. But, Mercedes- Citaro Fire may occur
in England at least, manufacturers can be no Benz Bus
more liable than they already are. There is
Nissan Interstar X70 Seat may detach
no civil tort of mismanaging a recall
Chrysler 300C Side airbag wiring incorrectly

connected
Alexander M. Geisler is a partner at Duane Morris.
He has 20 years of experience in the automotive sector Mercedes- Vito & Viano Rear vent window could detach
and is retained by OEMs, Tier 1 and Tier 2 suppliers, Benz
test facilities and engineering companies. He is our Nissan Pixo Steering may fail
resident legal columnist.
Alex can be reached at
amgeisler@duanemorris.com, +44 207 786 2111
(London) and +1 215 979 1000 (Philadelphia).

10
ive Testing Expo 20
Visit us at Automot
, Stand no 1346
Stuttgart, 22-24.06
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sINNOVATIVEDESIGN
sRELIABLETECHNOLOGY
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OURMOSTIMPORTANTMAXIM
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% -AILINFOTESTSYSTEM RENKBIZsWWWRENK TEST SYSTEMEU
IMTECH_10003_ANZ_SH#33DBA0.fh11 15.02.2010 15:59 Uhr Seite 3

C M Y CM MY CY CMY K
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in technical performance
We provide test conditions for shared success
Temperature & climatic environmental chambers

Exhaust emission test chambers, SHEDs
Test Beds for vehicle thermal management systems
Supply modules for Coolant, Charge Air,
Combustion Air and Oil
Engine Test Beds (Hot-Test, QC, Audit)
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22041 Hamburg/Germany | Phone +49 40 6949 2587 | Fax +49 40 6949 2513 | sales.umsi@imtech.de | www.imtech.de/umsi
Probedruck
PROVING GROUNDS
Charging ahead
ARVIDSJAUR Arctic Falls
invested more than US$2.75 million
in new and improved facilities
during the first nine months of
last year in readiness for the
2009/2010 season. It is the biggest
investment since the company
was established, 22 years ago, to
become Swedens first permanent
winter test proving ground.
A major element of the of the project was the design and
investment is a new facility for development of a Chargelyzer to
tire testing for an unnamed measure and analyze the charging
Bullets in Vegas
customer. This has had the effect phase. Chargelyzers are currently
of increasing capacity on its two under evaluation and will be fully
other tire test tracks, which are operational next season.
available to all customers. The car industry and its
With an eye on the growing suppliers worldwide are still going
Nevada
Organizations If constructed, the proving requirements for cold-weather through a tough period, says CEO
advocating high-speed rail ground is likely to be testing testing of electric vehicles, Arctic Jonas Jalar (pictured above). But
links to connect Las Vegas with advanced maglev systems, as Falls entered into a project with a we are convinced that an upturn
southern California and other well as more conventional high- partner to develop specific testing is not far off, which is why we have
codes for electrical vehicles. Part dared to invest this heavily.
regions and cities want to speed rail systems, in extreme
build an R&D center and desert conditions. Promoters of Swedish-Indian agreement
proving ground on public the proving ground say the time
land to the north of Las Vegas. is ripe, since high-speed rail NEW DELHI Following Shrikant R. Marathe, director
Experts in high-speed rail technology is rapidly changing a fact-finding trip to the of ARAI, says the move was
systems including the with next-generation systems Arctic region of northern essential in order that Indian-
company operating Japans being introduced. They want to Sweden, ARAI the Automotive produced vehicles could
Research Association of India perform satisfactorily in global
Shinkansen Bullet train move quickly because President
has signed a memorandum of markets. Tata, Hyundai, and
have made presentations at Obama has cited high-speed understanding with the Swedish other OEMs are marketing
a forum held at the University mass transportation as a government. It opens the door products overseas. This facility
of Nevada, Las Vegas. priority for his administration. for cold-weather testing of new will help them ensure that their
models designed and built by vehicles are reliable, durable,
manufacturers in the sub- and perform well in adverse
Suzuki to establish R&D center in India Continent. conditions, he added.
ROHTAK Work on construction of the only Suzuki R&D center
outside Japan has got the green light with allocation of 700
acres of land by the Haryana State government in India. It will
enable Maruti Suzuki to establish a state-of-the-art proving ground
complete with crash laboratories and wind tunnels.
Arizona welcomes all
Maruti Suzuki is Indias largest passenger car producer, and WITTMANN The former Volvo
has made Haryana a global manufacturing hub. With the proposed Proving Ground has a new name
proving ground and laboratories close to the city of Rohtak, the plate at the main gate. Now called
company is aiming to create a global R&D hub in the same region. simply the Arizona Proving Ground
Following signing of the land pledge, Shinzo Nakanishi, chief (APG), and benefiting from millions
of dollars of investment by Ford, a
executive of Maruti Suzuki, said: Six years ago, Osamu Suzuki,
neutral name was chosen in order
chairman, Suzuki Motor, Japan, promised the people of India that
to promote its open-to-all status.
he would make Maruti Suzuki the R&D hub for Asia. Today, we Volvo still has a year-round
have taken a step further in realizing this promise. presence at APG, but non-Ford
Development of the site will be in phases with test tracks in family vehicles are just as likely
phase 1 due for completion in 2012. Phase 2 will see the R&D to be testing on its tracks under
facilities completed by 2015. the new regime.
Proving ground directory

Aberdeen Test Center CERAM Keweenaw Research Center PMG Technologies Southwest Research
www.atc.army.mil www.ceram-mortefontaine.fr www.mtukrc.org/school.htm www.pmgtest.com www.swri.org
ACTS Cooper Tire and Vehicle Magna Steyr Prodrive Southern Hemisphere
www.acts.de Test Center www.magnasteyr.com www.prodrive.com Proving Ground
Arctic Falls AB www.tvtc.us MIRA Prototipo www.shpg.co.nz
www.arcticfalls.se Dayton T. Brown www.mira.co.uk www.prototipo.org TNO Automotive
Arctic Testing Services www.daytontbrown.com MGA Research Smithers Winter www.automotive.tno.nl
www.arctictesting.fi Defiance Testing www.mgaresearch.com Test Center Transportation Research
Arjeplog Test Center and Engineering Michigan Proving Ground www.wintertesting.com www.trcpg.com
www.arjeplogtestcenter.com www.defiancetest.com www.testprofessionals.com
ATP Papenburg IDIADA Millbrook Further grounds are listed at
www.atp-papenburg.com www.idiada.com www.millbrook.co.uk www.automotivetestingtechnologyinternational.com
Bosch Gerotek Test Nevada Automotive If you would like your facility to be included in the Automotive Testing Technology
www.bosch.us Facilities Test Center International proving grounds directory, please contact Jason Sullivan on:
www.gerotek.co.za www.natc-ht.com +44 1306 743744, or email: jason.sullivan@ukipme.com

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WIND TUNNELS

WIND TUNNELS
North
wind Ontarios provincial government,
a university, General Motors, and others
are combining to create a one-stop
testing shop in the Great White North
Words By jim mccraw

WIND TUNNELS
Building a bridge across the Atlantic Ocean might includes a solar array and a Mustang input dynamometer;
be easier than the project currently being built in and one smaller chamber (9 x 6.4 x 5.6m), with a -40C to
the Canadian province of Ontario, where a +60C temperature range and soak capability with 5-95%
dedicated group is finishing what they hope will be the humidity so that, potentially, three different companies can
most capable environmental wind tunnel complex to date. be running three different climatic tests at the same time.
The C$123 million five-story complex, the first of its The building also houses a climatic variable-wheelbase
kind in the world, is currently in its final construction stages four-poster shaker chamber used for squeak/rattle/durability
and will be going through the commissioning process this testing, with the same temperature and humidity capabilities
summer. The facility has been designed to offer automotive as the others. Next to that is a very large multi-axis semi-
and truck OEMs, Tier 1 suppliers, and other interested groups anechoic simulation table (MAST) that can perform three-
an independent climatic wind tunnel. It will be the main axis shaking tests. There is a vehicle preparation center, a
part of the Automotive Center of Excellence (ACE) at the vehicle diagnostic center, a garage facility complete with
University of Ontario Institute of Technology (UIOT) near hoists, a complete machine shop, a kitchen, and four levels
Oshawa, Ontario, and a mere stones throw from the General of research laboratories and office space for permanent and
BELOW: The Motors assembly complex there. General Motors Canada is visiting staff. All of this is right next to a university full of
centerpiece of the a major sponsor of the center, and other partners include students, faculty, and lab technicians, all ready and willing
facility. The rotor and
blade together weigh
the national government, the provincial government, and to help with projects.
more than 6,000kg Partners for the Advancement of Collaborative Engineering The climatic wind tunnels specifications are awesome.
BOTTOM: Early Education (PACE). The variable nozzle can be adjusted from 7-14.5m 2 in size.
stages in the In addition to the climatic wind tunnel, the facility will The main room measures 20m-long by 13.5m-wide by 7.5m-
construction include two environmental test chambers: one being a large high to accommodate anything from an A-size car to a
of the climatic
wind tunnel
chamber (20 x 6 x 5.5m) for vehicles up to coach size, which transit bus or a tractor/trailer combination. The temperature
LEFT: The climatic

wind tunnel fan was
imported from the
Czech Republic
RIGHT: Corner
number one of the
climatic wind tunnel
BELOW: The
turntable within the
tunnel is approaching
completion

WIND TUNNELS
in the room can be adjusted from -40C to +60C with The UIOT/ACE climatic wind tunnels dynamometer can
humidity from 5-95%, with rain, snow, and a diurnal solar be used for two-wheel-drive or four-wheel-drive applications,
array that is capable of simulating the travel of the sun over motoring at 197kW or absorbing 168kW at both ends at
the vehicle. speeds between 57mph (92kph) base and 155mph (250kph).
The floor of the main room contains an infinitely Its rated weight limit is 20,062 lb (9,100kg) per axle. The
adjustable turntable with a built-in Burke Porter Model 4810 entire dynamometer unit is mounted on air bearings so
dynamometer to enable vehicle testing at various angles of that, eventually, it can be moved in and out as needed. The
yaw. The dyno can measure up to 3,000hp, and can absorb dynamometer installation can also test an electric or hybrid
900hp on each axle of a four-wheel-drive vehicle with vehicles regenerative braking system.
speeds up to 155mph (250kph). Vehicles can range between The sunlight simulation equipment can replicate sunrise
88-118 inches (223-300cm) in wheelbase. to sunset light loadings, and is based on an array of 21 metal
The fan and motor assembly in the new climatic wind halide lamps with a maximum intensity of 1,200kW/m 2,
tunnel are equally impressive. The motor can run at speeds and a minimum of 600kW/m 2, with uniformity of cover
over 600rpm, with 2,500kW of power. The rotor and blade rated at plus or minus 10% and lighting stability of plus or
together weigh more than 6,000kg, and the whole assembly minus 5%. For rain, the tunnel has an array of 12 variable
can run up from zero to 40% power in six seconds, from 40 nozzles at the exit of the main nozzle, designed to shower
to 100% in 15 seconds, and from 100% back to zero in a 15- the vehicle at 93mph (150kph) at a temperature of +20C,
second wind-down. with freezing rain capability down to -5C. The twin snow
Airflow is rated at 888m 3/sec, 293m 3/sec with the large guns fitted in the chamber can shoot snow at 31-62mph
nozzle opening, and at 470m 3/sec with the small nozzle (50-100kph) at temperatures ranging from -30 to -10C.
opening. The maximum wind speed rating for the tunnel is There is a built-in facility to do under-vehicle infrared
240kph or just under 150mph. photography for heat studies, and the facility can handle
Moving forward
The automotive testing industrys most reliable
sensing source for more than 60 years.
> NEW! Extensive replacement sensor program, with 15% competitor
trade-in allowance
> Vehicle and powertrain NVH
> Modal and structural analysis
> Crash and crush testing/ATDs
> Automotive component and system performance/test cells
Shock and crash testing (7264G) High temperature (65HT) Crush zone testing (7286/7287)
> Damped with DC response > Continuous operation to +175C > Low-cost for one-time use
> 2000 g full-scale range > Compact (10 mm) and lightweight (5 gm) > 2000 g full scale, DC response
> Rugged to 10,000 g shock > Triaxial, low impedance design > Compact, rugged and lightweight
1-949-493-8181
www.endevco.com www.meggitt.com
WIND TUNNELS
in the room can be adjusted from -40C to +60C with The UIOT/ACE climatic wind tunnels dynamometer can
humidity from 5-95%, with rain, snow, and a diurnal solar be used for two-wheel-drive or four-wheel-drive applications,
array that is capable of simulating the travel of the sun over motoring at 197kW or absorbing 168kW at both ends at
the vehicle. speeds between 57mph (92kph) base and 155mph (250kph).
The floor of the main room contains an infinitely Its rated weight limit is 20,062 lb (9,100kg) per axle. The
adjustable turntable with a built-in Mustang dynamometer entire dynamometer unit is mounted on air bearings so
to enable vehicle testing at various angles of yaw. The dyno that, eventually, it can be moved in and out as needed. The
can measure up to 3,000 horsepower, and can absorb 900 dynamometer installation can also test an electric or hybrid
horsepower on each axle of a four-wheel-drive vehicle with vehicles regenerative braking system.
speeds up to 155mph (250kph). Vehicles can range between The sunlight simulation equipment can replicate sunrise
88-118 inches (223-300cm) in wheelbase. to sunset light loadings, and is based on an array of 21 metal
The fan and motor assembly in the new climatic wind halide lamps with a maximum intensity of 1,200kW/m 2,
tunnel are equally impressive. The motor can run at speeds and a minimum of 600kW/m 2, with uniformity of cover
over 600rpm, with 2,500kW of power. The rotor and blade rated at plus or minus 10% and lighting stability of plus or
together weigh more than 6,000kg, and the whole assembly minus 5%. For rain, the tunnel has an array of 12 variable
can run up from zero to 40% power in six seconds, from 40 nozzles at the exit of the main nozzle, designed to shower
to 100% in 15 seconds, and from 100% back to zero in a 15- the vehicle at 93mph (150kph) at a temperature of +20C,
second wind-down. with freezing rain capability down to -5C. The twin snow
Airflow is rated at 888m 3/sec, 293m 3/sec with the large guns fitted in the chamber can shoot snow at 31-62mph
nozzle opening, and at 470m 3/sec with the small nozzle (50-100kph) at temperatures ranging from -30 to -10C.
opening. The maximum wind speed rating for the tunnel is There is a built-in facility to do under-vehicle infrared
240kph or just under 150mph. photography for heat studies, and the facility can handle
Moving forward
The automotive testing industrys most reliable
sensing source for more than 60 years.
> NEW! Extensive replacement sensor program, with 15% competitor
trade-in allowance
> Vehicle and powertrain NVH
> Modal and structural analysis
> Crash and crush testing/ATDs
> Automotive component and system performance/test cells
Shock and crash testing (7264G) High temperature (65HT) Crush zone testing (7286/7287)
> Damped with DC response > Continuous operation to +175C > Low-cost for one-time use
> 2000 g full-scale range > Compact (10 mm) and lightweight (5 gm) > 2000 g full scale, DC response
> Rugged to 10,000 g shock > Triaxial, low impedance design > Compact, rugged and lightweight
1-949-493-8181
www.endevco.com www.meggitt.com
WIND TUNNELS
hydrogen fuel directly in the chamber or indirectly outside ACEs operations manager John Komar says: The nice
the chamber in complete safety. And, while the facility is thing about a climatic wind tunnel is that you can have a
intended for automotive, truck, and coach use, it can also be snowstorm in July or a hot, sunny desert breeze in the
used to test locomotives, aircraft components such as wing, middle of January without ever having to go outside.
aileron and stabilizer sections, and of course, wind turbines Komar, who also manages the renowned Kapuskasing
for energy generation. cold-weather testing complex in northern Ontario, says:
It can also be used for small product testing where the This is a unique tunnel because it has a variable-nozzle
extremes of heat, cold, and humidity conditions are expected design, going from 7m to 9.2-12m, with larger sizes possible
during the product lifecycle. after some conditioning. Its a programmable nozzle, so its
The huge complex had its beginnings in 2002, with the infinitely variable, which is a feature not seen in any other
idea of providing a highly capably and efficient independent wind tunnel in the world.
testing facility to the Canadian industry, which is mostly BELOW: A rendering Komar says that General Motors has built a number of
based in Ontario (Ford, GM, Honda/Acura) and to the of how the Diamond + wind tunnels with a lot of different partners in the past, and
American industry, which is based in the nearby states of Schmitt Architects- has developed specifications that are leading-edge. In this
designed facility will
Michigan, Ohio, Indiana, Illinois, and Kentucky, all within look when complete project, General Motors is providing a lot of benchmarking
a half to a days drive of the center. later this year and technical expertise, which means that the UOIT and the
Canadian government are not acting alone. They have a very
experienced partner in GM.
He says the project was a collaboration between GM, the
university, facility designer Aiolos, the architects Diamond
& Schmitt, general contractor Vanbots, and hundreds of
individuals from construction, electrical, and engineering
companies, all reporting to a third-party project manager
and heading toward commissioning in the autumn of 2010.
He says that the ongoing staff employment for the facility
will include about 35 specialists. If the business booms, the
center is prepared to work around the clock.
Komar says: Engineers are going to be thrilled to come
to this site, because they are going to be able to get in there
and get their hands dirty, do the things they need to do, and
get out. They will have access to those resources in one
place, instead of booking a wind tunnel here, a shaker there.
There are no logistics. You just wheel it around inside the
facility. No longer do you have to coordinate with different
institutions to carry out a wide range of physical testing or
LEFT: The chamber advanced development technology work.
that houses the four- Komar says that the facility will evolve to include a future
poster shaker, which
will be used to test for emissions testing facility. It has been designed to incorporate
structural durability an aero rolling-road facility in the future, which would cost
and noise an additional C$24 million, but is not currently funded.
The OEMs are used to working in a facility like this.
They have them all around the world. But its that small
entrepreneurial or industrial company that needs access to
these kinds of tools. Heres a facility they can get in. Many
companies might only have a product development cycle
every four years, and for that, you cant build a facility like
this. But they still need three or four weeks, maybe a month
or two, to do the work that needs to be done. We might be
able to support 200 companies over a five-year forecast. The
idea is to drive innovation into that industrial base. And
even better, its near the largest city in Canada, with all the
technology thats available, not just sitting out there in the
middle of nowhere.
This is a unique tunnel because it has a variable-nozzle

design, going from 7m to 9.2-12m, with larger sizes
possible after some conditioning. Its a programmable
nozzle, so its infinitely variable, a feature thats not
seen in any other tunnel in the world
ACE operations manager John Komar

Aerospace
Road ready
Looking to include ground effect in your aerodynamic tests?
The National Research Council Canada (NRC) has added a full-scale, commercially available rolling
road test facility to our 9-metre x 9-metre wind tunnel.
This new facility adds rotating wheels on a rotating plane to our already impressive list of capabilities,
including test design and model construction, instrument customization, data acquisition, report
generation, and expert advice. All services are available for full-speed single or multiple vehicle set-ups.
Put us to the test. NRC has the expertise and technical support you need.
Tel: +1 613 990 0765 www.NRCaerospace.gc.ca/atti-rolling
Vous trouverez ces mmes renseignements en franais sur le site Web indiqu.
WIND TUNNELS
Air force
RUAG and Windshear have been making impressive upgrades to their wind tunnel
facilities to meet the ever-changing needs of automotive and motorsport customers
Words By gwyneth jones

WIND TUNNELS

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WIND TUNNELS
The Aerodynamics Center at RUAG Aviation meaning it can offer optimized solutions for data acquisition,
started operation in E
mmen,
Switzerland,
during balances, and model manipulators in its own tunnels.
the mid-1940s researching military aerodynamics. The wind tunnel facilities have been constantly upgraded
Soon, development of wind tunnel-associated equipment since their introduction. In fact just recently, several control
began, and international military and civil aviation projects systems and the video system in both the AWTE and the
were acquired. In the 1980s, the first wind tunnel tests with LWTE were replaced. Then the master control system was
a moving ground were performed for motorsport projects, replaced, which means the facility can offer more automatic
and a long and important involvement in the automotive and flexible operation.
field began. The AWTE, measuring 2.45 x 1.55m, is equipped with
The main location of RUAG Aviation is in the central part moving ground systems and is mainly used for automotive
of Switzerland near Lucerne. The company is still rooted, as testing. The LWTE, measuring 5 x 7m, is used 30% of the
the name suggests, in the aerospace business, and operates time for automotive testing, for example for soiling tests and
several wind tunnels for aviation, but also serves automotive occasional load tests for trucks, cars, and motorbikes. The
development. The model wind tunnel is almost exclusively AWTE is also used extensively for motorsport projects.
used for automotive purposes for race and production cars; The AWTE features an open test section and is of the
the tunnel derives its name from this focus: the Automotive closed-return type. This design allows for relatively large
Wind Tunnel Emmen (AWTE). models up to 50% and extremely easy model access; this
RUAG Aviation has been involved in the international is important for time-efficient wind tunnel testing, as cost
aerodynamics business for more than 60 years, and derives plays a large role during aero developments.
much of its automotive know-how from this experience. The often-heard complaint about correlation problems
The combination of aerospace and automotive projects is with open test section data especially for race cars does
natural and synergetic. Although aerodynamic optimization not hold true anymore, as efficient, precise, and sound wind
processes and the duration of the impact of wind tunnel tunnel correction methods are readily available that limit
results differ in these two fields, the aerodynamics is based this shortcoming of open test sections compared to their
on the same physical principles, and the technologies used closed counterparts.
for testing and

the end product are similar. This situation is The AWTE runs at up to 60m/s and features a moving
helped by the fact that RUAG Aviation is a provider of wind belt and an active boundary layer treatment system to
tunnel services and a supplier of wind tunnel equipment, realistically simulate the road. RUAG Aviation was one of
Formula 1 teams
return to Windshear
Windshear is expecting Bordner is particularly keen to
a successful year after F1s start testing F1 cars again, saying:
regulatory body, the FIA, lifted The Windshear team stands ready
its ban on full-scale wind tunnels. to provide the same high-quality,
Under the ban imposed in 2008, productive testing that F1 teams
F1 teams could only perform came to expect in 2008. He adds:
a limited number of tests on scale Several F1 teams have contacted us
models less than 60% of full size. already about testing early in 2010.
However, following changes to F1s Anticipating the FIAs decision,
Sporting Regulations in December Windshear has made investments,
2009, the teams can now perform including wheel side-force
up to six one-day aerodynamic measurement technology
tests at an FIA approved test and improved temperature
track or a full-scale wind tunnel compensation. The new wheel side-
test facility. force system will enable operation
Windshear stands to benefit from while vehicles run at speeds up ABOVE: Formula 1 as a 20% improvement in test
the new rule. Its tunnel is said to to 180mph on the rolling road. cars and IndyCars productivity. A typical customer
be the first full-scale, single-belt, An additional benefit will be have made regular could see an additional two
180mph rolling-road wind tunnel reduced tares and the ability to appearances at hours of test data in a given day.
to be 100% commercially available. measure chassis lateral forces with Windshears full- On the heels of that project,
scale, single-belt,
Asked about the lifting of the ban, and without wind. The end result Windshear implemented a new
180mph rolling
Windshears site manager, Jeffrey will be a more accurate side-force road wind tunnel process of database management
Bordner, says: We are delighted measurement capability and an that reduces the time to collect
with the FIAs decision. Our facility increase in the number of data test data. The process has already
delivers accurate, repeatable data runs available within a given been shown to reduce data
that is essential to F1 developers. test period. processing time by more than
Furthermore, we already have The temperature compensation 30% meaning a large reduction
security and privacy systems in system for downforce measurement in the time spent managing data,
place to meet all F1s requirements eliminates the need for run-to-run and an increase in the number
for highly confidential testing. warm-ups, translating to as much of test runs.

WIND TUNNELS
Honeycomb flow straighteners

Darchem Engineering has as well as energy absorbers
announced an expansion in for nuclear and train front-end
its honeycomb flow straightener crush pads.
manufacture capability, with the This machinery adds to a
addition of another honeycomb honeycomb production facility
laser-welding facility. The new with over 20 years experience in
machinery will mean greater manufacturing flow straighteners
flexibility in its honeycomb cell for most leading facilities
size capability, and increased and Darchem Engineering has
capacity. been producing honeycomb for
The site is designated a nuclear customers such as Rolls-Royce
fabrications welding facility, so and BNFL for almost 30 years.
cleanliness and accuracy is vital. These applications range from
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PROVING GROUNDS
2 vision

PROVING GROUNDS
Take a look at what experts are

predicting proving grounds will be
providing a decade from now
Words By keith read
Faster new-vehicle development times and the

increasing speed at which new technologies are
introduced means that proving grounds must
expedite investment programs and look to providing new
facilities for testing the vehicles of tomorrow. Its a never-
ending process that will continue to accelerate. So what will
proving grounds look like in 2020? And, 10 years from now,
will those who operate proving grounds look back with the
benefit of 20:20 hindsight and congratulate themselves on
making the right decisions?
Only time will tell. In the meantime, we asked senior
executives of some of the best-known names in the world of
automotive R&D and testing what they thought their test
facilities would look like in 2020.
Many responded that facilities to test intelligent
transportation systems (ITS) would be highly sought after
10 years from now. And at MIRA in the UK, work is already
underway to construct such an ITS test facility. The first of
five phases of development will be up and running later this
year a taste of whats to come in the future.
When it is completed, the US$40 million innovITS-
ADVANCE center for development of intelligent transport
innovations a tripartite joint venture between innovITS,
Transport Research Laboratory (TRL), and MIRA will fill
a gap in existing test facilities. Phil Pettitt, CEO of innovITS,
says the lack of dedicated testing infrastructure will be a
serious impediment to the successful development of some
of the most promising ITS technologies.
The key reason for this is that ITS-based products
typically cut across long-standing industrial boundaries:
hence no automaker, electronics company, telecoms
provider, or highway authority is likely to have such
a facility at its disposal or be in a position to justify the
necessary level of capital investment, states Pettitt.
However, the partners behind innovITS-ADVANCE
bring together skills spanning the automotive, telecoms,
ITS, and highways sectors, and have won financial backing
from Advantage West Midlands, a regional development
agency near MIRAs location in the UK.
The city circuit under construction provides an
environment for highly controlled testing and development
of ITS innovations. A network of roads will be combined
with an open architecture of multizoned WiFi and GSM
mobile telecoms systems that can be configured according
to the precise needs of testing. With its advanced web-
enabled control system, users of innovITS-ADVANCE will
benefit from an environment where innovations can be
tested with plug-and-play simplicity. Pettitt describes the
facility as unique, but its unlikely to remain so. Expect to
see similar centers around the world in 2020.

PROVING GROUNDS
I hope that we will be a strategic

partner that performs a significant
volume of winter testing. The industry
will not have to send as many people
to our region. Instead, they will give
us a specification of tests required,
and we will undertake them
Jonas Jalar, CEO of Swedens Arctic Falls winter testing center
It is hardly surprising that those who responded were Coverley expects investment to enhance facilities such ABOVE: Cold testing
unanimous on many counts evidence that proving ground as the hill route and other areas of Millbrook with the in areas such as
Swedish Lapland
bosses have to look at how automotive technology is infrastructure necessary to test these systems. At the same could become an
developing in order to predict what facilities will be sought time, he expects Millbrook to move towards higher levels of outsourced task
to test those developments. Top of the list among features automated data capture to speed up customers test
that will be available to clients at proving grounds 10 years programs: Automated data capture is happening on a small
from now is a full range of fuels and energy sources, scale at proving grounds now. But, looking at F1 as an
including those we currently call alternative such as example, we can see how this works on a wider level and
hydrogen but may well be commonplace in 2020. allows the vehicle to talk directly to analysis technology,
One of those energy sources is electricity and at the thereby cutting out all need for data input. When dealing
Arizona Proving Ground until recently known as the with large amounts of data, this will reduce download time,
Volvo Arizona Proving Ground, where Ford has spent and means engineers can give customers results almost
millions of dollars on a wide range of tracks and facilities immediately upon completion of testing.
Bjorn Bondo, was emphatic: We need to switch over to Asked what new facility he would ideally create for use
charging stations versus fueling stations, he says. in the future regardless of cost Coverley does not hesitate.
And while Ford will be installing those facilities at its The UK needs a black lake, he says. We desperately need
desert proving ground, Jonas Jalar, CEO of Swedens Arctic a very large area of flat tarmac that will allow for a wide
Falls winter testing center, will be doing the same: We will range of testing, from basic vehicle handling through to the
have to meet the demand of alternative fuel which we are ITS technologies we know are coming. But he does not see
doing for electrical vehicles and also for other new systems such a black lake as a Millbrook-only facility. On capital
and techniques. We are already a partner on a project to cost and environmental grounds, he advocates collaboration
develop specific testing codes for electrical vehicles. between proving grounds, OEMs, component manufacturers
But it is in the way that Arctic Falls is likely to be used by and, most importantly, the government.
OEMs and component-makers in 10 years time that could Sharing Coverelys desire to see a black lake vehicle
be different. I think, and hope, that in 10 years, we will be dynamics area (VDA) is Mat Hubbard, technical director of BELOW: We will see
a strategic partner that performs a significant volume of Anthony Best Dynamics, a company that designs, develops, far more robot drivers
taking to the tracks in
winter testing, says Jalar. This move will be a cost-efficient and manufactures a range of products used by proving the future, according
solution, as the industry will not have to send as many grounds and their customers. For vehicle dynamics testing, to Anthony Best
people to our region. Instead, they will give us a specification its always nice to use a large diameter VDA that allows tests Dynamics
of tests required, and we will undertake them.
Many proving grounds are built on flat or near-level
ground, where any gradients are artificial and man-made.
One exception is Millbrook, originally established in the
UK by General Motors for its nearby Vauxhall factory, but
now used regularly by many different OEMs and component
companies. On one side of the Millbrook site is a steep
natural escarpment, home to its famous hill route, and an
area with huge potential when it comes to ITS, according to
director Mark Coverley.
One of the main areas of development that will lead to
the need for new facilities at proving grounds is ITS both
intelligent infrastructure systems and intelligent vehicle
systems, he says. With hybrid and electric vehicles, for
example, ITS developments are working towards the car
understanding when it needs to boost and conserve power.
One such aspect relates to traveling up and down gradients,
when power can be readily consumed knowing that there is
opportunity for regeneration. This is hard to accurately
simulate on a flat road, but our hill route will be vital.

PROVING GROUNDS
The UK needs a black lake. We

desperately need a very large area
of flat tarmac that will allow for
a wide range of testing, from basic
vehicle handling through to the ITS
technologies we know are coming
Martin Cloverley, Millbrook
to be run without us having to worry about the vehicle

running out of space.
By studying customer requests, which include things
such as robot drivers, Hubbard is able to gain a strong image
of how proving grounds will look in 2020: Were seeing a
couple of changes in the market for our in-vehicle robot
systems, he says. Firstly, customers are buying more
equipment from us for safety and advanced driver assistance
systems (ADAS) testing work. The ability to precisely control
the position of multiple vehicles, in position and time,
during dynamic maneuvers is very important when
developing and evaluating ADAS.
Secondly, our customers are becoming more aware of
health and safety issues when testing. Test drivers are
becoming less willing to risk injury, either due to a crash or
roll-over, or to longer-term health problems caused by
durability testing over rough surfaces. So expect to see
more cars navigating proving grounds and test tracks
without a human behind the steering wheel in 2020.
Ignasi Ferrer, director of corporate integration and
innovation at Applus IDIADAs proving ground in Spain, It would be possible to obtain the real response of a ABOVE: The hill route
at Millbrook may be
says the development of ADAS has already created new vehicle to simulated complex traffic conditions with virtual
enhanced for testing
testing methodologies and tools. In the next 10 years, vehicles, pedestrians, roads, buildings, signals, positioning electric and hybrid
safety and mobility challenges will be addressed mainly inputs, messages coming from other vehicles and the vehicles
through the development of innovative information and infrastructure, and so on. And it would do so in a safe and
communication technologies. The development of such predictable environment. Such a facility is not yet available
advanced systems will require new facilities and significant but it is worth visualizing futuristic concepts.
enhancement of the existing ones. The revolution of vehicle- Having suggested that ITS development and testing will
to-vehicle and vehicle-to-infrastructure communications be key features of proving grounds in 2020, it is interesting
will shift the pace of innovation. that Dr George Gillespie, MIRAs chief executive, says ITS is
Ferrer believes the majority of proving ground facilities not a panacea: Its only part of the solution, he says. Its a
and services will need to be re-engineered to accommodate novel set of techniques and technologies that manage the
the demands of customers in 2020, but he does not see the vehicle and road infrastructure to optimize efficiency and
need for many new builds. Electrification and alternative safety. To go beyond that you need to improve the vehicle
fuels create new demands, he says. However, the basic itself with technologies such as active safety systems to
functions of vehicles remain the same after the introduction prevent accidents, while low carbon transport will require
of new powertrain technologies and therefore adaptation of technologies such as light weighting and aerodynamics.
existing facilities is going to be more important than Gillespie is giving away none of his companys future
building new facilities. I cannot think of one single testing plans. But could the proving ground that gave the automotive
facility that will not require a relevant adaptation. industry one of the first aerodynamic wind tunnels many
If he was given the chance to create a facility without any years ago be looking to go one better? Studies for an aero-
financial limitations, Ferrer is clear what he would do: acoustic wind tunnel have, in the past, failed to make
A combination of virtual and physical testing will become a viable economic case. Could circumstances be changing?
increasingly important for accelerating decision-making In the meantime, MIRA is not ruling out the possibility
processes and shortening vehicle development periods. that proving grounds, with their complex ITS test equipment
A virtual proving ground, where inputs to all sensors and and sophisticated communications infrastructure, may find
communication systems in the car are artificially generated, the cost of electricity from the grid in 2020 more expensive
would therefore be a very flexible and powerful development than and not as carbon-efficient as microgeneration on-
tool for automakers. site supplemented by small-scale wind farms

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INTERVIEW
In the world of hot hatches, many agree that one Ring record
marque is king: Renault. And within Renault, few Before launching the third-
know more about the hatchback sector than generation Mgane, the
Michel Balthazard, senior vice president of pre-engineering engineers at Renaultsport
and member of the management committee. decided to give the R25 a final
Balthazard has been a Renault man since graduating send-off. The stripped-out R26.R
from the cole Centrale de Lyon in France. I started at model was 123kg lighter than
Renault in 1977 and worked for three years in safety and the regular model which,
combined with 230bhp and
structural projects, working on seats and seatbelts mainly 310Nm torque, resulted in
front-impact work, he explains. a dramatic final hurrah at the
After this, Balthazards love of the hot hatch began, when Nordschliefe. Its lap time of
he was put in charge of the second-generation R5. I developed eight minutes and 17 seconds
the GT Turbo and Cup versions with RenaultSport. The GT was not just quick: it was the
Turbo had a turbocharged version of the engine from the quickest-ever time set by a
current car, with specific developments to the rear axle and production front-wheel-drive
car. And even quicker than
chassis. We also made the Turbo2 for rallying. Even when
an E46 M3 or Lotus Exige S!
we sold some Turbo2s for the road, it was still a car designed
for rallying. This kind of car had a very specific chassis,
though the body looked like a normal car.
The Turbo2s roots were planted when Renault created the
worlds first hatchback, the R16 (see page 53). There is a gulf
in performance between the two, but the basic principle is
the same. Hatchbacks are not so much low cost as cost-
efficient, says Balthazard. They are a little more expensive
to make because a sedan is very simple, and a hatchback is
more complicated. But if you take into account the volume
of the car, you need a longer car to get the same volume with
a sedan. A hatchback is more space-efficient.
So why is France so good at creating hot hatches? It is
difficult to explain, says Balthazard. For many years,
customers liked these cars because they are practical, and
there is a good ratio between roominess and the ability to
drive it on the track. Also, the styling of the car is sexy. It is
a good choice for a customer: it is practical, efficient, usable,
and offers nice styling. For a car manufacturer, it is cost-
efficient because you have roominess in a short car you
dont need a long car to have a large luggage compartment.
It started with the R11 in the early 1980s. We took the
R9, which was a classic sedan, and made the R11, which
was a hatchback. That was the first fast hatchback in the
segment, and soon 80% of our sales were for the hatchback
as people liked the roominess and practicality. We made
our first sporty hatchback with the R11 and now there is a
customer base in France for these cars. The R11 was swiftly
followed by a car that influenced modern hot hatch design,
and was the first of a breed: the Renault 5 Gordini.
For the Frenchman, the recipe for a hot hatch seems
refreshingly simple: There is no real difference in handling

INTERVIEW
Hatch made
in heaven
The publics love of high-performance hatchbacks can be traced back to one
company. Renaults Michel Balthazard explains how to heat up a hatch
Words By adam gavine

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atti_GVAd.indd 1 3/2/10 7:01 AM

INTERVIEW
performance between a sedan and a hatchback. However, BELOW: While modifications. For example, with the Clio, they change the
the hatchback does have body stiffness problems as there is Balthazard loves hot rear axle, increase the width, and modify the road handling.
hatches, he chose
a big hole in the back and this can lead to deformation. a four-wheel-steer
They then do some chassis tuning without completely
With hatchbacks, we make sure that the rear of the car Laguna V6 diesel redesigning the front axle, and they have specific engine
is stiff enough to minimize body deformation. You have to make coup as his development they use the two-liter engine, which is tuned
sure you have no deformation of the body to manage a good company car to 205bhp. The Twingo RS is a classic Twingo with specific
engine. If you have deformation it is difficult to precisely manage modifications.
the way the tire and rear axle connects to the road. Then For the Mgane, it is different because it has heavier
you have to reinforce the stiffness of the car, which is difficult modifications on the chassis, with specific rear and front
with a hatchback, since you need steel bars and additional axles completely redesigned by Renaultsport it is really a
structural parts. But in saying that, there are no real issues specific chassis, more orientated to being a sports car. The
with hatchbacks. The weight balance between front and front axle is independent and the engine is more powerful
back is good, though you have to develop good front and with around 250bhp and a turbocharger. The general shape
rear axles to manage the way the tires stick to the road. of the body is the same, with some developments to make it
Getting to specifics, Balthazard mentions some recent look like a Renaultsport car. We have three versions with
projects: There are two ways of working on a sports hatch. different engine power and chassis tuning. When you get to
For a Clio or a Twingo, we use the current production car the latest version, the R26, it is really designed for racing,
and the Renaultsport technology team makes some specific even though it can be driven on the road. It is a very efficient
TOP: The 1965 R16 was the worlds first hatchback

ABOVE: The R11 was one of the first hot hatches
BELOW: The R4, Balthazards favorite hatchback
Hatch of the day

With so many models to choose
from, which is Balthazards favorite
Renault hatchback? Its between
the R4 and the R16 maybe the R4.
The R16 [released in 1965] was the
fi rst real hatchback, but with the
R4 [released in 1961] the idea
was to make a global space for
passengers and the trunk, which
was unique. You could modulate
between the passenger space
and the trunk. It was the fi rst
two-body car, even if it wasnt
a true hatchback like the R16.
INTERVIEW
Striped blazers are back
chassis that benefits from our motorsport experience. A lot Renault fans will recall the hot is making a comeback, with
of improvements come from motorsport, and we improve Gordini models of the 1960s, special Gordini editions of the
the chassis all the time based on experience during racing. recognizable by their blue Twingo and Clio. Unfortunately
paintwork and twin white these editions offer little more
Special editions, including the R26, come from the track.
stripes. For those who dont than a cosmetic difference from
Getting engine and handling performance into a hatch is remember, this important part the Renaultsport cars on which
one thing, but one must remember the other great benefit of of Renaults sporting heritage they are based.
the hot hatch: low price. To keep prices low, development
costs are kept as low as possible.
We have developed a CAD system, which we use to ABOVE LEFT: Cars time reductions 24 months will be the realistic minimum,
predict the car numerically. Now, for example, we are testing like the Twingo RS though I think we can still improve this time slightly through
are keeping low-cost
the crash behavior of a car through simCAD systems front, thrills within the grasp
technical standards and more accurate calculations, etc.
rear, side impact everything is calculated. of young drivers Perhaps we could save one or two months.
We are increasingly managing the definitions of the car For Balthazard, the time saving doesnt end there. The
by making calculations and reducing the number of tests real question is how long it will take to manufacture the
we have to do on real cars. We no longer use prototypes tools for production. Many Japanese companies Toyota,
the first car we use is manufactured with the production for example have done a lot of work on tooling planning.
tooling. We start physical tests on a car a year and a half I want to decrease the time to manufacture tooling, as that
before production. We develop more calculations for each is a real issue for bringing cars out more quickly.
car we develop, and we also reduce development time and But can the speed of Renaults development programs
costs with each new generation. We developed the new ever match the speed of its hot hatches? There is an
Mgane hatch in 32 months and the new Scenic took 29 interesting side to being as quick as possible. Because the
months. The Laguna took 35 months to develop, so with amount of planning is decreasing and we are spending less
each project, through calculation and simulation, we reduce on development, we can launch cars more quickly which
testing time and costs. means we are closer to customer expectations. For example,
These timescales are even more impressive when you a lot of luxury cars came out during a recession in 2009,
consider that Balthazard is counting this period from the following three years of development. It is good to be as
design freeze stage. But we are nearly at the limit of possible quick as possible, but there is a minimum.
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SIMULATION

SIMULATION
Test
test by nu
numbers
Simulation of vehicle crashing is taking up vast amounts
of number-crunching power at Fords NIC Center
WORDS BY MIKE MAGDA

Simulation
Of all the available computing power at Fords

Numerically Intensive Computing (NIC) Center in
Dearborn, Michigan, 60% of that power is used by
Steve Kozaks 160 engineers.
The non-linear
The non-linear crash analysis is computer intensive,
explains Fords global chief engineer for safety systems. It
crash analysis
uses quite a bit of computing power to recalculate every
millisecond of a vehicle crash. We even go down into one
is computer
ten-thousandth of a second with certain analysis.
Some of that workload is shifting to the desktop as each
intensive. It uses
of Kozaks engineers recently received new Dell Precision
t7500 workstation computers with dual monitors.
quite a bit of
It has really improved the efficiency of the engineering
team, adds Kozak. We used to batch our CAE runs in the
computing power
overnight queue for the NIC. Now these computers are so to recalculate
powerful we can run many programs at our desks.
The safety group relies on three main software programs, every millisecond
namely LS-Dyna, Altair RADIOSS, and MADYMO. Not
many companies use MADYMO, explains Kozak. Its the of a vehicle crash
kind of software I can run at the analysts desk and then get Steve Kozak, Fords global chief engineer
answers within minutes. for safety systems
The virtual world versus the real world

By Hans-Herman Braess simulation models, as well as
The dream of every vehicle test results of the predecessor, Computer modeling
manufacturer is to keep the are available, which are usually can even aid safety in
times required for developing a perfect basis to start from. dangerous activities
series models as short as In contrast, the situation is such as dragster racing
possible, while achieving utterly different for completely
a high product quality by new developments: innovative
the time production begins. technologies and systems must
It is also the long-term have proven their suitability
objective of product creation in the laboratory and in
in automotive engineering. experimental vehicles on
And for development engineers, the road (proof of concept)
embracing virtual technology before they can be integrated
means it is possible, as into a new vehicle design.
extensive simulation of the At the same time, these new
vehicle and its characteristics scopes require calculation
(virtual car), its production and simulation models to be
(virtual factory) and the entire developed and adapted. It
lifecycle is possible before may even be necessary to through to decommissioning, economic limits and the higher
production begins. build new test facilities to using a methodical and the pressure to resolve all these
Actual prototypes confirming allow optimization of the structured process. issues even before the first
simulation results and carrying new components, and ensure For product development, prototype is built. Simulation
out mere fine-tuning should their compatibility with the the virtual approach, tried and virtual development are,
only be built at a late stage other systems in the vehicle. in the fields of software and therefore, indispensable.
in the process. Progress has However, virtual vehicles electronics, is now the rule But it will remain absolutely
already been made towards do not take into account the rather than the exception. necessary, even in the future,
making the development subjective nature of a vehicles It begins with a model-in- to carry out fine-tunings using
process more efficient and character. Carmakers need to the-loop simulation, followed, real vehicles in actual traffic
therefore shorter. This has know if a vehicle has that X as the idea becomes more situations to ensure reliability
been achieved with the factor that certain something concrete, by the hybrid and durability.
cooperation of subsuppliers, that will make the customer techniques of software-in- 20 years ago, calculations
and by a vast variety of want to drive it. the-loop and hardware-in- and tests complemented each
simulation, measuring, Presently, virtual vehicles the-loop simulations that other superbly. Some examples
and testing procedures. take into account subjectively allow validation of the concept. may illustrate this statement:
Vehicle development can assessable characteristics, but The more concept variants Whereas the boundary
be roughly subdivided into insufficiently. Efforts are being that are considered and the conditions cannot always
two extreme cases. Follow-up made towards an objectification more model variants planned, be kept constant, particularly
models can be developed from of subjective assessments, the less possible it is to design during road tests, calculations
their predecessors, maintaining particularly by means of all these scopes and to test and simulations will almost
the basic concept and largely correlation procedures. them on actual experimental always yield reproducible
adopting existing basic The key to efficiency is the vehicles or even prototypes. results. Changing just one
components while adding new cooperation and inclusion of And the more complex the parameter to determine its
detail components. In most all parties in the supply chain, vehicles, the more severe the influence often poses a
cases, validated calculation and from product specification target conflicts and the closer problem in tests, in contrast
one gets to physical-technical- to calculations. Simulations

SIMULATION
RIGHT: Kozak While Kozaks Dearborn-based team may have shrunk

showing off the slightly in the past five years, his new duties as global chief
safety features of
the Ford Edge
under the One Ford plan added another 170 safety engineers
based in Europe, China, Australia, Brazil, and Mexico, not
only reporting to him, but also working on the same projects
together.
We have a very good system that allows us to record all
the test data and make it available within seconds after
crashing a vehicle, says Kozak, who notes that all vehicles
developed in Australia, Mexico, and South America are
physically crash tested in US facilities. Anywhere the sun is
shining, Ford has got engineers working [on the same
project].
Since Ford produces passenger vehicles as small as the
1,900-pound Ka city car and as large as the F-350 Super
Duty pickup truck with a 13,000-pound GVWR, the tool
sets have been upgraded to work across the entire range of
vehicle platforms.
Weve created specific methods to allow us to do what
we call body-on-frame versus unibody crash analysis, says
Kozak. Thanks to the close relationship we enjoy with our
only cover the system-inherent

effects and parameters, whereas
tests will also answer questions
that were not even asked. Should
it be difficult to interpret test
results, additional information
from calculation models, even
quantities that are not directly
measurable, can be helpful.
The strength of testing lies in
its capability of yielding overall
statements, whereas calculations
and simulations are suitable for
determining individual influences.
For instance, weak points
identified in actual tests can be
emulated fairly well by means of
simulations, provided that the models
have been developed accordingly.
It also becomes evident from this
that hybrid methods (such as SIL
and HIL) will gain even more
importance in the future.
The drastically improved
performance of computer systems
has allowed geometric design and
functional validation to be further
developed into virtual product
creation.
Professor Dr Ing Hans-Hermann

Braess is a member of the Scientific
and Technical
Committee of
the FISITA World
Automotive
Congress. He
was director of
technical research
at Porsche from
1977 to 1980, and
director of BMWs
Science and
Technology Centre
from 1980 to 1996.
SIMULATION
says, adding that outside interests such as the IIHS and

NHTSA conduct extensive physical testing. We have to run
verification tests to make sure everything works like we
predicted at CAE.
Ford is shifting more full vehicle crash testing to sub-
system simulation. Back in 2005, the automaker installed
a US$16 million servo-hydraulic reverse crash simulator.
It was the first simulator to feature a full combination of
simulation capabilities, including frontal crashes in both
pitching and non-pitching modes, rear crashes, and side
impacts in both destructive and nondestructive modes.
It allowed us to gain over 30% efficiency in vehicle
crashes compared with the previous level of simulations,
explains Kozak.
Not all simulations have earned the highest level of
confidence. Kozak says there is room for improvement in
fracture mechanics, especially with plastics and composite
materials. The problem can be confounded in todays
economy when suppliers fold, particularly if they are
involved in door or dash panels. Those are vital elements
in safety testing, Kozak adds.
He cites the increased emphasis on side-impact testing
and again points to door trim as an example. Were looking
at door trim and how it ties in with side airbag performance
how the armrest portion of the door panel reacts with
Above: Kozaks software suppliers, we have been able to integrate that back airbags and the occupants bolster area, says Kozak.
extensive work on
into the software. In the future, Kozak forecasts more driverless testing
computer simulation
greatly aided the Kozak has consolidated job descriptions for his CAE and and is working with new software products and differential
safety of the 2008 development engineers to be able to streamline the safety GPS in order to run robotic simulation to get repeatable and
Ford Taurus testing workflow. Team members perform the CAE analyses predictable performance.
and run tests on the individual parts or systems, then return Another area of interest is developing test criteria for the
with relevant feedback. batteries in hybrids and electric vehicles. The fuel tanks in
It allows us to get the CAE better because theyre looking gas and diesel vehicles are filled with red stain to indicate
at what actually happens to the parts, explains Kozak. fuel leaks or spray following a crash test.
But Kozak is confident that simulation will not completely So how do you do that with electrical? How do you find the
replace track testing. I would love to say yes, and we are electrical compromises from a crash? asks Kozak. I havent
seeing more of it, but itll never make testing disappear, he yet found an electron that will stain when it comes out.
Accidents happen
With the introduction of more
sensitive airbag pressure sensors
on the 2010 Taurus and 2009
F-150, Ford engineers developed
a series of side-impact tests to
calibrate their sensitivity. The
airbag sensors use pressure
pulses from the side impact to
deploy up to 30% faster than an
older system using acceleration-
based sensors.
However, everyday mishaps,
such as a shopping-cart collision
or a runaway bicycle could trick
the sensors. Tests include using
a lab robot to push a shopping
cart loaded with a 110-pound
weight into door at 10mph.
Another test simulates the
impact of a bicycle wheel.
Ford says the pressure-based
sensors help the vehicles perform
better in federal side-impact
tests, are less likely to be affected
by design differences, and give
designers more flexibility because
of tighter packaging.

Simulation
The serious side of Funny Cars
Accredited Test Laboratory

Certification Body
Your accredited test

laboratory for:
EMC-testing
Radio parameters
Electrical safety tests
Environmental simulation
Metrology testing
Automotive testing
When Funny Car driver Eric Kozak. Since his accident

Medlin was killed in a March 2007 weve improved it even more.
testing accident at a Gainesville, Ford is working closely with
Florida, dragstrip, team owner the National Hot Rod Association
John Force sought help from the to develop safety improvements,
production side of Ford safety including providing data
engineering to improve frame recorders known as Blue Boxes.
construction and reliability. Computer modeling continues
What were finding is that along with lab work using
theres a whole lot more we can a seven-post shaker rig to
offer the racing teams than the evaluate current chassis
teams can offer us, says Kozak. designs and construction.
Following analysis of the frame Were running simulations
materials and design, immediate in our own test lab to understand mikes-testingpartners gmbh
improvements were made. A few the forces involved in the Medlin
months later in Texas, Force was and Force crashes, says Kozak.
Ohmstrasse 2 - 4
involved in a horrific two-car Weve been able to create D-94342 STRASSKIRCHEN
crash that split his vehicle in half. a bench simulation of what can GERMANY
We made changes in the make a chassis break, how it
stiffness of the chassis that helped affects the occupant, and how to Phone: +49 (0) 9424 9481-0
John survive his crash, adds do a better job of protecting them.
E-Mail: info@mikes-tp.com
www.mikes-testing-partners.com
SITE VISIT
Wild horses

SITE VISIT
Mustang, one of the largest dynamometer

manufacturers in the world today, has taken
on an array of major engineering projects
WORDS BY JIM MCCRAW
Customers include Like most other high-tech companies in the USA,

everyone from OEMs Mustang Advanced Engineering (MAE) doesnt do
to motorsport teams
and even the military.
what it started out doing 35 years ago. Ohio-based
Here a Cougar MAE has morphed into a unique company whose expertise
armored fighting in the design and build of test benches rivals just about any
vehicle is being dyno company in the industry. Now run by three brothers Dean
tested
Ganzhorn as president and CEO, Donald Ganzhorn as
executive vice president and chief engineer, and David
Ganzhorn as vice president of sales the company has
designed, engineered, built, and sold more than 25,000
dynamometers in the last 35 years, with peak production at
35 complete dynamometer systems per day.
Although chassis dynamometer systems have formed a
large part of the companys core business over the years, the
company has added products and gained expertise in nearly
all types of dynamometer test benches, including AC and
eddy current engine dynamometer systems, transmission
test benches, tow dynamometers, and custom test benches
of all types and sizes. MAEs product catalog includes engine
test cells, transmission test cells, and complete powertrain
test cells up to and including a truly colossal 8 x 8 chassis
dynamometer system.
Steven Engelman, Mustangs marketing manager, says,
We have very sophisticated engineering capabilities at
MAE, capabilities we have developed over many years of
doing business in this industry. A lot of the engineering we
do here is done on a consulting basis. While most of what
we do is a design and build, we have clients that come to us
for engineering support as well. We are basically a team of
engineers with a factory. We have an experienced team of
software engineers, mechanical engineers, and electrical
engineers who develop everything in-house. Some of our
team members have been here since day one, so our IQ level
also comes with a lot of hands-on experience. We are one of
only a handful of companies in the industry that has not
depleted their engineering department in favor of a more
cookie-cutter approach. Our engineers design and build all
of our products right here in Ohio and most of what we do
is tailor-made to meet our customers exact needs. This is
particularly useful for research projects and quality control
testing that involves a product that is new or unique.
Michael Caldwell, sales manager at MAE says: We have
positioned ourselves as the supplier of choice when it comes
to custom dynamometers and test benches. While we have

SITE VISIT
a standard approach here as it concerns quality, attention to

detail and customer service, most of what we do here in the DynoZilla
plant is rarely repeated. Take a walk through our factory on
MAE recently completed what
any given day and you will see 30 to 40 test benches, and
is believed to be the worlds
every one of them is different and one-of-a-kind. We have largest dynamometer. It is an 8x8
a philosophy here that each customers problems and needs system that is so large it takes up
are different; we do not believe 100% customer satisfaction an entire building in the MAE
can be achieved with a one-fits-all approach. We enjoy the complex. The dyno features eight
challenge of taking on a clients problem and finding the 48in chrome-plated rollers that
perfect solution. While todays economic challenges have can be operated independently,
placed some of the others in our industry in a difficult cross-coupled, and configured to (130kph). The rig can be adjusted
follow the feedback or command to accommodate vehicle
position, our approach has yielded growth even in the midst of any other roll on the system. wheelbases as short as 53in and
of the current downturn. It is designed for large vehicles as long as 472in (39.3 feet) with
MAE chassis dynamometer installations can be used for in 2x4, 4x4, 6x6 or even 8x8 drive an accuracy of 2mm. Once the rig
end-of-line testing, emissions, NVH, durability and mileage systems. Its combined peak is tested and calibrated, it will be
accumulation, EMC/RFI testing, hardware-in-the-loop and full load capacity is 1,200kW shipped to a university in Beijing,
environmental testing, in addition to racing and high- or 1,600 horsepower, with a China, where it will be used to
performance applications at the OEM level. Caldwell cites combined wheel force of 260,000 develop traction control, stability
Newtons or 58,500 pounds, and systems, braking systems,
several high-profile customers including Harley-Davidson,
a maximum wheel speed of 81mph performance, durability,
Honda, Yamaha, General Motors, CalsonicKansei, Ford (130kph). Its fan system can emissions, powertrain calibration,
Motor Company, Kubota, Caterpillar, Komatsu, International simulate wind speeds up to 81mph and hybrid integration functions.
Truck and Engine, and Nissan.
In addition to these offerings, MAE builds production
and in-process testing cells for: electrical, electronic, to be plug-and-play units that can be set up independently
mechanical, and sensor testing; control and data acquisition or added to existing facilities without additional construction
systems; and, most recently, complete modular containerized costs being incurred.
test cells. The MCTC activity is offered to OEM and other Mustang CEO Dean Ganzhorn says that the companys
manufacturers that may have a temporary or permanent versatility and speed are its best strengths. For those
need for remote testing facilities, and these cells are designed reasons, he says, the US military has become a steady
customer, as its vast rolling stock of Humvees and Cougars
from the conflicts in Iraq and Afghanistan has to be rebuilt
in a new army facility in Anniston, Alabama.
Were putting in huge modular tests cells there. We just
completed a huge modular project in Taji, Iraq, where two
modules are joined together to make engine test cells and
transmission test cells to test all the Russian T-72 tanks and
our own Abrams tanks. We sent one crew over to study the
T-72s, and then we had to come back and build the modular
containers for the test cells, take them over and install them.
A lot of firms would have said No, thank you! but those are
the challenges we like.
LEFT: A high-
performance engine Owning a second company has also been a great asset to
undergoing testing MAE over the years. Mustang Dynamometer, MAEs Ohio-
BELOW: Every test based sister company, specializes in aftermarket products.
bench is a one-of-a- The companys current product offering includes off-the-
kind design
shelf eddy current chassis dynamometer systems for rear-
wheel-drive, front-wheel-drive, all-wheel-drive, and also
motorcycle applications. Mustang offers roll diameters from
8.75in to 50in, with measurement capabilities of 3,000+
horsepower.
In addition, Mustang Dynamometer offers a range of
eddy current engine dynamometer systems. Mustangs
simulation software packages include a complete suite for
drag-racing simulation and a variety of custom applications
for very specialized motorsport competitions, including
increasing-load competitions such as tractor pulling.
Caldwell adds: Mustang Dynamometer is where I gained
my experience as a sales consultant. Mustang Dynamometer
has grown substantially over the last 10 years and it has
positioned itself as the best company in the performance
aftermarket when it comes to dynamometers. The versatility
has aided both companies, and when Mustang Dynamometer
wants to improve a product line the engineers come to us
engineering folks for advice. We like racing just as much as
the next guy, so we have no problem lending a hand.

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Local representatives and service organisations worldwide
PRODUCTS AND SERVICES
Cross-drive transmission
test bench Mustang Advanced Engineering
Mustang Advanced Engineering has designed, built and delivered Tel: +1 888 468 7826
Email: sales@mustangae.com
a state-of-the-art cross-drive transmission test bench for testing Web: www.mustangae.com
Abrams M1A1 and M1A2 Battle Tank X1100-3B transmissions
501
ONLINE READER ENQUIRY NUMBER
Mustang Advanced specifically for adjustable- transmission. The control The power unit consisted
Engineering (MAE) speed service, the AC motor system allows the of a motor drive, electric
proposed a custom combines optimum measurement of the prime mover, and an
cross-drive transmission proportions of copper and iron dynamometer applied torques enclosure. The prime mover
dynamometer to meet the with unique rotor slot designs as well as the induced was an electric motor that is
application and test to deliver power-matched acceleration torque applied rated for multidirectional and
requirements of a cross-drive performance on adjustable by the mass of the power reliable variable speed control.
transmission test bench for frequency PWM power. absorbers inertia. This is The motor is guarded drip-
testing X1100-3B Mustangs design allowed required to accurately measure proof force vent, rated for
transmissions in accordance the furnished pair of power during transient 429HP continuous, 643HP
with NMWR 9-2520-276 dynamometers to be cradle- testing. The furnished pair intermittent, with a base
volumes 1-3. Having recently mounted with a load cell of air-cooled eddy current speed of 1,485rpm and
delivered a containerized and speed encoder to actively dynamometers were supplied maximum speed of 2,965rpm.
version of a similar system measure the output torques with a fast responding The prime mover possesses
to support Operation Iraqi and speeds of the transmission controller, which delivered low inertia to more accurately
Freedom, MAE built on many to instantaneously determine a very fast response and simulate the inertia values
years of experience to deliver the output power of the ideal settling times. seen by the transmission
a custom solution.
The system was designed
to simulate engine input
speeds and vehicle loads for
heavy-duty transmissions.
The system can control the
transmissions input speed
and output loads, allowing the
operator to apply loads to the
transmission as though it is
in the vehicle.
In order to facilitate proper
transmission testing, a low-
inertia motor is required so as
to produce similar acceleration
rates as seen with an engine.
The furnished AC motor is
a definite purpose, adjustable-
speed motor designed for
optimum performance in
demanding constant torque
and constant horsepower
applications. This design is
based on years of experience
in producing variable-speed
motors. When matched with
a high-performance AC
variable-frequency drive, it
provides the ideal solution for
the toughest industrial speed
drive requirements. Designed

when connected to an engine. inspection, maintenance, information to accurately transmission being tested.
The lower inertia value and for connecting in-line calculate 40,000 times per The system also includes all
provides better up/down shift transmission drive shafts second the switching states interconnecting transmission
simulation due to the motors to the prime mover. The of the power circuit Insulated cables and controls, and the
inertia value being in the motor is capable of providing Gated Bipolar Transistor design and strategic placement
range of a typical engines continuous constant torque (IGBT) to precisely adjust ergonomically complement the
inertia value. The system from the base speed down the current and voltage. This operation of the complete test
also uses a 480 VAC motor to and including zero speed. technology allows the drive system. The transmission
to reduce the current The motors lubrication to instantly react to dynamic dynamometer data acquisition
requirements of the system. system was designed to changes within the test system system measures and records
The prime mover provides provide complete bearing due to shocks, accelerations, all data, generates control
150% overload capability lubrication in any mounting decelerations, or power signals, then broadcasts this
for short periods of time, orientation without being interruptions. data over an Ethernet link
providing 643HP susceptible to over greasing Cooling of the transmission to be displayed and recorded
intermittently. by using open bearings and was accomplished with an in the TRANSdyne software.
The power unit is capable directional grease channels in-circuit, thermostatically MAEs software is
of delivering a maximum that force fresh grease directly controlled oil-to-water heat specifically designed for use
input speed of 2,965rpm and a into the ball track. The design exchanger-based cooling with MAEs complete line of
maximum torque of 2,250 lb- allows old grease to be purged system. transmission dynamometer
ft, at 150% overload, from from the bearing as the new The cross-drive eddy systems. The customer may
0-1,485rpm and provide grease is introduced. A large current dynamometers are customize MAEs software
continuous 429HP from reservoir assures ample grease bi-directional and provide to exactly match the
1,485-2,965rpm applied is readily available between high-performance load torque. transmission model(s)
directly to the unit under lubrication cycles. Each dynamometer is capable and testing procedure(s)
test. 643HP is available on The AC motor drive is of up to 2,000 lb-ft of requirements. The MAE
an intermittent basis. An a high-performance closed- dynamic load torque and can software provides continuous
enclosure envelops the prime loop flux vector, four-quadrant absorb up to 750HP on an real-time computer
mover and is fabricated of controller utilizing Direct intermittent basis. Infinitely monitoring and data
14 and 16 gauge sheet metal Torque Control (DTC) to variable control from no-load acquisition of all critical
panels and access doors. optimize dynamometer to full-load is accomplished transmission parameters,
The primary access door folds, performance by software with a slider on the operators which may be used to form
or slides, into position and modeling the motors physical control PC and automatically custom-printed tabular and
allows access to the motor and electrical characteristics. under computer control. The graphical reports of the results
and related assemblies for The drive uses the modeled eddy current dynamometers of the test procedures.
are air-cooled to eliminate the The TRANSdyne software
LEFT: The custom
need of heat exchangers and allows the operator to either
cross-drive their required water source. select transmission/torque
transmission Air-actuated caliper brakes converter combinations or
dynamometer meets are incorporated into the load enter transmission models.
the application and
test requirements units design to lock-up the In all cases, the operator
of a cross-drive output drives for converter enters transmission serial
transmission test stall testing. Dynamic numbers at the beginning of
bench for testing
X1100-3B
load and stall torque were each test. The system provides
transmissions monitored using tension/ for manual operation of the
compression load cells giving test stand and allows the
the PAU a 3,000 lb-ft capacity operator to record data at will.
with 150% safe overload. The system can also operate in
The furnished data a semi-automatic mode, which
acquisition and control prompts the operator through
system is an easy-to-use, the test sequence and the
compact package that system, then performs auto-
consists of a computer speed/auto-loading. In either
system, dynamometer/ case, the test stand compares
facility control system, data specified test values to actual
acquisition system, and MAEs values and acquires, logs,
TRANSdyne data acquisition and records test data to
and transmission control a disk drive for permanent
software package. The and printed records.
system is equipped with All functions listed are
data acquisition, computer, operator selectable through
keyboard, computer monitor, the advanced operator
printer, warning lights, and all interface to allow full
controls and instrumentation functionality of the test stand
required to operate the test while displaying all required
machine as well as the testing and user-defined data.

Full-scale commercial
rolling road wind tunnel Windshear Inc
Testing engineers and Formula One race teams are visiting Tel: +1 704 788 WIND (9463)
Email: info@windshearinc.com
the worlds first commercial full-scale rolling road wind Web: www.windshearinc.com
tunnel to gain a competitive advantage
502
As the company art open-jet wind tunnel configured so that no two have been in high demand
behind the first 100% design from Jacobs customers will see the others from the very beginning.
commercial full-scale Technology with the latest vehicles at any time. Also, Its first commercial customer,
rolling road wind tunnel, developments in wide-belt all Windshear employees a Formula One team, traveled
Windshear Inc understands rolling road systems. This and contractors sign non- from Europe to use the
the necessity of staying at the makes Windshear a source disclosure agreements and latest technology to get
leading edge of the science and for highly accurate, repeatable are bound by strict privacy a competitive advantage on
technology of experimental aerodynamic data, which guidelines. Card keys are the racetrack. The customer
aerodynamics. The company, gives a competitive advantage issued to all customers, base quickly grew from there,
based in Concord, North on the racetrack or in the limiting areas and times of and now includes most top
Carolina, is now headed into global marketplace. access, and unauthorized NASCAR and Indy car race
the third year of its operation, To ensure absolute personnel are prohibited teams, as well as numerous
and customer demand for its confidentiality with all of from customer areas. other customers from a wide
highly accurate aerodynamic its clients, Windshear Inc Windshears test services range of markets, including
simulation is stronger than maintains a high standard everything from road racing
ever. of security. All test data files to television and video
Test vehicles are placed are erased from Windshears entertainment. Windshears
on the rolling road and tested servers once a customers BELOW: The rolling road is 10.5ft-wide
services are available around
at speeds up to 180mph and testing is complete, and by 29.5ft-long, and can accommodate the clock if necessary, to
yaw angles up to 8 degrees. the facility is physically a wide range of test vehices meet customer demand.
Windshears main fan consists
of 29 carbon fiber blades
reaching 22ft in diameter,
and is powered by a 5,300
horsepower electric motor.
The system can accelerate
from 0 to 180mph in less
than a minute.
Windshear also boasts
an integrated temperature
stability system, which can
control air temperature to
standard day conditions,
plus or minus 1F. The high-
tech rolling road is 10.5ft-
wide by 29.5ft-long, easily
accommodating a wide
range of test vehicles.
During testing, through-
the-belt sensors measure the
aerodynamic downforce under
each tire, while biaxial load
cells integrated into the
restraint system register the
aerodynamic drag and side
force. The technology available
at Windshear is the successful
union of the latest state-of-the-

18 0 m p h w i t h o u t m o v i n g a n i n c h
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
And build in the best in precision data acquisition capabilities. When we
created the worlds first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
We created a new standard in aerodynamics.
+1 704 788 9463 info@windshearinc.com w i n d s h e a r i n c .c o m

Putting the human touch

in automotive testing Moog
Human and hardware in the loop testing can reduce Tel: +31 252 462 000
Web: www.moog.com
research and development time, as well as budgets
503
Human and den Dijssel, test & simulation initial automotive-system and repeatedly. If a component
hardware in the systems manager, Moog. development can be brought does not respond well on a
loop (H2iL) testing Lab testing, with the into the laboratory, delivering certain part of the track, just
is used in the aerospace driver included, ensures more a range of important benefits that part of the track can be
industry, and can reduce R&D consistent test conditions, compared to HIL testing. evaluated repeatedly and the
time, as well as budgets (see creating a more controlled test Driver response and results recorded to provide
Human in the Loop, May 2009 and improved results; unlike feedback is immediate and detailed results for improved
issue, p30). That article, by track testing where conditions enables qualitative feedback. driver evaluation, which is
Moog, presented the case that continually change. Multiple driver experiences particularly beneficial in
there is also a clear fit for H2iL In a traditional HIL testing can be incorporated and race car test scenarios.
in the automotive industry, configuration the powertrain different driving habits The system also helps
given the growing need for is still driven (or tested) by and road conditions can reduce track time as driving
more sophisticated testing a dynamometer. This is be recorded and evaluated, scenarios can be created
technology. transformed into an H2iL providing objective and and recorded for playback
This follow-up article looks simulation when the simulated instant metrics on the without leaving the lab.
at some of the benefits and the driver input is replaced specimen under test. Virtually any road or
specific details of what H2iL with a full 6DOF motion Designers often need climatic conditions can
brings to automotive testing. simulator and an actual to analyze vehicle response be simulated such as track
HIL testing involves vehicle human test driver in the to one specific road condition. surfaces, ambient conditions
hardware components loop simulation. With H2iL the same road and vehicle models, adds
being tested in a simulated In this H2iL testing section and conditions can van den Dijssel. Development
environment. The interface scenario, the driver of the be replayed while making time and test time are
can be hydraulic, electric, motion simulator drives subtle system and component dramatically reduced and
or mechanical, and may also a vehicle model on mapped changes; that enables fast controlled because automotive
include use of environmental proving-ground roads while repeatable A-B-A testing. designers no longer require
chambers to simulate the powertrain operates H2iL allows for highly access to the track or proving
temperature, humidity on the dynamometer, which sophisticated replication grounds and do not have
or air, or even air pressure. is now coupled to the motion techniques that aid and to wait for the right climatic
Practically all driver feedback platform. This means that improve driver performance conditions.
is gathered from the test track, or train drivers to perform H2iL also increases safety
which is timely and expensive. specific maneuvers. Lap levels as dangerous road
H2iL testing brings the performance can be recorded conditions can be tested
driver into the simulated and any deviations caused in a safer, more controlled
environment or loop, which by hardware modifications laboratory environment.
can reduce the number of or replacement can be Drivers are not subjected to
prototype vehicles required observed. Moreover, laps can dangerous road or ambient
and the number of hours be superimposed on screen conditions since they will
spent on race track or proving so a driver has simultaneous be operating the simulator.
ground testing, says Pim van reference to previous Although track scenarios
performances, which can may be taken to the very
RIGHT: 7DOF driving help the driver operate the limits of performance on
simulator with a lateral rail simulated vehicle on the new design, the integral
a certain part of the safety management systems
track consistently built into the simulator
will protect the driver,
and even the test parts,
from uncontrolled and
excessive responses.

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Optimized combustion:
increasing diesel efficiency
Hottinger Baldwin Messtechnik
Automotive manufacturers are continuing to improve and Tel: +49 6151 803559
Web: www.hbm.com
increase combustion engine efficiency by focusing on overall
efficiency and enhanced diesel engine fuel injection
504
Figure 1: The HBM BlueLine Top Class

In Europe, some 50%

series of high-precision pressure
of all vehicles have transducers handle maximum
diesel engines and pressures of 5,000-15,000 bar, with
benefit from lower fuel an accuracy class of 0.25 at 5,000 bar
consumption compared these pressures to reduce
with petrol engines. Fuel consumption and emissions
consumption and emissions further.
are affected by the fuel HBM has developed the
injection system pressure in P3TCP Top Class series of
atomizing the fuel. Higher high-precision pressure
injection pressures give finer transducers to optimize
atomization because the common-rail fuel injection.
particles are smaller. The 1988 These are used on many
Fiat Croma TD i.d. one of test benches throughout
the first cars with diesel fuel the automotive industry.
injection had an injection This series has a working
pressure of 1,000 bar; now accuracy of 0.1-0.2% and is
pressures range from 2,000- available for pressures from to the transmission, and also
2,500 bar and are increasing. 0-3,000 bar. This accuracy power many other devices
Common-rail fuel injection means measurement results such as the generator and air The transducers have
was developed to separate can be reliably reproduced. conditioning compressor. a compact, ultra-flat design, so
pressure generation from the By contrast, the P3TCP This requires that the they remain in position even
fuel injection process. This BlueLine models handle energy consumption of all when an entire engine is being
technology uses a high- maximum pressures of 5,000- components and auxiliary fitted in a vehicle, enabling
pressure pump to keep the 15,000 bar with an accuracy units are metrologically them to be used for test
fuel at a constant high class of 0.25 at 5,000 bar. determined. Power loss via benches and road tests. The
pressure. The timing and An increasingly important the camshaft, cam belts or operational temperature range
volume of fuel injection are aim in developing engines and timing chains, for example, is suitable for the extreme
electronically controlled. transmissions is optimizing must also be recorded and values that occur in field tests.
It is essential to have a high- the overall energy efficiency. optimized. This can be Rotor energy supply and data
precision measurement of Modern engines supply power achieved by taking accurate transmission achieved via
torque measurements at the a telemetry system are non-
various mechanical interfaces. contact and wear-free. Data
HBM provides specifically can be output directly to
customized torque transducers a measuring computer via
for these tasks. These are digital or analog interfaces.
installed between the belt The wide supply-voltage range
or chain sprocket and the covers both cars and trucks.
auxiliary unit. Resultant The accuracy class of the
parasitic loads, such as torque transducers is typically
bending moments, are largely 0.2%, with typical measuring
compensated for by the ranges at 100Nm. This allows
transducer design. accurate and high-resolution
Figure 2: HBMs solution for measuring measurement. The dimensions
the functional efficiency of engine of the transducer, as well as
designs: utilizing customized torque the fixing dimensions, can
transducers, integrated into
mechanical assemblies and
be adjusted to meet customer
components requirements.

Auto_Test_Tech_Intern_0310_7.205x4.528:Layout 1 2/23/10 11:15 AM Page 1
SERIES 8179 SINGLE CHANNEL TELEMETRY SYSTEMS
PCB Load & Torque Measures Up!

Single Channel Telemetry Systems for Automotive Applications
PCB Series 8179 Single Channel Telemetry Systems provide a simple, accurate method of
transmitting strain torque, thermocouple or voltage signals on rotating or moving machinery while
operating in a completely contactless mode. Using a maintenance-free continuous operation
method, accurate transmission of measured data is guaranteed. Compact in size and weight, these
units won't significantly affect the dynamic properties of the shaft. A remote shunt calibration
feature enables strain gage configurations to be checked, even during measurement.
Ideal for:
Powertrain development
Steering column testing
Drive cycle development
Component development
Brake testing
Series 8179
24-hour SensorLine +1-716-684-0001 Toll-Free in USA 888-684-0014

SM
E-mail automotivesales@pcb.com www.pcb.com/auto

ISO 9001 Certified A2LA Accredited to ISO 17025 AS9100 Certified
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Success reported in exhaust

gas measuring system AVL Emission Test Systems GmbH
Data from the biggest pilot test program in history and a high Email: sales.emission@avl.com
Web: www.avl.com/ets
number of systems purchased show the efficiency, accuracy,
and reliability of a new exhaust gas measuring system
505
The AMA i60 exhaust

gas measuring system
has sold more than
350 systems worldwide in less
than three years. The number
of systems sold and positive
customer feedback show
the efficiency and measuring
accuracy of the system.
The systems reliability was
demonstrated before the
products launch with
excellent results from the
biggest pilot test program in
AVL history. Customer surveys
from users of the iGeneration
product family show the
system is well received.
With iGeneration, any
development and certification
tasks for EURO 5/ 5+/6 and
the new US1065 legislation
can be performed with the
highest available measuring
accuracy.
AVL guarantees satisfaction
during operation. Chun-Il
Kim of the Delphi Korea
Technical Laboratory Center,
where iGeneration has been
in use since 2008, says: The
iGeneration i60 Emission
Bench is very easy to operate In Heimsheim near ABOVE: The iGeneration i60 Emission application package, called
and is excellently suited for Stuttgart, AVL Emission Test Bench is simple for users to operate Evaporative Emissions, which
engine development work. Systems, together with the includes the SHED chamber,
For Kim, the advantages German technical supervisory far, the feedback has been fuelling system, and carbon
of the system are the reliable association TV Sd, installed extremely positive. canister conditioning with
measurement of exhaust a reference solution for the The technology was well any component assemblies
gas components and the data measurement of volatile received due to its high and measuring modules from
exchange between iGeneration emissions from vehicles, technical standard, as well a companys own development
and many other systems. Kim called SHED. as its equipment and quality. and manufacture.
continues: AVL iGeneration Customers have already Ulmerich says, Quality starts Enormous advantages for
represents a new concept with been able to see AVL with the welding seams and the customers result from the
a new technology for exhaust iGeneration and the cleanliness of the chamber, service, application support,
gas measurement. The exhaust accompanying products for and goes on via the analyses and flexibility of the system,
gas measuring system, as well themselves on-site, as AVLs up to system automation. says Ulmerich. Users only
as the concept it is based on, product manager Patrick Currently, only AVL have one contact, and that
are very satisfying for us. Ulmerich of AVL says: So provides a complete is AVL.

Complex test
FGB
system realized
Tel: +49 9771 61 68 0 A testbed used to test complex compound materials at realistic
Email: info@fgb-steinbach.com
Web: www.fgb-steinbach.com
load conditions will be installed at a prominent German university

FGB has received
the order from the
Technische
Universitt Hamburg-Harburg
to construct a complex
Hexapod testbed. The contract
is a sign of confidence in FGB,
because the implementation
506
of the testbed is technically
demanding.
At maximum rigidity, the
system allows for movements
in six degrees of freedom at
the same time. Experienced
FGB engineers and
technicians will design
and produce the testbed
components.
The testbed is used to test
complex compound materials
at realistic load conditions.
ABOVE: The Hexapod testbed
Specimens weighing over airplane galleys) and bracing The Hexapod, the allows for movements in six degrees
a ton are tested with many tests (force-controlled even mechanic parallel structure, of freedom at the same time
types of multiple-axis load for strongly non-linear is operated in freely selectable
conditions. The modular components) are implemented force/distance control.
design of the test system for large specimens. The software from FGB
allows for versatile test Below the platform, tests used for testing contains
options. on smaller components (e.g. all required functions for
In the upper test bench air springs) are implemented operating the Hexapod
(above the platform), both at maximum rigidity of the testbed. It contains a
vibration tests (e.g. for test system. de-coupled, hybrid force/
distance control, which allows
Performance data: the user to specify distance
or force data for movements
Individual forces: z axis up to 500kN, x/y axis up to 200kN
in any space direction of
Individual torques: 40kNm the coordinate system.
The signals are
Distances and angles implemented on the individual
Combined distances: 150mm
Combined angles: 5
hydraulic cylinders within the
software as well, without the
Dynamics user having to intervene.
Speeds: up to 1m/sec Along with the control mode
Accelerations: up to 6g
Operating frequency: up to 30Hz
pseudo-force control, an
iterative real-time control
Hydraulics (linear/non-linear) is also
Hydraulic oil supply: 1,000L/min contained within the
Operating pressure: 280bars
functional scope and can
be adapted by the user.

ACS CITEAN
Email: acs-us@acscm.com; web: www.acscm.com Tel: +34 948 292900; email: info@citean.com; web: www.citean.com
Delivering test Global development solutions

and measurement
systems
The need to find and perfect solutions
507 for new governmental initiatives has
required diesel engine producers
to increase the scope and sophistication of
their emissions testing programs. Managing the
implementation of new testing facilities to test
these solutions can divert client resources from
their core competency of solution development.
ACS is a design, construction and systems-
integration services firm that specializes in the
single-source delivery of high-performance
engine-test facilities. Our test and measurement
systems group (TMSG) has expertise in industry
regulations, testing applications and testing
technology. TMSG services also include engine-
development engineers, NVH resources, and
a field-support network.
ACS recent projects include: EPA 2010 and
Tier 4 R&D; and emissions certification-test The Automotive Technological Focused in the areas of experimental
facilities including CVS measurement and 508 Innovation Center of Navarra, CITEAN mechanics, computational mechanics and
transient-altitude capability, low-temperature is a technological center specialized manufacturing processes, the versatility of
cold-start testing, class 4-8 heavy-duty hemi- in applied research focused on the automotive its equipment enables CITEANs testing range
anechoic chassis testing for meeting global and railroad sectors including all ranges of cars, to extend from characterization tests on any
sound regulations, and end-of-line production commercial vans and trucks, agricultural and mechanical component up to complete
testing for products ranging from light-duty civil works machinery, off-road vehicles, and vehicles, including modules and systems.
engines with aftertreatment to 2,000kW gensets. heavy trucks. Our mission is to help companies Among the facilities, a road simulator
Working as an extension of the clients staff, be more competitive by improving their (two corners, 12 of freedom, two wheel
the ACS team provides resources for complete capabilities of R&D and technological innovation. transducers) needs to be highlighted. This
project responsibility. TMSG uses a fundamental CITEAN deals with all phases related to enables reproduction of the behavior of
knowledge of emissions regulations to add value developing new products, from the conceptual a complete vehicle and its components on
by developing and implementing an integration design and virtual simulation to the verification the road (such as chassis and suspension).
plan that includes project-specific acceptance and validation tests. Possessing the latest CAE CITEAN also has several multipurpose benches
criteria, and manages acceptance testing. tools and testing facilities, CITEAN is at the for linear-actuation tests in one or multiple
disposal of the main participants of the global axes, as well as variable-speed dynamometer
value chain. benches and a rotary-actuator bench.
Colmis AB D2T
Tel: +46 961 720 100; email: info@colmisab.se; web: www.colmis.com Tel: +33 130 1307 07; email: sales@d2t.com; web: www.d2t.com
Cold climate testing Boost your tests

Colmis Proving Ground D2T has developed the technology. It also uses an ultra-fast
509 is located in Arjeplog, 510 MORPHEE 2 system for (10kHz) EtherCAT communications
in the north of Sweden the automation of a bus, which is currently considered to
and is privately owned, with a mix multitude of testbed types. It covers represent the future communications
of long-term and temporary clients. the writing and the execution of standard for testbeds. Its true
Colmis AB, formed in 1985, simple or complex tests, and the potential is in its ability to
has expanded from its modest acquisition of measurements. Today, implement simulation in the
beginnings to one of the leading the product is distributed on more testbed, including executing
test sites for cold-climate testing, than 2,500 testbeds in the world. MATLAB models in real time.
providing an extensive solution that D2T always opts for the most The user is also able to make
covers thousands of hectares with to confidentiality. During their stay, open and dynamic standards on the online modifications while a test is
lake- and land-tracks, efficient test teams enjoy warm and inviting market. MORPHEE 2 was the first running, making it possible to add
cold chambers, and high-tech IT apartments close to the test area. automation system on the market a screen or an instrument, modify
solutions to optimize client time. Colmis collaborates with several based on Windows. This powerful the value of a test safely, and make
The location is a protected area to OEMs and suppliers and provides system uses a market-standard changes to future test points. Its
guarantee privacy, photography is its clients with a complete solution, real-time RTX kernel and evolves openness and flexibility permits
prohibited and staff members must from top-quality proving ground in step with the developments in PC a single control and data acquisition
sign an agreement swearing them to first-class accommodation. (such as multicore) and Windows system for all testing applications.

Dewetron LMS
Email: sales@dewetron.com; web: www.dewetron.com Tel: +32 16 384 200; email: info@lmsintl.com; web: www.lsmintl.com
Testing automotive batteries Sound source localization

In the race to produce systems can do so much more
511 an electric vehicle with than just capture the analog
a range practical for signals. Adding transducers such
everyday use, the development as accelerometers, rpm sensors
of battery technology is an or thermocouples can be handled
important focus for automotive through flexible signal conditioning,
research centers across the world. recorded synchronously alongside
Consequently there is an enormous hundreds of channels of vehicle
need for in-vehicle measurement CANbus data. By adding a GPS
of battery performance through sensor to give information about
activity such as startup, driving, position, distance, velocity and
parking and potential misuse direction, along with video cameras
of the vehicle. to monitor the battery or road
AIT, the Austrian Institute of conditions, the client obtains
Technology is using Dewetron a very clear view of the vehicles
measurement systems for a range performance characteristics. This
of tests on single cells and across is just one of the many applications
full battery packages. The following where a Dewetron system provides
measurements are carried out in an excellent solution.
both test bench and road tests:
cell characteristics during various Annoying interior noise, beam forming, the acoustics
load profiles and environmental 512 recurrent ticks, knocks camera scans the full sound
conditions; long-term performance and whistles, can make profile of a vehicle interior. Its high
and aging; tests of the battery- or break an automotive brand. This dynamic range and excellent spatial
management system; and tests is why interior acoustics are such resolution clearly separate adjacent
for misuse such as overloading, a critical aspect of overall customer sound sources. Identified sound
short circuits, overheating or satisfaction. Although in-house sources can be projected on the
mechanical damage. acoustic engineers work diligently geometry itself, or even easier,
AITs advantage is that Dewetron to minimize these annoying in-car directly on an actual digital image.
sounds as much as possible, This real-time result maximizes SSL
tracking down the source is a accuracy and enables engineers to
GeneSys Elektronik GmbH tough, time-consuming job, with make an assessment on the spot.
interference and reverb easily A complete measurement takes
Tel: +49 781 969297 34; fax: +49 781 969297 11; email: huber@genesys-offenburg.de
getting in the way. only 30 seconds. Acoustics
Reference gyroscope with A new sound source-localization

solution, the LMS Test.Lab 3D
engineers can run multiple
measurements and test numerous
acoustics camera, precisely configurations in only a few hours,
a CAN interface identifies unwanted interior sounds minimizing expensive wind-tunnel
right at source. Based on spherical or four-poster test rig time.
Angular rate sensors,
513 or gyroscopes, are used
Imatek Ltd
today for a wide variety
of applications, such as naval and Tel: +44 1438 821624; email: info@imatek.co.uk; web: www.imatek.co.uk
aviation, and also automotive and
mechanical engineering. Motor
vehicles, for instance, employ yaw-
Impact test technology
rate sensors to measure rotation Imatek is a leading foams, alloy foams and crush tubes
about the vertical axis. For very
precise measurements fiber-optic
range of 9-36VDC permits easy
operation in motor vehicles.
514 UK-based manufacturer for safety applications, dynamic
of materials-testing fatigue and resilience testing of
gyroscopes, based on the Sagnac The DWS-CAN precision equipment primarily in the field of automotive rubbers, crush testing
effect and free of moving parts, gyroscope is especially suitable for impact testing. A major feature of of structures, and high-rate testing
are state-of-the-art. precise measurement of dynamic the Imatek range is the high-quality of sheet steels.
Such sensors usually have angles about a single measurement instrumentation and analysis To improve understanding of the
no interfaces for simple linkage axis. Devices of different measuring software fitted to all systems impact performance of a material
to an automotive measurement ranges are available for recording that provides detailed information, or structures, Imateks integrated
system. To solve this, GeneSys rotary motion with an accuracy of both graphical and tabular, for high-speed video system combines
Elektronik GmbH has developed roughly 1/h. Bearing this in mind, the specimen undergoing test. the data captured by the IM10
a DWS-CAN precision gyroscope. the earths rotation can influence Imateks IM10 mid-range during the impact test together
Its CAN interface enables measurement results by values impact testers are ideally suited with high-speed video imagery.
straightforward integration of up to 15/h depending on the to performing a wide range of The system is particularly useful
into automotive and industrial latitude. DWS-CAN provides earth- automotive tests including standard to greatly enhance understanding
environments. The rotation rotation compensation and biasing QC tests on polymers, the testing of a specimens behavior during
rate and angle are output via the CANbus. Without any moving of composites and other alternative the impact test process in test
simultaneously via the CAN parts, this fiber-optic technology materials, characterizing the energy applications where complex failure
interface. A wide voltage-supply is robust and maintenance-free. absorption efficiency of polymeric modes can be encountered.

mikes-testingpartners gmbh Moog

Tel: +49 94 24 /9481-0; web: www.mikes-testing-partners.com Email: test@moog.com; web: www.moog.com
Testing partners Automotive test

Mikes-testingpartners (MTP) is a controllers
515 German independent test laboratory
Automotive test controllers from
and competence center. Experienced
experts offer solutions for product testing in the 517 Moog cater for a comprehensive
fields of EMC, electrical safety, telecoms, and and complex range of testing needs.
environmental testing and certification. Supporting both electric and hydraulic actuators,
MTPs testing facilities are equipped for test systems can control up to 32 channels as
automotive EMC testing from complete vehicles needed, and up to eight independent stations
down to electronic subassemblies. The MTP lab (more if required). The integrated station builder
facilities, accredited and recognized (including enables the dynamic and flexible allocation of
AEMCLRP), also provide testing capabilities for The facilities cover testing with increased channels and manifold controls between stations.
the requirements of manufacturers according to electromagnetic field-strength, in an extended The company offers a range of core test-
their group standards. Specific EMC know-how, frequency range up to 18GHz, street simulation controller systems that include four-poster
accumulated during countless projects, is always with the MTP roller chassis dynamometer, test systems used with body-in-white and full
incorporated into the lab procedures. extractor fans or CANbus systems. vehicles to perform validation, durability, BSR,
and NVH testing; 6DOF test rigs with rapid,
Matter Engineering reliable and versatile 6DOF performance testing
utilizing leading-edge technology that includes
Tel: +41 56 618 66 30; email: info@matter-engineering.com; web: www.matter-engineering.com human-rated tests, electric actuation and
Solid particle counting without Butanol hexapod-based suspension test systems.

Human-rated ride & comfort test applications
also enable digital prototyping and enable
Matter Engineering has developed comfort evaluation for components, as well as
516 a rugged, portable and cost-effective full vehicle testing. Other capabilities are human-
solid particle counter. The instrument in-the-loop testing and feedback of key ride
uses electrical charging to count particles so and handling characteristics, including driving
the cost of acquisition and the cost per test is dynamics, ergonomics (seat comfort and vehicle
significantly lower, yet it enhances the quality modes) and localized buzz-squeak-rattle
of the customers global measurement. There assessment. Kinematics and compliance testing
is no butanol contamination in the room, and (K&C) is used to determine the suspension
no influence from the contaminated air to the characteristics that are essential for the vehicles
HC emission measurement. Health and safety ride and handling properties by applying
issues are also history with NanoMet3 (NM3). controlled forces and displacements.
22, 23, 24 JUNE 2010 NEW MESSE STUTTGART, GERMANY

Automotive Interiors Expo will be launched
in Stuttgart in June 2010 to provide the For more information on exhibiting
automotive design, development, at the event please contact:
engineering and manufacturing community Jason Sullivan Sales Manager
with a first-class international showcase Automotive Interiors Expo 2010
exhibition for car and truck interiors. UKIP Media & Events, Abinger House,
Church Street, Dorking, Surrey RH4 1DF, UK
Tel: +44 (0)1306 743744
Email: jason.sullivan@ukintpress.com
w w w. a u t o m o t i v e i n t e r i o r s e x p o . c o m
Racelogic
Tel: +44 (0)1280 823803; email: sales@racelogic.co.uk; web: www.racelogic.co.uk
ADAS testing
New developments appearing in
518 advanced driver assistance systems
(ADAS) technology are prompting
increasingly stringent testing requirements. This
has led to the need for an accurate and flexible
way of verifying ADAS systems. Answering this
demand, the VBOX ADAS solution (with users
including Jaguar, Land Rover, Continental,
and Peugeot) enables developers to easily
test systems at sub-2cm positional accuracy.
This is useful for a wide range of applications,
including testing lane departure warning,
collision mitigation, and adaptive cruise control.
At the core of the system is a VBOX 3i data
logger connected via telemetry to an RTK base
We do not know
EFFECT 1
station. GPS and CANdata can be viewed real-
time and logged for analysis. A Video VBOX has proved very useful. We even use the system whether you see grey
enables recording synchronised with the data, in client demos, which gives a great illustration dots in the corners
which can be graphically overlaid on the video in of the accuracy of our products against the VBOX
real time for enhanced analysis and verification. benchmark. I especially like its ability to be of the squares... But
Rob Cavanagh, lead ADAS engineer at installed in two vehicles, zero the distances when it comes to the design of
Continental, comments, The VBOX ADAS system out, and be testing in just 15 minutes.
a coupling for your transmission
system, you will not be fooled.
Renk Test System GmbH
Tel: +49 821 5700 408; email: info.testsystem@renk.biz; web: www.renk-testsystem.eu Competency in power
transmission applications
Customized test systems since 1946
Renk Test System GmbH (RTS) has systems and one 72 in chassis dynamometer In-house research,
519 been engineering and manufacturing for a renowned supplier of the Chinese heavy-
development and design
turnkey test systems for the duty industry. Each transmission test stand is
automotive, aerospace and rail-vehicle industries equipped with a shiftable planetary adaptation-
and their suppliers, mainly for R&D purposes, for gearbox which enables loading the specimen
In-house torsional
more than 20 years. The company offers its own up to 800kW and 10,000Nm. The maximum vibration-calculations
hardware and software concepts, engineering speed for the output-motor reaches 3,400rpm. of multimass systems
and maintenance services. An integrated shifting-robot enables around-
RTS is among the worldwide leading suppliers the-clock testing for durability- and efficiency- In-house elastomere
for customized chassis dynamometers and test purposes.
drivetrain-components test equipment for well- The one-axle chassis dynamometer is able to
development , In-house
known manufacturers of passenger cars and apply 100,000N tractive force to the trucks being mould construction
heavy-duty-vehicles all over the world. In 2010 tested. All three turnkey systems will be installed
RTS started assembly of two transmission-test at the suppliers R&D center in June 2010. In-house rubber production,
mechanical machining
Re-Sol, LLC and test benches,
Tel: +1 248 219 5256; email: info@re-sol.com; web: www.re-sol.com customised solutions for
Mobile multifuel flow-measurement system prototypes, small- and large-
scale production series
Re-Sol introduces its new RS474-250 An electronic pressure control maintains the
520 mobile multifuel flow-measurement engine supply pressure within +/- 0.2kPa in
visit us in
system. It was designed to measure the range of 100-700kPa. This is beneficial
engine-fuel consumption in the range of 0.25- when running engines without fuel return. Stuttgart
250kg/h. The system handles a variety of fuels, Fuel returning from the engine is temperature- Stand 1835
such as gasoline, alcohol and alcohol mixtures, controlled in the range of 5-50C. Solenoid
diesel, and bio-diesel. The integrated Coriolis valves are installed to disconnect the engine
mass-flow meter provides instantaneous direct from its fuel supply. Fuel-related electrical parts Dipl.-Ing. Herwarth Reich GmbH
mass flow, volume flow, temperature and density meet x-proof or intrinsic safety requirements. The
in a variety of engineering units. Start/stop mobile design and the small footprint (61cm x E-Mail: mail@reich-kupplungen.de
commands activate the internal totalizer. 61cm) enable the system to be very close to the Phone: +49 (0) 234 9 59 16-0
A variable-speed drive controls the engine engine. Ethernet communication is standard and
supply flow rate in the range of 45-450 liters/h. serial communication and analog are optional. www. -Kupplungen.de
09-09 Anzeige Drittelseite_optis1 1 24.02.2010 15:38:44

subscribe now Seoul Industrial Engineering
Tel: +82 31 576 9520; web: www.seoulcorea.com
NVH test bench

521
People are in their vehicles for long periods
of time, second only to the amount of time
they spend in their houses and offices. required to develop highly efficient heat-exchangers
Vehicles need not to be merely means of transportation and cooling fans, which generate less noise but still
but need to provide a space where people can enjoy support the cooling performance of the radiator to emit
being for several hours in comfort. How much people engine heat, as well as the heat-radiation performance
feel comfortable depends upon such factors of the air-conditioner condenser.
as temperature, vibration, and noise. To do this, test equipment capable of measuring
Over a long period of time, manufacturers of air the correlation between the cooling performance of
conditioners for vehicles have made considerable the cooling module and sound level is required. This
effort not only to control temperature inside the comprises a combination of a wind tunnel to measure
vehicle, but also to reduce the noise of air generated the airflow rate generated in the test sample (fan)
from HVAC into the vehicle cabin. and an anechoic room to measure noise.
For a long time vehicle manufacturers have Seoul Industrial Engineering Co has developed
controlled the noise generated by the engine radiator a NVH test bench to be employed in the development
fan or air conditioner condenser; and not only the of a fan with a low sound level at a high flow rate.
noise in the inside of vehicle. Fan noise naturally It enables engineers to perform the necessary
increases in proportion to the airflow becoming calculations, by simultaneously measuring the
stronger. correlation between fan rpm, airflow rate, sound
Manufacturers of vehicle-cooling modules are level and any other factors.
Single Temperiertechnik MTS

www.automotivetestingtechnologyinternational.com
Tel: +49 7153 3009-0; web: www.single-temp.de Web: www.mts.com
Test bench Material test systems

temperature control MTS offers solutions for a full spectrum of
Single Temperiertechnik GmbH provides

523 materials testing needs from simple
tension/compression, to fracture toughness
522 high-performance temperature control and complex multiaxial fatigue evaluation.
of test benches for vehicle applications.
ribe now
Featuring a variety of servohydraulic testing systems,

The companys temperature-control technology application software and precision accessories, the
operates with liquid media in a wide performance MTS portfolio provides the capabilities needed to help
range, and with maximum temperatures of -40C you bring your latest innovations to market with speed
to +350C. These liquid media help maintain, and and certainty. These include MTS TestSuite software
precisely control, constant temperatures or specific which, designed with extensive user input, is the
temperature profiles at the test benches. The foundation for a growing set of easy-to-use materials
specialists temperature control systems control test modules. The MTS TestSuite features a visually
the media temperature, the flow and/or operating intuitive, common interface to streamline and simplify
pressure and create realistic conditions for safety the development of calculations and test workflows.
checks, involving serial operation or excessive loads. MTS material test systems offer every capability
The systems are integrated into the customers to support your research, product development,
central control unit via bus connection. manufacturing optimization and quality control initiatives.
INDEX TO ADVERTISERS
A & D Technology Inc ............................. IBC D2T ..........................................................19 MOOG ......................................................13
Affiliated Construction Services ..............25 Darchem Engineering ..............................37 MTS Systems Corp ..................................52
AFT Atlas Fahrzeugtechnik GmbH ...........59 Dewetron GmbH.......................................55 Mustang Dynamometer ...........................15
To request a free subscription Anthony Best Dynamics Ltd .....................17 FAIST Anlagenbau GmbH .........................31 National Research Council Canada ..........37
AOS Technologies ....................................71 FGB Fertigungsgeratebau A nCode International..................................24
to Automotive Testing Technology Application Engineering Inc .....................54 Steinbach GmbH ..................................43 PCB Load & Torque, Inc ...........................73
International go online to: Applus IDIADA Group ...............................27 FUNDACION CETENA-CITEAN .................65 Peak Solutions GmbH ..............................46
Arctic Testing Services Oy .......................46 GeneSys Elektronik GmbH .........................7 Race Technology Ltd ................................26
automotivetestingtechnologyinternational.com Automotive Interiors Expo 2010...............80 HBM Hottinger Baldwin Reich Kupplungen ....................................81
Automotive Testing Expo Messtechnik GmbH .............................. 11 Renk Test Systems GmbH ........................29
Europe 2010 ..................................21, 22 IMTECH Deutschland GmbH & Co KG.......29 Re-Sol, LLC..............................................21
FREE ONLINE READER Automotive Testing Technology International
Online Reader Enquiry Service......82, 84
Jacobs .....................................................40
KMT Kraus Messtechnik GmbH ..............9
Rototest AB ..............................................78
RUAG Schweiz AG ....................................40
ENQUIRY SERVICE AVL List GmbH ......................................OBC
Battery Show ...........................................83
LMS International ...................................IFC
MAHA-AIP GmbH & Co KG .......................31
Seoul Industry Engineering Co .................71
Signal Group ..............................................3
ALSO AVAILABLE Brel & Kjr .............................................65 Matter Engineering ..................................76 Single Temperiertechnik GmbH ...............42
Colmis Proving Ground.............................49 Meggitt Endevco ...................................35 Virginia Panel Corp...................................73
Continental Tire North America Inc ..........53 Mikes-Testing GmbH................................61 Wind Shear Inc .........................................69
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TESTBED LEGENDS
A tribute to historys most forward-thinking concept cars,
which have formed testbeds for technologies of the future
Concept of money
The Aurora project was plagued
by financial problems. The
US$30,000 cost to build the
prototype cleaned out Juliano
and the parishioners who
helped finance the build.
The IRS then became
involved, and found Juliano
guilty of misappropriating hands and fell into a state of
church funds. He claimed that disrepair until car enthusiast
Aurora
GM was out to stop his project, Andy Saunders acquired it in
but ultimately had to declare 1993 and spent the next 10
himself bankrupt, and leave years restoring it.
the church. The car may now be seen at
The Aurora concept may have been created
Sadly, to settle a debt to a high-profile events such as the
with the best intentions, but it needed divine repair shop, Juliano had to give Goodwood Festival of Speed,
intervention to become a reality. Unfortunately it his beloved prototype. The car and on display at the National
no such intervention arrived for Father Alfred A. then passed through several Motor Museum at Beaulieu, UK.
Juliano, a Catholic priest and the creator of the
Aurora, which was claimed to be the worlds first
experimental safety vehicle. His second-biggest ABOVE: The Aurora may
have attracted interest
belief was that cars could be much safer. at its ill-fated launch, but
The styling found few fans, and with a price no orders were placed
of US$13,000 when it was released in 1958, it
was only $1,000 less than the most expensive
car on the US market, the Cadillac Eldorado
Brougham. Juliano was further cursed when the
prototype broke down no fewer than 15 times
on its journey to its unveiling due to fuel problems
in the untested, aged drivetrain. Arriving hours
late for its own launch, the Aurora failed to attract LEFT: The bulbous
windshield design
a single order.
did not require wipers
Reality check
The vehicle did have a basis in the frame, which could be The curiously shaped interior metal shades
in reality, as its chassis operated from the dashboard windshield was no mere to block out the sun.
was that of a salvaged 1953 to aid tire changing. The styling detail. It was A remarkable feature that
Buick. The intention was spare tire, mounted under designed to enhance has never seen production
to offer a choice of Chrysler, the front of the car, would driver visibility and its reality was the swivel-
Cadillac, or Lincoln engines be automatically lowered shape negated the need mounted front seats. If
to power the car. to the ground. for wipers. In addition, the a frontal collision looked
The prototype took two The spare tires position shape of the shatterproof imminent, the occupants
years to design and three was also designed to resin meant that, in the could swivel around and
to build, and was said to absorb impacts, which event of a frontal impact, be protected by their high-
be high-quality work. complemented other safety there would be more room backed seats.
The fiberglass body was features such as seatbelts, between the windshield The large mouth at the
designed to be dent-, side-impact bars, a rollcage, and the occupants heads. front not only scooped
rust-, and corrosion-proof. a collapsible steering The tinted, transparent up air, but was foam-filled
A clever feature was a series column, and a padded astrodome roof also aided to cushion any impact
of hydraulic jacks mounted instrument panel. visibility, with adjustable with a pedestrian.
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