Q2 2010 - Automotive Industries

AUTOMOTIVE INDUSTRIES (ISSN 1099-4130)
Volume 189 Number 2
Published Quarterly by Automotive Industries Ltd • Issue date: Q2 2010
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contents
contents
Editorial – Acting globally, thinking locally .................................................................................. 8
Anx – Secure international connectivity driving efficiencies .......................................................... 10
DSN – Integrating the whole value chain .................................................................................... 14
Remy – Over a billion miles on electric power ............................................................................. 18
Norma – Connecting technologies ............................................................................................. 20
Saint-Gobain Sekurit – Making drivers more comfortable ........................................................... 22
Ford Powertrain – Ford revs up global engine technology ........................................................... 24
Ford NVH – The power of sound ................................................................................................ 28
Brüel & Kjær – Virtual Sound ...................................................................................................... 30
Carl Zeiss – Metrology speeds up to meet consumer demands .................................................. 32
ZygoLOT – Latest developments in surface metrology ............................................................... 34
Semcon – Smarter engineering to reduce time to market ........................................................... 36
Aristo – Breakthroughs in catalytic design and production .......................................................... 40
Alantum – Saving costs by turning platinum alloys into foam ..................................................... 42
L&T IES – Imagineering – engineering with imagination ............................................................... 44
MOST Cooperation – MOST goes safety critical ......................................................................... 46
Ruetz System Solutions – Automation speeds up MOST testing ................................................ 50
RELNETyX – Helping newcomers power up MOST .................................................................... 52
Ontorix – MOST on test ............................................................................................................. 54
New driver for AUTOSAR ........................................................................................................... 56
MiX Telematics – Monitoring freight real-time .............................................................................. 58
Wyless – Managing a global wireless network ............................................................................ 60
SVOX – Multilingual cars ............................................................................................................ 64
Chalmers University – No vehicle is an island ............................................................................. 66
CODA – US-Chinese partnership .............................................................................................. 67
Novacast – New die-making technology reduces lead times ...................................................... 68
EFD Induction – Induction heating streamlines production processes ......................................... 70
Adcole – Greener technologies = tighter tolerances .................................................................... 72
Russo & Steele – “Lifestyle” auction for car enthusiasts .............................................................. 76
CS International – 6 Sigma – the bottom line .............................................................................. 80
Reed Exhibitions – Joining aluminum and composite technologies ............................................. 84
India accelerates into world markets .......................................................................................... 86
Tunisia putting itself on the map ................................................................................................. 87
CBI – providing a roadmap into the EU auto market ................................................................... 88
Automechanika – New “Hall 11” for Automechanika Frankfurt .................................................... 90
Audacon – Focus on implementation and use at Automechanika Frankfurt ................................ 92
Federal Mogul – Evolution of brands .......................................................................................... 94
LEGAL DOCUMENT • STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION • UNITED STATES POSTAL SERVICE
1. Publication Title: Automotive Industries • 2. Publication number: 1099-4130 • 3. Filing Date: 10-5-2009 • 4. Issue Frequency: Quarterly
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8. Headquaters address: Automotive Industries Ltd, 3rd floor Roman House,296 Goldens Green RD London, England, NW119PY, United Kingdom
9. Publisher: John Larkin, Automotive Industries Ltd, 3rd floor Roman House, 296 Goldens Green RD London, England, NW119PY, United Kingdom
Editor: Ed Richardson, Automotive Industries Ltd, 3rd floor Roman House, 296 Goldens Green RD London, England, NW119PY, United Kingdom
Mgr Editor: John Larkin, Automotive Industries Ltd, 3rd floor Roman House, 296 Goldens Green RD London, England, NW119PY, United Kingdom
10. Owner: John Larkin, Automotive Industries Ltd, 3rd floor Roman House, 296 Goldens Green RD London, England, NW119PY, United Kingdom
11. Known Bondholders: None • 12. Blank • 13. Publication: Automotive Industries • 14. Issue Date for data: 2nd Qtr 2009
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intro
This edition of Automotive Industries looks at how suppliers
are helping OEMs meet the often conflicting demands of
consumers and legislators for greener vehicles, lower costs
of ownership and more driving fun.
MOST (Media Oriented Systems Transport) demonstrates what
happens when industry leaders work together on non-competitive
systems. What started as finding ways to allow different media
devices to talk to each other is now powerful and reliable enough
for safety-critical applications.
Pooled resources have kept costs under control,
while speeding up time to market.
MOST is now being touted for use outside
of the auto sector. The now rusty firewall
between automotive technology and the
rest is also being cut through by electric
Editor, Ed Richardson
Acting globally,
thinking locally
vehicle technology, which has seen new
suppliers and manufacturers enter the
field. Tesla is a good example. It is the first
US auto assembler to go public and list in half
a century – using technology which did not exist
10 years ago, or was developed for non-automotive
applications. And Tesla was born in Silicon Valley, not
Detroit, Wolfsburg or Tokyo. Other breakthroughs are being made
thanks to partnerships between US and Chinese companies –
adding another new dynamic to the world auto sector.
Traditional manufacturers of fossil-fuel powered vehicles are
catching up fast – in part because they have opened their doors
to new technologies, suppliers and ideas. As we see in the articles
on Ford and Mercedes in this edition, going global poses some interesting
challenges. Their manufacturing plants around the world
need to all have the same level of support, and preferably the same
suppliers delivering components that are of a uniform quality just in
time to the production line.
Nice idea, but the reality is that consumers differ from market
to market, there is no uniform global legislation on emissions,
safety, or even ownership of the factories making the parts. To
make things even more interesting, new models powered by ever
“greener” engines need to be introduced much quicker than before
– and the pace is getting faster.
Suppliers have responded by developing innovative tools and refining
components. Now OEMs can find out what a vehicle will sound
like inside - while it is still on the drawing board (or CAD
program). Engineers are being helped to make their
designs have both form and function, while reducing
time to market.
Part of the life-cycle, of course, is
manufacturing. Here again, suppliers are
working hard at helping OEMs become
more efficient and drive down costs.
Suppliers like Zeiss are helping drive
up quality and productivity by putting
laboratory-standard measuring equipment
on the floor. Breakthroughs are
also being made in the design of components,
such as Aristo’s new catalytic
converter technology, as well as manufacturing
processes.
All of which would be pretty pointless without
customers. In this edition, we feature companies
that help OEMs better understand their markets.
We also see that the cars will remain wirelessly connected to
their makers, while GSM technology helps track drivers and
freight – and personal devices replace onboard electronics.
Taking a holistic view on how we are going to keep people moving
is Chalmers University, which is looking at ways of integrating
public and personal transport, as well as planning how to
power up fleets of electric vehicles.
And if all of this sounds like hard work (which it is), there are
few better ways to blow out the cobwebs and generally have fun
than taking a muscle car through its paces. You’ll find yours at the
Russo & Steele auction. AI
AUTOMOTIVE INDUSTRIES and Rutgers, The State University of New Jersey, have put
together a digital library of back issues of AI from the early 1900’s (high res and low res) of
approximately 230,000 images of the print publication. This archive, which documents the
birth of the auto industry to the present, is available to AI subscribers.
Go to AI’s homepage www.ai.com.ai and click on the “AI Library” link or visit
www.ai-online.com/100YearLibrary
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innovation
Now, more than ever, the automotive industry depends on
strategic collaboration between manufacturers and suppliers.
In the late 1980s and the early 1990s, most vehicle
design was done by and within OEMs. Collaboration was
a challenge consisting of sharing product information between
internal OEM locations across geographic boundaries
and time zones.
From a technology standpoint, OEMs were putting systems
in place to facilitate simultaneous development and release of
product information from each of the geographies in which they
did business. That paradigm has shifted. Today,
although the time-to-market has been reduced
from 36 months to less than 24 months, more
people are involved in the development of
a vehicle than ever before. To complicate
the matter, the majority of the “hands”
Rich Stanbaugh, President and
CEO of ANXeBusiness Corp.
that touch the design of a vehicle and
its components are outside the four walls
of the company. All of the data needed
to support Product Lifecycle Management
(PLM) must be seamlessly shared between
partners involved in a vehicle program. This
means that intellectual property is continuously
flowing between companies, geographies and time
zones. After the release of the vehicle to manufacturing, partners
must continue to exchange time critical information to coordinate
orders, shipping and manage inventory levels.
The key to enabling the highly interdependent relationships between
OEMs and suppliers is the secure and reliable flow of information.
The stakes are high. Even a brief disruption of eBusiness applications
can impact the bottom line by millions of dollars each minute.
The ANX Network was created by the automotive industry
to solve the automotive collaboration challenge. In 1998, ANX
became the network of choice for exchanging critical and
confidential information within the North American automotive
industry. With over 20 million transactions processed per year
with zero data breaches and zero virus proliferations to the core
network, the ANX was a resounding success.
Over the past decade, the automotive industry has continued to
globalize. In 2009 China became the largest producer of vehicles
in the world. The number of automobile producers with factories
Secure international
connectivity driving
efficiencies By: Steve Barclay
in the United States has tripled since the 1980s to 15 in 2008.
Vertical integration has decreased while the number of alliances and
partnerships between firms in North America, Europe and the rest of
the world continues to grow. Globalization has created new demands
to securely exchange data amongst all of the participants, big and
small, within the automotive value chain.
During this same era, Public Internet connectivity has become
ubiquitous. Data suggests that growth in Internet utilization is
outstripping growth in capacity and that security threats continue
to grow in quantity and sophistication. Cyber criminals stole more
than $1 trillion of intellectual property last year and
that trend continues to grow. Moreover, targeted
cyber attacks such as distributed denial of
service can severely disrupt business-tobusiness
communications. Although
new solutions, such as IPVPNs, have
been developed that provide a level
of security, CIOs have expressed
concern over the rapidly evolving
threat landscape and are viewing
private cloud solutions such as ANX
with renewed interest. Members of the
ANX community exchange information
using a secure, private infrastructure
that’s not vulnerable to threats originating
from the Public Internet. In a recent
survey, over 95% of ANX network customers
indicated they were satisfied with their service.
Those same customers expressed strong interest
in wanting to secure their information exchange with
European partners using their ANX connection. This customer
feedback and the trend toward greater supply chain globalization
lead to the development of ANX 2.0.
ANX 2.0 represents the evolution of the ANX network. Whereas
the original ANX was used to establish secure, private, businessto-business
connections between North American companies,
ANX 2.0 adds the functionality of being an “on-ramp” to other
services. The centerpiece of this enhanced functionality is the
interconnection to the European Network Exchange (ENX). The
ENX Association, governing the communications network and
managed security service of the European automotive industry, has
certified ANX as an ENX Certified Service Provider in record time,
creating a solid foundation for the interconnection and cooperation
with all other ENX CSPs in Europe. ANX and ENX customers can
now establish private connections to more than 1,600 member
companies located across North America, Europe and other parts
of the world. These connections are covered by stringent service
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level agreements for availability, performance and repair that are
unmatched by Public Internet solutions.
“Our customers have told us that integration of the European
and North American automotive communities is important and
would benefit them. ANX and ENX have partnered to provide this
global interconnection as a value-add to our existing customers
at no additional cost. We believe that merging the ANX and
ENX communities while maintaining our stringent requirement for
performance, availability and security creates tremendous value for
our customers,” said Rich Stanbaugh, president and CEO of ANX.
“The automotive industry has always been a leader in process
optimization, supplier integration and joint product development,
even between competitors. Industry standards such as ENX
facilitate such collaboration. Recent challenges and trends lead to
a new level of global collaboration among independent players of
all sizes. Providing them with a single unified networking solution for
all their applications - ranging from simple file transfer to advanced
real-time collaboration - is the objective of our cooperation with
ANX,” said Lennart Oly, managing director of ENX Association.
Other enhancements are being developed as part of ANX 2.0. ANX
customers will be able to use their private ANX access circuit to securely
connect to cloud infrastructure providers and 3G/4G networks. This
expanded capability will keep more eCommerce on the ANX Network
where it is secure and supported by end-to-end SLAs.
ANX has also leveraged its security expertise and private
ownership through One Equity Partners to strategically expand
its managed security offerings. Over the past four years, ANX
has acquired and integrated four innovative managed security
and VPN companies. The expanded ANX product portfolio now
includes B2B transaction management products for the automotive
aftermarket, PLM products for extended supply chain, broadband
and network services capabilities to the entire ANX product
portfolio and specialized managed security services. These include
cloud-based unified threat management services, monitoring and
full management of customer premises security devices, security
assessment services and compliance management services (PCI,
HIPAA, GLBA, SOX). ANX offers these solutions separately or
bundled with their ANX 2.0 connectivity service.
Automotive Industries asked ANXeBusiness Corp.
President and CEO, Rich Stanbaugh about the benefits of
the recently announced ANX-ENX interconnection.
AI: What is the significance of the ANX-ENX collaboration in
setting up a global automotive data communication standard?
Stanbaugh: The interconnection establishes the technical and
business framework required for secure collaboration between B2B
business partners across North America and Europe. Members
of the ANX and ENX can now use their existing infrastructure to
ENX announces the
interconnection of its network
with that of ANX.
securely collaborate with over 1,600 partners across North America,
Europe and other parts of the world. Keeping data on our networks
improves operational efficiency and prevents data loss and service
disruption caused by threats targeting the Public Internet.
Moreover, the interconnection of ANX and ENX further
strengthens the technology partnership between the industry’s
two most experienced private network overseers. This will lead to
further developments in B2B supply chain standards.
AI: Why is your partnership with the ENX Association important
to ANX and how will it impact your international presence?
Stanbaugh: The interconnection with ENX further establishes
ANX as a global eCommerce platform provider. ANX Network
customers can securely connect to over 1,600 companies across the
world on a high performance, private network at no additional charge.
AI: Tell us how critical your products and services are to
the automotive market. Please give us examples.
Stanbaugh: Our products and services are mission critical.
The automotive industry relies on the ANX Network to support
designing, engineering and manufacturing operations. Purchase
orders are approved, parts are received, payroll is delivered,
insurance claims are settled and credit applications are approved.
Partners use the ANX Network to exchange their most vital
intellectual property and their most time-sensitive data.
AI: What are some of the benefits of the ANX-ENX
partnership to the auto industry?
Stanbaugh: The value of any network is related to the number
of participants on that network. The interconnection of the ANX and
ENX networks nearly doubles the number of member companies
within this business-only community, giving them more opportunities
to share their most private and critical information within a trusted
environment while reducing cost and improving efficiency. North
American and European companies can securely connect to each
other using their existing private connections at no additional cost.
Moreover, the exchange of information is covered by stringent
performance SLAs. The interconnection also makes it faster and
easier to establish secure connections with new partners.
AI: What are some of the challenges ANX will face? And why
is it important for ANX to undertake this at the current time?
Stanbaugh: The global automobile industry must improve
efficiency and reduce costs to continue its worldwide recovery.
Product innovation is critical and reducing the time it takes to develop
new products requires high levels of collaboration. ANX and ENX
have provided their community members with more functionality at the
same cost. This integration expands the collaboration ready network
to hundreds of new potential partners. Our service allows partners
to easily establish secure connectivity so that they can focus on their
core mission of designing and building the best possible product. AI
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innovation
Integrating the
whole value chain By: Nick Palmen
Daimler and Mercedes-Benz first introduced the Daimler
Supplier Network in March 2009. The goal of the DSN was
to ensure that the company’s business practices are sustainable
along the entire value chain. It encourages collaboration
between automobile manufacturers and suppliers
and offers a set framework for successful partnerships.
Automotive Industries asked Frank W. Deiss, vice
president Procurement Mercedes-Benz Cars & Vans, how
the model was helping the company to establish closer
partnerships with its suppliers.
Deiss: The Daimler Supplier Network (DSN) is a very
comprehensive, state-of-the-art system representing the Daimler
group and its suppliers. Together with my colleagues from the
other two procurement units (Stefan Buchner for Procurement
Daimler Trucks and Buses, and Wendelin Wolbert for International
Procurement Services), I am pleased to say that the DSN has been
well accepted both within our company and by our suppliers.
Frank W. Deiss, vice president Procurement
Mercedes-Benz Cars & Vans, Daimler AG
AI: How is the Daimler Supplier Network structured at
present?
Deiss: The DSN focuses on performance and partnership
on a global perspective. We measure the performance of all
our suppliers by the same method (our external balanced
score card) and criteria. Another common element of the DSN
is the segmentation logic we use to assign each supplier to
the relevant DSN group. These include the supply base as
the foundation, the key suppliers as the middle segment, and
the strategic partners as the top-level group. The idea behind
the segmentation is to ensure a differentiated approach for
the management of these relationships, and to define different
levels of expectations for each group.
AI: What are the principles determining the rating of
a supplier?
Deiss: We use a common external balanced score card
throughout the company, which focuses on the four value drivers of
quality, innovation, logistics, and cost. This measurement is completely
transparent, and all suppliers can access their current performance
evaluation in real-time through our Daimler Supplier Portal.
AI: What target system do you use as a benchmark
in purchasing?
Deiss: For the Procurement Mercedes-Benz
Cars and Vans unit, we’ve successfully used our
target system, REC - the Reference Calculation.
REC allows us to calculate the cost of any given
commodity in an ideal environment. It contains selfadjusting
elements to keep itself up-to-date based
on the current market environment.
AI: What is the role of low-cost country (LCC)
sourcing at the moment?
Deiss: The lower cost that can be achieved when
sourcing in low-cost countries is just one side of the
coin. Our four value drivers are equally important factors
to consider and there’s nothing we would sacrifice just
for costs’ sake. At the same time, LCC sourcing continues to
be one of the areas we have to look at carefully and we will
continue to monitor potentials in these markets. For Daimler,
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with its traditionally strong manufacturing presence in Europe
(particularly Germany), Eastern Europe is the first LCC region
we will be looking at when sourcing for our operations. For
international locations, other regions need to be considered,
such as Mexico for our U.S. operations. In China, we are
working with domestic suppliers and we have successfully
reached the 40% local content requirements for our passenger
car joint venture BBAC in Beijing and our van joint venture FJDA
in Fuzhou.
AI: Do you expect any significant changes in the future?
Deiss: While we will still be looking at LCC throughout the
industry, Daimler and Mercedes-Benz are also concentrating on the
localization of our next C-Class generation which will be produced,
to some extent, in our international manufacturing locations. As
of 2014, the successor of the current C-Class sedan will also be
produced in the U.S. to fulfil local customer demand for this model.
We are moving the production of some of the higher volume models
closer to markets where the vehicles are sold. This is one essential
element that will help us remain competitive and better utilize
growth opportunities. It will also help us to adapt to specific regional
customer requirements faster and with more flexibility.
Within this realignment, our plant in Tuscaloosa, Alabama,
which currently produces the M-, R- and GL-Class, will add the
C-Class and we will amend the existing C-Class capacities in East
London (South Africa) and Beijing (China). For our suppliers, this
The productivity award-winning new assembly
line in Redford, Michigan, for the Detroit Diesel
Corporation engines DD15 and DD13. Updates to
the plant included creating a central warehouse
area with narrow-aisle high bay storage to free up
space for the new line and implementing a Kanban
system for materials procurement.
means that a global footprint is becoming an increasingly important
competitive criterion.
AI: How does your modular strategy help you meet your
targets?
Deiss: We are discovering numerous benefits as we continue
the roll-out of our modular strategy throughout various vehicle
architectures. The standardization of certain modules, which do
not affect the “look and feel” experience of our customers, is
obvious. Our supply base also benefits through extended contract
duration, planning reliability and a stable business model. This
contributes to a long-term partnership with our suppliers.
AI: How have you helped suppliers in the current
financial crisis?
Deiss: We have seen very different pictures when looking at
how suppliers got through the worst of the crisis. The reasons for
this are as different as the companies, and so was our response
to each individual case. We have a very sophisticated set of tools
and processes in our risk management system. The range of
actions on our side varies based on our thorough analysis of the
situation in cooperation with the respective management. The risk
management system was also in place well before the crisis, so
we were not caught off-guard.
AI: What is the role of the suppliers in the success of
Mercedes–Benz, in terms of innovation and new technology?
Deiss: Mercedes-Benz has always been one of the world’s
most admired automotive premium brands, largely due to its
strong reputation for introducing ground-breaking innovations.
Our founding father, Gottlieb Daimler, coined the motto “the best
or nothing” which has guided everything we do. Innovation plays
a pivotal role in the DSN, which ranks innovative ability very highly
and thus offers “fast lanes” for the leading innovators to achieve
strategic partner status quickly. This allows us to work with the
most advanced suppliers in each field – whether they are large
or small, traditional players or even new participants with roots in
another industry. At Daimler, we appreciate the contributions made
by our suppliers because, in the end, our common success is the
result of excellent teamwork in our mission to deliver innovative,
high-quality products with distinctive value to our customers. AI
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innovation
Over a billion miles on
electric power By: Nick Palmen
Electric vehicles have moved rapidly through the concept,
prototype and testing stages to production. Motors produced
by one of the top North American developers and suppliers,
Remy, have already clocked up more than a billion miles in
over 80,000 electric motors on the road today.
Remy manufactures electric propulsion motors for hybrid and
all-electric vehicles, building on its century of experience
in the production of starters and alternators for
over 100 years. The company has 5,500
employees and 23 facilities in 10 countries,
with corporate headquarters in Pendleton,
Indiana. It moved into the electric
Kevin Quinn, general
manager of Remy
Electric Motors.
propulsion segment seven years ago,
as the market for hybrid and electric
vehicles started expanding.
Automotive Industries (AI) asked Kevin
Quinn, general manager of Remy Electric
Motors to describe the principles behind the
company’s HVH electric motor technology, and
how it helps meet OEM’s specific requirements.
Quinn: The patented Remy HVH (High Voltage Hairpin) electric
propulsion motor technology helps vehicles generate the best fuel
savings and performance through efficient, high power density and
torque. Also, the fact that the Remy motor is compact provides
added placement flexibility with less weight than other motors.
Remy’s motor designs are very efficient in converting electricity to
mechanical work, and can be used as motors or generators in all
kinds of hybrid-electric vehicles. OEMs like the designs because we
have standard package sizes, different kinds of connections and
cooling methods, but always provide them very high performance
in the smallest package size.
AI: You are supplying Daimler with HVH electric motors
for the 2010 Mercedes-Benz ML 450 Hybrid. What was the
original brief?
Quinn: Remy was involved with GM’s 2-mode hybrid program
several years ago when GM saw the benefits of our HVH
technology. At the time, GM and then Daimler-
Chrysler along with BMW had a consortium
to develop and share the transmission and
related technology. After GM launched
the hybrid SUV series, Daimler-Chrysler
developed their version for both the
ML series and arranged to provide a
version to BMW for the ActiveHybrid
X6. Remy was again selected to make
the three electric motor/generators in
this transmission.
AI: What other programs are
you working on at present?
Quinn: Remy’s motors are used
on exciting Amp Electric Vehicles
passenger cars, the graceful Aptera 2e,
and have been selected for the Allison
Transmission next generation medium-duty
hybrid automatic transmission. Our products
are running or pending test in construction,
agricultural, marine, forestry, motorcycle, truck and
automotive applications all over the world.
AI: How is vehicle integration being simplified?
Quinn: The Remy platform starts with some standard families
of motor sizes to simplify development and lead time. We make it
easy to apply the electrical, mechanical and cooling connections
with several standard options. Then we combine the motor/
generator with matched inverter options to create a rapid path to
validated, reliable products. Because we have been doing this for
years, we have developed engineering expertise and knowledge
to assist companies in integrating the motor into their system.
18 to read full version of AI stories go to www.ai-online.com
Aptera’s all-electric passenger
vehicle, a version of which is an
entry in the X PRIZE; both models
use the Remy electric motor

AI: What processes do you employ for testing and validation?
Quinn: There are two proof points for durability: lab testing and
on-road experience. Both take time. Remy has one of the industry’s
largest durability labs, with multiple electric dynamometers used for
combined environmental, electrical, vibration and durability testing.
Remy motors have over 800,000 equivalent miles of stress testing
with no failure. We have set several test standards for in-process
quality assurance to make sure we have every part capable of
maximum life, and we work with our customers to ensure the
Remy motor is fully validated for their application. Additionally, after
nearly 10 years of various production programs and thousands of
vehicles in service, Remy’s latest designs are leading the way on
reliability – with a warranty return rate below 0.01%. These motors
have logged over a billion miles of real-world use.
AI: What applications can a Remy motor be used in?
Quinn: Any type of vehicle and some industrial applications.
Remy has been amazed at the benefits of using HVH motors to
save fuel, reduce emissions and improve performance in a variety
of applications including boats, forestry equipment, construction,
agricultural machinery, military vehicles, motorcycles, highperformance
and race cars.
AI: How is Remy positioned to meet the growing demand
for powerful, reliable, and economical hybrid motors?
Quinn: Remy has seven years experience in the electric
propulsion motor segment. We have existing production capacity
of 100,000 units and plans to double that. Remy has invested
years in developing a proven supply chain and stable, efficient
production processes for quality and Six Sigma consistency.
Because our motors already have been lab-tested and roadproven,
Remy brings knowledge and experience to our customers
“ Remy has been amazed at the benefits
of using HVH motors to save fuel, reduce
emissions and improve performance in
a variety of applications including boats,
forestry equipment, construction, agricultural
machinery, military vehicles, motorcycles,
high-performance and race cars.
”
Remy’s compact, high power and
torque density HVH 250 electric
propulsion motor.
to address their engineering questions and accelerate the rampup
to production.
AI: What motor advancements can be expected of Remy
in the future?
Quinn: We are working on a number of different motor and
electronics cooling approaches for performance, cost and reliability
improvement. There are several unique items in magnetics, winding
and packaging that continue to create more value and customer
excitement. And we’re finalizing development of a larger electric
motor for more demanding applications.
AI: Do you have any plans to expand?
Quinn: We have plans to expand in several directions. First:
Product. We are working on the next evolution of our HVH 250
platform and will launch an HVH 410 version for vehicles needing
more power; Second: Applications. We are working with clients on
some new and interesting applications for powerful motorcycles
to large agricultural and construction equipment to various DOD
vehicles; Third: Capacity. We have plans to double our production
capacity; Fourth: Geography. We are exploring operating and sales
options for Remy electric propulsion motors in Southeast Asia.
AI: How does a DOE grant affect Remy’s plan to support
these markets.
Quinn: The DOE grant awarded to Remy in December 2009
was intended to help Remy accelerate commercialization of the HVH
electric motor technology and put U.S. manufacturers on a level
playing field with the rest of the world in terms of government support
of clean technology. The DOE grant awarded to Remy is starting to
provide capital and to assist with human resource investments as
we continue producing our full line of standard electric motors. This
investment will help us double production capacity, for example. AI
“ Remy’s latest designs are leading the way on reliability –
with a warranty return rate below 0.01%. These motors have
logged over a billion miles of real-world use. ”
Automotive Industries 19

innovation
Connecting
technologies By: Nick Palmen
New technologies, such as those of hybrid and electric vehicles,
are posing fresh challenges for suppliers of clamps
and fittings to the industry.
“ For the passenger car, truck
and off-highway vehicle
industry, we offer custom-
designed clamps, connectors
and fluid transporting pipe
systems that we design
from our modular system
of components.
”
Thomas Kraus, director Sales and
Application Engineering Western Europe
at the Norma Group
In order to meet the challenges, the Norma Group acquired G.RAY
in early 2010, a leading North American designer and manufacturer
of heavy duty engineered clamps for use in engine, pump / filtration,
aircraft, commercial vehicle and industrial applications. The acquisition
will help NORMA to further strengthen its presence in North America
and also to extend its product range in international markets. “As the
number one solution provider of engineered joining technologies, the
acquisition of R.G.RAY significantly strengthens NORMA Group’s
product portfolio to the benefit of our customers globally,” said Werner
Deggim, CEO of NORMA Group.
Norma has 24 locations across the globe and believes that
“new connecting technology in combination with innovative pipe
systems are a solution for weight and cost reduction programs for
the cooling systems of future vehicles.”
Automotive Industries (AI) asked Thomas Kraus, director
Sales and Application Engineering Western Europe at the
Norma Group to describe the company’s portfolio.
Kraus: The company offers approximately 35,000
standard clamping and connecting products
for numerous industries, trades and private
fields of application. Our business unit for
engineered joining technology develops
individual and standardized solutions for
emissions control, cooling, air intake
and induction, ancillary systems and
industrial fluid connectors.
For the passenger car, truck
and off-highway vehicle industry,
we offer custom-designed clamps,
connectors and fluid transporting
pipe systems that we design from
our modular system of components.
We have highly skilled engineers in our
technology centers in Europe, America,
India, China, Japan and Australia who
are able to design custom solutions for the
individual requirements of our customers.
AI: What are Norma’s solutions for future
hybrid or electric-powered vehicles?
Kraus: Norma offers a new range of profile clamps and metal
couplers which can be used to reduce leaks or create leak-free interfaces
in exhaust systems, turbo chargers, EGR systems, catalysts or diesel
particle filters. We also have a new range of permeation-reduced quick
connectors and plastic tubes for fuel systems or engine ventilation.
A range of quick connectors and plastic pipe systems for
water and oil coolant applications is also on the market. It offers a
modular system of mono and multilayer, smooth and corrugated
plastic pipes in combination with an application-specific range of
quick connectors for feed, return, ventilation or filler lines.
AI: What are the advantages of Norma cooling pipe
systems?
Kraus: Due to the modular system of pipes and quick
connectors, we can create a solution for every kind of pipe system.
20 to read full version of AI stories go to www.ai-online.com

Cooling water ventilation pipe. Cooling water pipe with quick connectors.
By replacing the standard technology for water or oil cooling with
our Freeflex tubes and quick connectors, we are able to reduce
the weight of the system by 30 to 50%. These systems would
usually be made up of a combination of elastomer hoses with
metal tubes.
The newly patented Freeflex technology allows us to manufacture
geometries that can’t be done with traditional hose technology.
The materials developed by Norma for the Freeflex technology
have the same flexibility as elastomer hoses but are much lighter
in weight as they have a different density. Our Freeflex and plastic
pipes have thinner walls, the outside diameter is smaller and we
can weld our new quick connectors onto the pipes. This eliminates
the interface pipe to quick connector – offering higher quality and
lower costs through the elimination of an additional clamp, crimp
ring or overmould.
Another advantage is that our quick connectors and pipes are
designed and adjusted to each other, so Norma solutions show
the lowest risk of leakages.
As Norma has more than 60 years of experience in
connecting and joining technology, we can offer customers
both the solutions and related components in one. Because our
customers manufacture their vehicles in various international
plants, the Norma Group production locations are equipped
with a modular tool and machinery system that enables us to
move or share production of quick connectors, clamps and
pipe systems between our plants in Europe, Americas, India
and China. We can therefore avoid high transport costs, and
our production is close to the customer, which has several
additional advantages.
AI: What are the biggest challenges currently facing the
company?
Kraus: The downsizing of engines and more complex
technology has led to the need for more temperature and pressure
solutions. To aid in this, the Norma Group has developed different
base materials for the individual applications which can be adjusted
to the specific requirements of the individual system. Our plastic
pipes can be used in temperatures of up to 180°C and our plastic
quick connectors can be used up to 220°C. For temperatures
above 220°C, we offer metal quick connectors.
The increasing pressure in combination with a higher temperature
is a challenge for each interface between pipe or hose to quick
connector or spigot. We weld our new plastic quick connectors
onto the pipes which reduces the risk of leakage or pull off.
Our new clamps are equipped with flexible elements that
enable the same clamping forces at high and low temperatures
and compensate for the flow of the material.
AI: Which vehicle manufacturers are using Norma coolant
pipes, quick connectors and clamps?
Kraus: I am proud to say that every European OEM is using
Norma standard quick connectors or clamps for their water
cooling or oil cooling applications. Our standard plastic pipe
systems are in use at numerous European passenger car and
truck manufactures
Our new plastic or Freeflex pipe systems are already in use at
PSA, Fiat, Daimler Truck and MAN. Our application engineers are
currently working on numerous international projects at different
OEMs for future hybrid and e-vehicles which will come onto the
market in 2011. AI
“ By replacing the standard technology for water or oil cooling
with our Freeflex tubes and quick connectors, we are able to
reduce the weight of the system by 30 to 50%. ”
Thomas Kraus, director Sales and Application Engineering Western Europe at the Norma Group
Automotive Industries 21

innovation
There is no “one size fits all” when it comes to powertrains
– particularly for global companies such as Ford.
The use of the word “powertrain” to replace “engine” sums up
the way the market has changed in response to demands from
both consumers and legislators. Today’s “powertrain” could be fired
by, amongst others, gasoline, diesel, biofuels, electricity, hydrogen,
natural gas, methane, compressed air – or any combination of them.
Ford’s current focus is on reducing emissions and fuel
consumption through its EcoBoost technology. Plans call for an
EcoBoost engine to be available in 80% of the company’s global
nameplates and 90% of North American nameplates. About half of
the 1.5 million EcoBoost engines are expected to be sold in North
America, while the rest are to be sold in Europe, South America
and Asia Pacific regions.
One thing is certain - there will all have far-reaching impacts on
the supply chain.
Automotive Industries (AI) asked Barb Samardzich, vice
president of Powertrain Engineering at Ford Motor
Company, how Ford’s Aligned Business Framework
(ABF) of preferred suppliers affect companies
currently outside the network.
Samardzich: By no means does the
ABF process indicate that the door is closed.
Barb Samardzich, vice president
of Powertrain Engineering,
Ford Motor Company
Ford revs up global
engine technology
By: Ed Richardson
We always evaluate new potential suppliers
into the base. There are many mechanisms for
suppliers to get a foot in the door. One of the most
important and easiest ways to get in the door is with
new technologies. Bring us your new technologies.
What we are looking for with the One Ford programme is
developing one product that we can produce around the globe. We
are looking for a supply base that can come with us on that journey.
AI: What about local suppliers – does globalisation
exclude the smaller local suppliers altogether?
Samardzich: The key is that there is no one right answer for
every region. There is always a set of components where we can
work with the regional supply base. In Europe, China, South Africa
and elsewhere, we work with the regional supplier base.
AI: How involved are the suppliers in R&D for new
technologies, such as EcoBoost?
Samardzich: The door is open. Clearly, we work hand in
hand with turbo supplier, the direct injection supplier, etc.
AI: How does Ford plan to meet the new engine standards
(Tier 4 interim stage 3 B standards)?
Samardzich: Our intent is not just to meet the various regulatory
standards. Our intent is to meet our customer expectations. Customers
are increasingly more environmentally conscious, and are driving
environmental standards equally as hard as the legislators.
AI: Are the Tier 1 suppliers expected to audit further down
the value chain to ensure quality standards are met?
Samardzich: Definitely. We can’t be in a quality class on our
own. We absolutely need the whole supply base to come with
us. We expect Tier 1 suppliers to work with Tier 2 to help them
understand and meet the quality standards. It is in the Tier 1’s best
interest, as it helps optimise cost savings. Every defect (from a
supplier lower down the chain) built into the product is money out
of the door. So, we are absolutely looking for all our suppliers to
work at the same level. Ford has gone down to the Tier 4 level to
help a Tier 1 supplier meet quality standards. We try to get it right
up front so we do not have problems when we start production.
AI: Ford is continuing to develop a range of powertrains
– from engines for muscle cars to electric motors. Why not
standardise in the light of your global One Ford programme?
Samardzich: What we have is a huge variety of
customers purchasing Ford products. We must meet
the needs of all our customers. In general, the
EcoBoost strategy is to downsize the engine and
upsize the performance. There is no sacrifice
on power – our objective is to surprise and
delight with the power the engines produces.
The torque curve is very diesel-like, giving
improved fuel efficiency and performance.
There are also certain subsectors, which
need traditional large-sized engines.
Take, for example, our 6.7-litre diesel for
super duty trucks. If you are working on
a construction site, you need to have it. At
the same time you need the most fuel efficient
product. So, what we are doing, is helping our
customer satisfy the physical requirements of the
working vehicle in order to make a living.
Then there is always the enthusiast, like Mustang owners. They
want to indulge in sporting activities such as drag racing and track
racing, and they like a big V-8. Just like any other segment around
the globe, they have their own preferences. Mustang owners tend
to do a lot of work on their own vehicles, and add on after-market
equipment, so they want technology under the hood that they can
work on. So we put it in for them.
AI: Ford is also committed to the development of electric
power trains. Where does this fit in the organisation in
relation to the gasoline and diesel engines? Will we see
separate ranges, or will a Fiesta come with a diesel/gas/
electric power train option?
Samardzich: An electric power train is still a power train –
and is part of my power train department at Ford. Again, there
is no single answer or solution. A global platform needs a variety
of propulsion systems, depending on public policy, and customer
24 to read full version of AI stories go to www.ai-online.com

preferences. We will see the first manifestation of this over the next
two and a half years, we will have a C-Segment car with a choice
of full hybrid, full electric and conventional propulsion systems.
Once we can offer the full range, it will be up to the marketing
teams to determine the right offerings for a particular market.
AI: What is expected of suppliers in terms of electric
powertrain development?
Samardzich: The same type of thing from suppliers of
existing technology. We are looking for the latest and greatest
technology innovation delivered to our standards of quality.
One of the keys to delivering full electric vehicles is the battery
pack. We are looking at new core technology in terms of the
“We are focused on sustainable technology solutions that
can be used not for hundreds or thousands of cars, but for
millions of cars, because that’s how Ford will truly make a
difference,” says Barb Samardzich, Ford’s vice president of
powertrain engineering.
The technologies include:
Electrification
Ford has committed US$1-billion to build plug-in, hybrid and
battery electric vehicles and a plant that will assemble battery
packs for these vehicles. The Transit Connect Electric is being
launched in 2010, while the Focus Electric is due in 2011. A
hybrid and a plug-in hybrid will be built off Ford’s global C
TOP LEFT: J Mays, group vice president, Design, and chief
creative officer, Ford Motor Company, unveiled the Ford
Start Concept at the 2010 Beijing Auto Show. The smallestyet
Ford EcoBoost engine, is a 3-cylinder, 1-litre, which is
due to go into production.
BOTTOM LEFT: Ford EcoBoost Engine.
BOTTOM RIGHT: The 2011 Transit Connect Electric will
use a Force Drive electric powertrain manufactured and
integrated by specialty outfitter Azure Dynamics.
cell chemistry and the cooling of the battery pack. So, we are
looking for partnerships through which we can integrate their
technology.
AI: What is the “next big thing” in terms of Ford powertrain
development?
Samardzich: I am just as anxious to see that. One would
have a hard time putting a bet on that as there are so many external
factors. They include the price of fuel, the type of fuel being used
in a region, such as ethanol in Brazil, diesel in Europe, gasoline
in North America, and a case of “wait and see” in China. Right
now, Ford is making sure we are technology capable. The solution
globally is going to be a lot of different answers. AI
SUSTAINABLE TECHNOLOGY
platform, which underpins the Focus. Ford also plans to move
battery pack production from Mexico to Michigan to support
the production of electric and hybrid vehicles.
Six-speed transmissions
By the end of 2012, 98% of Ford North American vehicles will
be equipped with fuel-efficient six-speed transmissions. A sixspeed
transmission can improve fuel economy between 4 and
6%, according to Ford.
Stop/Start systems
By 2014, as many as 20% of Ford’s global nameplates could be
equipped with stop/start systems. Ford says a stop/start system
can reduce fuel consumption and emissions by around 5%,
depending on conditions. AI
26 to read full version of AI stories go to www.ai-online.com

innovation
Sound plays a major role in a customer’s perceived quality
of a vehicle, as well as their enjoyment of the ride. So much
so that Ford has a whole team dedicated to Noise/Vibration/Harshness
(NVH).
Mark Clapper, Technical Leader, Vehicle Powertrain NVH
at Ford discusses sound with Automotive Industries (AI).
Clapper: Sound quality is used to differentiate brands, define
the brand image, and evoke emotional response. Ford brand
sounds deliver sound quality that “feels right sounds tight” and is
“great to drive and great to sit in”. The focus is on three key areas:
Door opening and closing, interior harmony with chime sound,
and driving experience with powertrain sound.
AI: How do you get powertrains to sing the same tune?
Clapper: When performance is demanded, the powertrain
sound will convey strength, power, responsiveness, and excite
the senses. While of course remaining “exceptionally quiet” for our
non-sporty nameplates.
AI: What new materials achieve this without adding
weight?
Clapper: Materials, such as expandable foam pellets
strategically placed in the doors, headliner and pillars, can improve
sound-deadening efficiency by up to 20%. Interiors are further
Ford’s Virtual Vehicle Sound Simulator, which is being used
to fine-tune sound inside a vehicle’s cabin before it even
exists in physical form.
quieted with hood insulators, inner and outer dash absorbers,
sound-absorbing carpet, improved ceiling baffles, additional sound
absorption in the trunk and new interior and headliner materials.
Other ways Ford engineers have built interior quietness into the
2010/2011 line-up include:
• Acoustic laminated windshields
• Improved body/door sealing to reduce wind noise
• Expandable stuffers in the fenders and pillars
The power
of sound By: Ed Richardson
• Constrained layer damping material on the entire floor
• A retuned air induction system for a more refined powertrain
and sound
• All-new acoustic headliners
Ford engineers have also been hard at work to enhance
the powertrain sound to achieve the right level of sound
feedback including:
• Sound generator on the EcoBoost engines that feedback the
engine sound from the air intake system that would otherwise
get lost
• Integrated Sound Tube, which feeds back a fantastic intake
sound on the Mustang GT to deliver a true muscle car
experience
• Finely tuned air intake system and straight-through exhaust
system on the Ford F150 for well balanced powerfulness and
refinement character
AI: What is expected of Ford’s suppliers in terms of NVH?
Clapper: Working with various engineering teams and supplier
partners allows us to be much more specific on part specifications
and targets than we have in the past.
Recent examples include:
• Working with the Ford Exhaust Team and Tenneco on
our F150 exhaust system to deliver improved sound
quality, while delivering improved performance.
The team worked to specific cascaded
targets at multiple load conditions - and
through computer models and system
development, developed unique solutions
satisfying many attributes.
• The Air Intake System team and
suppliers working to shape the sound
of the engine intake system to deliver
appropriate powerful/sporty sounds
and attenuate unwanted moans and
groans in the Ford Fusion, Taurus, F150,
and Mustang. Again, computer tools and
NVH simulation allow for upfront analysis and
balanced attributes.
AI: What is the bottom line?
Clapper: The technology helps us deliver higher
customer satisfaction with quicker development time, reduced
prototypes, reduced cost, and assists us to get it right the first time.
It allows the engineering team to virtually evaluate any drive event
subjectively and objectively to detect both positive sound character
and find and eliminate error states prior to vehicle prototypes. As an
example, in one of recent developments we could evaluate several
mount redesign options in combination with exhaust and intake
systems studies to find the right balance to meet both our quietness
and powerfulness criteria, while also detecting some error states
that would have not been captured in our typical analysis since they
were drive events not in our typical process. AI
28 to read full version of AI stories go to www.ai-online.com

innovation
Virtual sound By: Ron Charles
Sound and vibration levels in vehicles can now be tested
long before the vehicle comes off the CAD program and
onto the road.
NVH Vehicle Simulator technology makes it possible to conduct
virtual vehicle prototyping for sound and vibration characteristics. At
the start of a vehicle program, it is used to understand sound character
preferences of consumers and to set overall vehicle sound quality
targets. During the entire development cycle, design alternatives,
changes and trade-offs can be simulated to demonstrate the impact
on the sound characteristics of the vehicle. Instead of looking at two
numbers or a graph showing the difference, the engineers
and managers can actually drive a vehicle with the
different design alternatives and evaluate them in
a realistic virtual environment.
David Bogema, senior application
engineer, Brüel & Kjær
North America Inc.
One of the first North American car-manufacturers
to use Brüel & Kjær’s PULSE NVH Simulator is
the Ford Motor Company. “Ford uses the PULSE NVH
Vehicle Simulator to eliminate mistakes up front, reduce the need
for prototyping, shorten the time to market, and produce a product
that not only delivers high-end interior quietness, but also provides
vehicle sounds that are more engaging for the customer,” says
Mark Clapper, technical leader for NVH at Ford.
The NVH Vehicle Simulator is available in three basic
configurations – there is the desktop NVH Simulator used in R&D
offices, which helps design the sounds of the vehicle. Another
version is the full-vehicle NVH Simulator, which combines sound,
vibration and visual scenery in a stationary vehicle body. The third
version is the On-Road Vehicle NVH Simulator, which incorporates
the NVH simulator into an actual drivable vehicle. The sound of the
vehicle driven can be changed by modifying various frequencies,
the harmonic balance of various vehicle components and the
balance of various parts of the vehicle sound such as engine, road
and wind noise.
Nissan is currently using the On-Road Simulator for
developing and evaluating the acoustic environment
and acoustic comfort of new vehicles. “With the
On-road Simulator as a core development tool,
Japan, the US and Europe are already sharing
road noise models for global benchmarking
and target setting. By sharing and comparing
data, we can change the global development
process and get more accurate results
with fewer prototypes,” says David Quinn,
manager of NVH Development, Nissan UK.
The vehicles created in the NVH simulator
can be very simple, accurate models of the
sound at the driver’s position; or they can be
very detailed, created from sound and vibration
data of the specific sources of vehicle sound such
as tires, engine, wind, etc. The data used to create these
vehicle models in the NVH Simulator can come from real vehicles,
component tests or CAE results.
Jaguar Land Rover uses the NVH Simulator in their vehicle
development process, incorporating both CAE and measured
data in their virtual vehicles. “Our CAE colleagues really like the
30 to read full version of AI stories go to www.ai-online.com
The Brüel & Kjær
Desktop NVH
Simulator.

NVH Simulator. They can use it to experience the real effects of
their predicted CAE modifications. This is a key capability in the
decision making process,” says Dr. Garry Dunne, senior technical
leader, Vehicle NVH, Jaguar Land Rover.
Another automotive OEM that uses Brüel & Kjær’s solutions
is the FIAT Group which uses the company’s wind tunnel test
programs as well as its most advanced noise-mapping solutions.
“Fiat’s Aerodynamics Department is responsible for the test
programs for exterior as well as interior noise measurements. Our
main objectives in the wind tunnel programs are contributions
to target setting, benchmarking and verification of components,
comparison of alternative components, troubleshooting and
competitor analysis. An important part of our decision to choose
Brüel & Kjær as preferred supplier for the wind tunnel test programs
was the fact that they could provide everything we needed for our
measurements – from microphones and accelerometers to the
most advanced noise mapping solutions,” says Marco Stellato, in
charge of wind tunnel testing at FIAT.
Brüel & Kjær’s noise-mapping solutions include planar and
spherical beamforming, sound intensity, stationary and nonstationary
nearfiled acoustic holography, conformal noise mapping
(mapping radiated sound to complex surfaces), and both indoor
pass-by noise testing and vehicle pass-by noise testing.
Brüel & Kjær has sales offices in 55 countries employing
over 900 people. Last year, Brüel & Kjær acquired Australian
firm, Lochard Ltd, in order to expand its product offerings with
EMS. “Lochard’s NoiseOffice, a suite of managed noise services,
provides an ideal solution to our clients who need to do more with
less,” says Lars Rønn, managing director at Brüel & Kjær.
Automotive Industries (AI) spoke to David Bogema, senior
application engineer, Brüel & Kjær North America.
AI: Tell us how effective NVH testing is for OEMs to make
decisions in advance of the first physical prototypes.
From the outside listening in
– the view of the full vehicle
simulator from outside.
“
Ford uses the PULSE NVH Vehicle Simulator to eliminate mistakes up front, reduce the need
for prototyping, shorten the time to market, and produce a product that not only delivers high-end
interior quietness, but also provides vehicle sounds that are more engaging for the customer.
”
Bogema: NVH Assessment can be very effective far
in advance of having physical prototypes. NVH testing of
benchmark vehicles and components can be combined and
manipulated to create target sounds for the new vehicle even
at the very start of the program with the NVH Simulator. This
gives program managers and engineers something to agree on
both subjectively and objectively as NVH targets for the new
vehicle. Furthermore, as the program progresses, changes to
the vehicle design can be modeled and experienced, without
the need to have a physical prototype. As components become
available for testing, NVH tests can be performed on these,
including noise-mapping tests which will pinpoint areas that
need improvement long before the component is used in a full
prototype vehicle.
AI: What makes your company’s NVH solutions effective
for automotive manufacturers?
Bogema: It’s a combination of our experienced technical staff
and state-of-the-art products that make it possible to help the
automotive manufactures so effectively. We can deliver full solutions
to the manufacturers, utilizing both our extensive automotive NVH
experience and our products designed to make NVH testing,
analysis, interpretation and evaluation simple and intuitive.
AI: To what do you attribute Brüel & Kjær’s growth in the
North American market?
Bogema: Brüel & Kjaer is the world’s largest sound and
vibration company, with expertise in virtually every sector of sound
and vibration testing and analysis. We have a very strong team
here in North America focused on automotive NVH. We have used
our experience in automotive NVH and leveraged our experience
in other sound and vibration sectors to develop solutions that help
our customers in designing, measuring and understanding the
NVH characteristics of their vehicles. We work with our customers
to help them achieve their NVH goals.
Automotive Industries 31
AI

innovation
Metrology speeds up to
meet consumer demands
By: Ed Richardson
Metrology needs to keep up with the far-reaching changes
in the automotive industry which have given consumers far
more power to choose what is produced.
“Think back to what the industry was like 20 or 30 years ago. It
took many years to develop a new model, and then manufacturers
produced that car for up to ten years with relatively few changes. In
today’s world, the consumer expects something new and exciting
every two years,” says Richard Knebel, vice-president of technical
sales and software engineering at Carl Zeiss IMT Corporation.
“Manufacturing processes have had to adapt, along with
their measurement technology,” he says. The speed with which
manufacturers need to bring product to market continues to get
faster, with the added challenge of the gas price determining power
train production. OEMs have developed “agile manufacturing cells”
which can be quickly reconfigured to produce different engines
and variants of the power plants.
“Production lines have become far more complex and flexible
in order to meet these demands,” adds Jeff O’Brien, Carl Zeiss
automotive region manager. Where before a plant produced
perhaps up to three variants of an engine, today there would be
a “dozen or more”, along with different engine configurations, all
coming out of the same plant on the same day. All engines are
required to meet stringent quality and emission control standards,
which leaves little room for variance and error.
“In order to help OEMs adapt to these demands, measurement
technology and systems have been moved out of the laboratory
and onto the factory floor,” says Knebel. Together with the OEMs,
metrology specialists such as Carl Zeiss have had to “change our
whole philosophy” of measurement.
Sophisticated automated software and hardware systems have
been developed to provide laboratory-standard measurement
of components on the factory floor. Carl Zeiss has developed
systems which measure engine components at various stages in
the production cycle in the same cell and by a single operator.
There has also been a giant leap in the quantity of data captured.
Whereas older manual systems would measure around five
“ Manufacturing processes have had to adapt,
along with their measurement technology. ”
- Richard Knebel, vice-president of technical sales and software engineering at Carl Zeiss IMT Corporation
32 to read full version of AI stories go to www.ai-online.com

points of a cylinder bore, the new generation sensors can
measure 10 000 data points.
“All the information is fed into the manufacturing system and
to the engineering department in real time and is stored for future
reference,” according to Knebel.
The ZEISS system helps build and store a “birth history”. The
data set travels with the component. “Someone sitting on the
other side of the world will know which machine tool in a particular
plant is producing either very good or very bad parts. When tracing
problems, it is critical to know exactly how a part flowed through
what has become a very complicated process,” he says.
What has not changed is the philosophy behind sampling.
High-speed production makes it almost impossible to measure
every part on the line, “nor would you want to,” he says. It would
not be possible to meet production targets if the line was being
constantly stopped for adjustments. Statistical models determine
the optimum percentage of components that need to be measured,
and at what stage in the production cycle.
Most of this technology is invisible to the metrology station
operator, who no longer needs to be a highly trained laboratory
technician, according to Knebel. Training is done in hours, and
measurement is done “with a couple of clicks of the mouse”.
Fail-safe systems ensure that the right part is being measured
at the correct stage of the process. “The system prevents the
operator from scheduling an Operation 50 measurement on
an Operation 10 component, for example,” explains Knebel.
Older measuring equipment in a metrology lab.
A Carl Zeiss CenterMax machine on the production floor. What the operator sees.
Indentations and holes drilled by Operation 50 would not be
present in the Operation 10 component, and the probe could
be damaged.
“Another big advantage of the automation of metrology is that it
is both repeatable and reliable. Plant managers need consistency
and reliability,” says Knebel. Reliability is built in through measuring
the temperature at the same time as the physical parameters of
the component. The software compensates for the temperature in
order to replicate laboratory conditions in which components are
always measured at the same temperature.
What is more, the measurement cells can be moved. “OEMs
use our measurement cells first at the machine tool supplier
in order to qualify the supplier and the components produced
by the machine tools before they are installed on the factory
floor,” says Knebel. Having laboratory-quality measurement on
the factory floor also means that the same systems can be
used in plants around the world – all feeding data into a central
control center.
Because OEMs use common production equipment around
the world, it is now possible to identify a fault or possible problem
early and make the necessary adjustments at all the plants around
the world at the same time. Carl Zeiss remotely updates the
software in the measuring cells, “without the operator knowing
anything has changed,” says Knebel. The ZEISS systems are
also designed for remote maintenance and diagnosis in order to
minimize downtime. AI
Automotive Industries 33

innovation
Latest developments
in surface metrology By: Ron Charles
Tighter tolerances are putting the squeeze on suppliers of
metrology equipment, which is needed to be both faster
and more accurate.
One of the leaders in the field is Zygo, which has over 300 patents
in optical metrology, with 20 of these developed for the automotive
market. The company offers several models, ranging from the highspeed
NewView 7000 series, to the cost-effective and small footprint
NewView 700 series. The NewView optical profilers measure and
quantify flatness, surface roughness, step heights, critical dimensions,
and surface topography accurately and at speed, according to the
company. Based on non-contact and patented scanning white-light
technology, the NewView delivers best-in-class 3D surface metrology
for applications in production, QC and leading research. A full suite of
2D and 3D surface analysis tools is available for comprehensive data
analysis, visualization, and reporting.
MetroPro, ZygoLOT’s metrology analysis software package,
delivers in high-resolution 3-D graphics and allows users to select
from a multitude of numerical measurement values, providing
the quantitative data needed to keep processes under control.
Metrology machines have also moved out of the laboratory. “The
NewView MPT’s rugged enclosure provides a secure, yet service-
“ Usability was critical in the
design of the PTI. From the
moment a user encounters
this metrology device, part
measurements and results are
easy to obtain and reproduce. ”
accessible, housing for NewView surface profiler and computer
system, a factory-grade keyboard and pointing device, and an
ergonomically-mounted 24-inch flat-panel touch-screen/display –
all in a footprint of less than one square yard,” says ZygoLOT.
Automotive Industries (AI) asked Arno Köhler, ZygoLOT
general manager, what R&D, quality development and
management systems had gone into these solutions.
Köhler: Zygo Corporation, celebrating its fortieth year, started
as a world-class optical fabrication facility. To produce these high
precision optical plano surfaces required new metrology with
features and flexibility that was not available on the market at
the time, so Zygo designed and produced their own laser-based
interferometer in-house, the GH-1 in 1972. ZYGO’s metrology
business started to boom, with three consecutive models of the
laser based system, to the introduction of the NewView 100,
ZYGO’s first scanning white light based interferometer in 1987.
With ever increasing regulation on automotive emissions and
the need to reduce greenhouse-producing gases, automotive
manufacturers are constantly looking for ways to improve
surface finishing technologies, at the same time reducing the
required tolerances on all designs. Today our systems are
successfully established in the value-added chain, from basic
Precision common rail components
in a fixtureon a SPC New View
34 to read full version of AI stories go to www.ai-online.com

R&D, pre-production, manufacturing floor-based metrology
rooms and production.
AI: What are some of the features of ZYGO’s PTI measuring
interferometer systems?
Köhler: The PTI is an ultra fast and easy to use instrument
based on interferometric Fizeau technology. The instrument,
because of its small package, can fit anywhere on the production
floor, and delivers highly accurate and precise results on flatness.
Usability was critical in the design of the PTI. From the moment
a user encounters this metrology device, part measurements and
results are easy to obtain and reproduce.
AI: What are some of the productivity and yield enhancement
solutions for manufacturers of precision equipment?
Köhler: Through integration of our technology into production
lines, our metrology can easily be used to enhance the production
yield. We were challenged by a world-leading diesel systems
company to design and implement a metrology system for direct
use in a new generation production line. The metrology goal was
to provide non-contact measurement and sort the parts into
2-micron categories in an extremely short amount of TACT time.
This challenge was successful not only for Zygo, but also for our
customer. The ‘start of production’ (SOP) was on schedule and
helped produce parts at over a 90% yield, a jump of more than
20% over the previous SOP!
AI: How do ZYGO’s testing solutions help the automotive
industry?
Köhler: The industry is able to machine steel quickly and
precisely to very demanding tolerances. The bottleneck for
precision parts in today’s production lines is often the SPC unit.
Within one minute, a high tech grinding machine is able
to produce up to 10 to 50 pieces. The limiting factor here
is the traditional stylus system used for metrology. The 2D
approach will not always give the “full” story of the surface
form or finish of the produced part in one measurement, which
will require more time for part measurement. The grinding
machine operator would like to have this information as soon
as possible to see if the machine is producing the parts within
its tolerance bands. Since optical metrology is an areal (3D)
measurement, the operator will immediately see any form
deviation and even use the 3D image to adjust for the correct
machine parameters. For the R&D department, our systems
make it possible to quantify the material.
AI: How do ZYGO’s solutions help in the concentration to
engine advancement in common rail operations?
Köhler: The EU regulations for stricter emissions from diesel
engines forced the automotive component manufacturers to
look at all aspects of the automobile, and primarily in the engine
itself. If the manufacturers could reduce the amount of fuel not
ignited during the combustion stage, this would greatly reduce
the amount of “dirty emissions”. This concept is, in part, what led
to the new diesel direct injection technologies, such as common
rail injection which uses extremely high pressures relative to past
diesel technologies.
Zygo and ZygoLOT helped our customers develop the level of
metrology needed for extremely tight tolerances for parts, and also
assisted with new technologies in the inspection of diesel injectors
and diesel bodies. We are able to enhance our standard products
with modifications, either to the hardware or the software, to
assist them with special measurement requirements. This unique
relationship helps our company to enhance our engineering and
support structures, and at the same time, enables our customers
to discover better ways to improve their own products or
manufacturing methods.
AI: What new products do you plan to launch for the
automotive market?
Köhler: It is clear to us that one of the most demanding
challenges for launching new instruments is the understanding of
our customers’ metrology issues; ideally before the production line
is set up. Therefore, our metrology application engineers have a
very close relationship with their customer counterparts, assisting
in the design and pre-production phase. This relationship with our
customers has evolved into simultaneous engineering projects,
where our technology and “know-how” were specifically sought
for solutions to complex problems. These customer/supplier
synergies drive the need for new applications and systems. For
ZygoLOT, our core business is the automotive/precision machining
market. Our vision is to enhance our current technologies with
new features and application ideas to bring new solutions to our
customers’ problems. This will involve both the NewView and GPI
series of interferometers. AI
Automotive Industries 35

innovation
Smarter engineering to
reduce time to market
By: Steve Barclay
Smaller engineering suppliers in the European market are
likely to continue consolidating in order to meet the needs
of large OEMs and reach the necessary volumes, predicts
Kjell Nilsson, CEO of Semcon.
Founded 30 years ago, Semcon has built up its expertise and
created its own set of tools, methods and processes to become
Stefan Ohlsson,
President, Business
Area Automotive
R&D
Kjell Nilsson,
CEO of Semcon
a global partner in engineering services and product information.
Today, it designs and develops products for some of the world’s
most successful companies including BMW, Daimler, Jaguar Land
Rover, MAN, Opel, Porsche, Saab Automobile, Scania, Volvo
Cars, Volvo Trucks and VW.
An important part of Semcon’s business concept is to be active
where its customers are, and to provide resources and services on a
global basis. Within the automotive industry, Semcon offers services
for commercial vehicle manufacturers and manufacturers of plant
machinery including forestry machinery, trucks and excavators.
With over 2 600 employees, and an extensive offering in
Germany, Sweden, Brazil, India, China, Russia, Spain and the
UK, Semcon has built solid relationships with some of the world’s
leading automotive OEMs.
Automotive Industries spoke to Kjell Nilsson and Stefan
Ohlsson, president, Business Area Automotive R&D and
asked them how the market for engineering services had
changed over the last few years, and how they see the
market evolving in the future.
Nilsson: We have seen a greater focus and more consolidation
in the field of engineering services. OEMs are acquiring engineering
suppliers and focusing on in-house development and the
consolidation of suppliers. VW’s recent acquisition of ItalDesign
is one example, as well as Semcon’s merger with German IVM
Automotive and Swedish Caran.
Ohlsson: The intense demand for faster and more complex
product manufacturing and the development of
more models has changed skills requirements
from specific mechanical engineering skills
to electronics and systems architecture
skills. Close customer relationships
and a global presence will be even
more important, and this is one of
Semcon’s advantages. It offers a
global spread of infrastructure that
enables cross-market deliveries and
long-term relationships.
AI: Where do you see growth
in the automotive business from a
geographical perspective? What emerging
markets does Semcon hope to expand into?
Ohlsson: We expect growth to continue in Germany, Sweden
and BRIC (Brazil, Russia, India, and China) economies. Following
the recession, we see an increasing demand on both the Swedish
and German markets and in the BRIC economies, which will soon
contribute towards more than half of the world’s growth.
Customer demand for expertise, innovation, ability to supply
and market adaptation encourages Semcon to constantly be at the
cutting edge. We keep a close eye on emerging trends in this area
and quickly move to provide the right skills. Semcon in Germany
now has 40 years of experience in its field through the acquisition
of IVM Automotive 2007. Following the acquisition of IVM and the
Swedish firm, Caran, Semcon became one of the world’s largest
suppliers of engineering services to the automotive industry.
Nilsson: If we look at the world’s leading manufacturers’
current model portfolios and add their planned investments up to
2010, the conclusion is that automotive manufacturers will, over
a relatively limited period, increase investments annually by many
billions of Euros.
36 to read full version of AI stories go to www.ai-online.com

Many of Semcon’s customers have major investment plans for
the coming years. Annual growth for the automotive industry is
estimated at around 2.6% up to 2015. Higher numbers of qualified
engineers means that manufacturers’ development centers, and
external development companies like Semcon, will be well stocked
with assignments for a long time to come.
AI: What are some of the challenges that currently
face automotive OEMs and how does Semcon help solve
these issues?
Nilsson: Semcon has a global presence, highly skilled
teams and long-term relationships which enable us to meet the
OEMs’ challenges. This includes the increasing demand for cost
effectiveness as well as shorter development cycles.
Semcon looks at all aspects
of the assembly process.
The development of BMW‘s Z4 is one example of this. Semcon led
the development team which designed and developed the car’s body
work. Some 60 individuals from Semcon met all of the challenges set
by BMW, including a shorter schedule and late production changes.
For Semcon, this was yet another display of its position as one of
the leading automotive engineering services suppliers in the world.
Semcon also has strategic partnership agreements with several highprofile
customers, including Jaguar Land Rover. Semcon takes on
the full responsibility of all activities related to the development and
production of aftermarket information solutions for these customers.
AI: You have identified growing eco-consciousness in
the auto industry as a huge business potential – what are
Semcon’s strengths in this area?
Nilsson: Semcon is helping to develop hybrid installations
for the large-scale automotive industry. We know, for example,
that the automotive industry is becoming increasingly interested
in advanced after-treatment systems for dealing with exhaust
gases. We have therefore created a knowledge bank about diesel
particulate filters and catalytic converter systems.
We are also trying to make things more efficient, and are
designing solutions for installing hybrid systems into all types of
cars, whilst trying to keep car prices as low as possible. In 2007,
Volvo Special Vehicles decided to produce an eco-friendly car. The
company selected the Volvo C30 1.6 D DRIVe for modification.
They worked with Semcon on the project, and within just 14
months, Volvo had an eco-friendly vehicle. The Volvo C30 1.6D
DRIVe turned out to be an extremely fuel-efficient car with diesel
consumption of 0.44 liters per 10 kilometers and CO2 emissions
of 115 grams per kilometer. This was far superior to its competitors
in the same segment at that time. AI
An important part of Semcon’s business concept is to be active where its customers are, and to
provide resources and services on a global basis.
38 to read full version of AI stories go to www.ai-online.com

innovation
Breakthroughs in material science and processes are
helping improve the efficiency and reliability of catalytic
systems, while driving down costs.
As precious metal prices remain extremely volatile, the need
for advanced science in washcoat designs to enable more
efficient use of precious metals has never been more important,
says Doug Kowalski, technology director at Aristo
Intelligent Catalyst Technology.
The tracking and tracing of all components
and production steps is also important to meet
quality and legislative requirements. “We can
trace each unit’s “DNA” so to speak, allowing
our customers to be 100% confident that a
Keith Aumend - analytical chemist.
superior product has been shipped to their
specification. With our Intelligent Catalyst
manufacturing process, each unit has been
checked against rigorous specifications and
allows us to provide complete details on each
unit produced. Each catalyst undergoes a
battery of automated, tests for quality assurance
and are lasered with a 2-D data matrix bar code. The
individual coding of each Intelligent Catalyst provides complete
process traceability, raw material traceability and precious metal
accountability for that particular unit which can be followed from
inception to reclamation,” says Kowalski.
Research and Development facilities at Aristo include a variety of
instruments, which allow our staff to study everything from individual
(Left to right) APQP team members Nancy Rochester,
Sr. process engineer and Laura Clark, quality assurance
manager, evaluate durability characteristics of emerging
technologies in the R & D Center.
Breakthroughs
in catalytic design
and production By: Lenny Case
raw materials up to finished part testing. An integral piece of this
puzzle is our synthetic gas reactor. The reactor, coupled with our
ability to rapidly age catalysts, enables us to determine how well a
catalyst technology will perform long before it is ever used on a car.
“The reactor is a critical link in our research that brings together all of
our foundational understanding of catalyst technology and practical
application in real world scenarios. This in turn expedites
our development process giving us the ability to
meet the ever changing needs of our customers
in a timely and cost effective way” says Keith
Aumend, analytical chemist at Aristo.
Aristo’s formulation and manufacturing
processes enable the coating of ceramic or
metallic honeycomb substrates at various
cell densities (low or high) and wall thicknesses
(standard, thin, or ultra-thin) and
diesel particulate filter (DPF) substrates of
silicon carbide, ceramic, or metallic in different
forms (deep-bed foam or wall-flow).
“Aristo’s processes were a collaboration
of efforts involving product scientists,
process engineers, industry experts and
the desire to excel as a catalyst coatings
company. With core competencies in research and
development, and through intensive processing studies
and catalytic performance assessments, the team at Aristo was
able to overcome many obstacles in the pursuit of designing and
building the next generation catalytic technologies and catalyst
manufacturing system. By combining steps to improve efficiency,
adding unique and permanent serial numbers to improve product
traceability and with marked improvements in product cosmetic
Tim Blejski, syngas reactor technician, performing
mass flow controller calibration check to ensure
equipment is operating within limits specified by the
development scientists.
40 to read full version of AI stories go to www.ai-online.com

The MISO coating process utilizes state-of-the-art robotics and advanced coating control algorithims to achieve
industry leading process control capabilities and provide 100% product quality traceability for each unit.
values, the efforts paid off - all done while taking precious metal
accountability to the next level,” said Kowalski in an earlier
interview with Automotive Industries.
Automotive Industries (AI) asked Kowalski to share
some of the recent advances in automotive catalysts and
catalytic systems.
Kowalski: Recent advances in automotive catalysts have
been focused on enabling the catalysts to respond quicker to
the engine cold-start, expand the high performance window to
broader application conditions, and to extend the thermal stability
for longer lifespans. With the introduction of advanced catalytic
chemistry, novel or improved materials, and optimized washcoat
design, scientists in Aristo’s R&D center are able to meet the
specific challenges in each customer’s individual application, both
at component level and at catalytic system level.
AI: What are some of the latest emission control
technologies your company has been working on?
Kowalski: One focus area that we are working on is developing
emission solutions for engines using natural gas, LPG, and even
syn-gas as fuel. Another focused area in Aristo’s product R&D is
developing a full catalyst product portfolio for emission control
of all current and future regulated emission species from engine
exhaust. By using the in-house synthetic gas reactor system,
Aristo develops emission control solutions to meet the customer
requirements and can demonstrate performance on a much
smaller scale, prior to significant investment in the installation of
the full emission system.
AI: What are some of the new equipment, capabilities
and R&D Aristo has incorporated?
Kowalski: The most exciting addition to R&D has been
the substantial upgrade to the gas reactor system. Without
the added capabilities, not only would some products never
materialize, the development cycle time of any products
would not be as quick as it is today. In addition to the lab
test reactor, we have been very busy with some new process
equipment that will be launched this summer. It is a significant
investment related to our growth in the development of full
catalytic systems.
AI: Tell us a little about the role rising material costs have
played in making Aristo’s washcoat technologies so critical
to the catalyst technologies market.
Kowalski: The amount of raw materials required to produce
our products is not the only important feature. Success also lies
in managing the entire value chain from just-in-time deliveries
to inventory management to prudent process technologies that
absolutely minimize scrap. Our MISO process can end a run with only
a few gallons of materials left over. The “process tails” as we call them,
are quickly reintroduced into the manufacturing process. In addition
to superior material utilization, Aristo offers precise loading control to
keep usage amounts in check on a part by part basis.
AI: What role do the scientists and engineers at Aristo
play in keeping the company at the forefront of catalyst
technologies?
Kowalski: They play a primary role. As well as staying abreast
of the ever-changing advancements in catalysis and material
science, and maintaining involvement with associations such as
SAE and MECA, they fight the continuing battle to monitor the
dynamic progress of state-of-the-art technologies. In response
to these changes, they spearhead relentless efforts in R&D to
anticipate the future needs of our customers. They continually
improve and optimize existing product lines providing lower
loss-to-yield rates while ensuring the best manufacturing
processes are in place. Exceeding the customer’s future and
current needs is our mission and the primary focus of those
scientists and engineers.
AI: What in your opinion is the next big challenge for
catalyst technologies?
Kowalski: The challenge is the continued improvements of diesel
emission control technologies, which clearly must be system-based
rather than component based. High performance catalytic systems
with an extra long life span intended to meet much more stringent NOx
emission limitations for a wide variety of diesel engines are challenging
the entire industry today. We are developing several solutions to help
meet these challenges including selective catalytic reduction (SCR)
and Lean-NOx reduction technologies, as well as more advanced
ways to utilize DPF’s for simultaneous particulate matter control. AI
Automotive Industries 41

innovation
Saving costs by turning platinum
alloys into foam By: Steve Barclay
New processes are helping to save costs on the production
of catalytic converters.
One of the technology leaders is Korean Republic firm,
Alantum. One of its newest products is a lightweight, flexible,
permeable and stable alloy foam used in exhaust after-treatment
and alternative energy applications. The US$ 2.2 billion company
says that the main strengths of the Alantum foam solution, when
compared to traditional catalyst carriers, lie in the material’s
flexibility. “With the very high surface area of Alantum’s alloy foam,
less substrate material is required to achieve the same
performance results. Less substrate requires less
catalyst. Less catalyst means less platinum use,
which translates into significant cost savings,”
says the company.
Winfried Doelling, managing
director of Alantum Europe.
Alantum’s alloy foam is based on either
iron or nickel metal foam and converted to
alloy foam using Alantum’s patented production
process. The foam is also used in diesel particulate
filters (DPF) “A DPF with Alantum’s alloy foam as
a substrate has a number of unique characteristics. In
addition to collecting soot, the absorption rate of soot/particles
is adjustable by the number of layers of foam. A system using
alloy foam would be much lighter in weight when compared to
existing filters. It is a closed system with a filtration rate that can be
customized to the customer’s demands and specifications,” says
the company.
Alantum’s alloy foam is an integral part of the supercapacitor
project being undertaken by the University of Michigan and
the Fraunhofer Institut für Fertigungstechnik und angewandte
Materialforschung (IFAM). The principal goal of the proposed
project is to design and construct a high power, high energy
density prototype supercapacitor using metal foams from Alantum
and nanostructured early transition metal carbides and nitrides
being developed at the University of Michigan.
Supercapacitors are designed to deliver energy and power to
a market that is currently under-served by other electrochemical
storage and conversion devices including batteries and fuel cells.
The newest supercapacitors employing carbon electrodes can
reach energy densities of 5-6 Wh/kg at power densities of 700
W/kg. Higher power and energy densities are needed for use in
hybrid electric and plug-in hybrid electric vehicles.
Automotive Industries (AI) asked Winfried Doelling, managing
director of Alantum Europe how Alantum’s alloy foam had
benefitted the production of diesel particulate filters.
Doelling: Alantum has pioneered the development of alloy
foam diesel particulate filters which are engineered for unmatched
durability, low maintenance and high filtration performance.
Generally, the outstanding material characteristics of alloy foam
allow for tailored solutions for many applications and fit into
the tightest installation spaces.
AI: Tell us about the iron and nickel-based
alloy metal foam solutions from Alantum for
the automotive industry.
Doelling: Together with our retrofit DOC/
DPF products, Alantum is currently focusing
on several new OEM substrate solutions in
collaboration with multi-national Tier Ones in
the E.U., South Korea, U.S. and China.
AI: What are some of the new
applications of Alantum’s alloy foam for
the automotive industry?
Doelling: Alantum’s latest engineering
focus lies in iron-based alloys which are extremely
heat resistant and offer great advantages for various
applications in gasoline exhaust treatment.
AI: What role do you think alloy foam will play in
automobiles of the future?
Doelling: Alloy foam offers great material advantage which
will gain a significant market share in the classic exhaust treatment
sector. In addition, special high temperature resistant applications
will open up new technological opportunities for after treatment
systems. Lastly, the use of alloy foam in fuel cells as well as
supercapacitors will ensure its pivotal role as the material of choice
for alternative drive concepts.
AI: How critical is the University of Michigan and IFAM’s
supercapacitor project for alternate-energy-fuelled cars
and what role has Alantum played in this project?
Doelling: The supercapacitor project is a technological
innovation for short term electrical energy storage in a small
physical volume. Supercapacitors are expected to become a
core component of (hybrid) electric drive concepts. Alantum
is supporting this international R&D project with alloy foam
development and material expertise. AI
42 to read full version of AI stories go to www.ai-online.com

innovation
Imagineeering –
engineering with imagination
By: Lenny Case
Differentiation in the highly competitive automotive market
starts in the eye of the beholder – and the challenge is to
ensure that engineering solutions are matched to designs
that the market wants to be seen driving.
Help is available. “Our engineers provide manufacturing
advice to designers where manufacturing might influence the
aesthetics. At the product engineering stage, we collaborate with
our clients as their design partner from model level to system
level to component level. In the process engineering stage,
“
We always look at adding
value to our customers,
not just by providing cost
effective services, but also
by addressing the entire
value chain by providing
end-to-end solutions.
”
Dr Keshab Panda,
Chief Executive of L&T IES.
where manufacturing knowledge is paramount, we substantiate
production processes by working closely with our clients and
conforming to the most rigorous manufacturing standards,” says
a spokesperson for Larsen & Toubro Integrated Engineering
Services (L&T IES) – part of the US$9.8-billiion Larsen & Toubro
engineering and construction conglomerate.
L&T IES services include product design, engineering analysis,
prototyping and testing, embedded system design, manufacturing
engineering, design automation, plant engineering, asset
information management, and civil, structure and architecture. The
company is headquartered at Vadodara, India. The design centers
are in Vadodara, Bangalore, Chennai, Mysore, and Mumbai.
Automotive Industries (AI) asked Dr Keshab Panda, chief
executive officer of L&T IES, why global companies were
outsourcing to India on such a large scale.
Panda: There are multiple reasons for this, foremost
being the Indian education system that provides both
engineering education as well as global awareness.
Such a global workforce, aware of the latest
international trends, is capable of correct
product contextualization and hence the designing
and engineering products for international
markets. Indian ESPs (engineering
services providers) also offer an English
speaking workforce, as well as a 24-hour
workday for US clients (due to time zone
difference) resulting in a faster time to market
their global clients and products. India
is also a huge current and potential market
for products and services; further encouraging
companies to outsource Indian engineering
to better understand the Indian consumer.
AI: Why is L&T IES positioning itself as a
major design house?
Panda: Being a part of a world-renowned
engineering company such as L&T, we bring an excellent legacy of
engineering knowledge to the table for our customers. We always
look at adding value to our customers, not just by providing cost
effective services, but also by addressing the entire value chain by
providing end-to-end solutions. We are a partner who provide true
“Art to Part” solutions to our customers. We associate with our
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“We are a partner who can provide true “Art to Part”
solutions to our customers. We associate with our
customers very early in the design cycle, thereby
increasing the value that can be added.”
customers very early in the design cycle, thereby increasing the
value that can be added. Some of the key points that enable L&T
IES to position itself as a design house of repute include significant
in-house domain knowledge; ability to provide end-to-end
solutions including design, prototyping, testing and certification (both
mechanical and electronics); building strong customer relationships;
sourcing components from Indian automotive part suppliers, and
providing Plant Engineering and Asset Management services.
AI: Who are some of your clients, and what kind of work
have you done for them?
Panda: L&T IES treats on-highway and off-highway vehicles as
a single entity since there is an immense scope of integration at the
Tier 1 and below supplier levels. We work for a number of OEMs
based in US, Europe, and many Tier 1 and Tier 2 suppliers across
the globe. We work extensively in the area of auto electronics,
mechanical design, manufacturing engineering, and reverse
engineering. The auto electronics team provides service in the
area of complete product development, firmware development,
model based design, AUTOSAR solutions, hardware development,
value engineering, product sustenance, test system development,
verification and validation. The manufacturing engineering team
provides tool design, layout planning, line balancing etc. The
mechanical design team provides solutions in the area of product
design, value engineering, and testing etc. Lately, we have started
some very interesting work on hybrid technology. We also work on
the de-featuring of products to make them competitive in emerging
markets of developing countries.
AI: Do you think more global auto OEMs will turn to
countries like India for engineering services?
Panda: The changing regulations and technology are forcing
OEMs to come up with better designs in shorter time and at lower
costs. Automotive companies are trying to become more and
more competitive through various strategies:
• Reusability – Development of reusable components are
allowing them to reduce development costs of future
programs. This is particularly important for being competitive
in the emerging markets.
• Virtual prototyping – Overall development cost can be reduced
by carrying out virtual prototyping, simulation and analysis. This
helps in reducing the cost of development of a product through
the concept of “first-time-right”.
• Globalization and re-invention of the wheel – Sharing of
knowledge and learning across a global organization can
provide significant competitive advantage to any enterprise.
Global sharing of software tools and resources also allows
maximum utilization of the same increasing profitability.
There is hardly any OEM which doesn’t already have a presence
in India, directly or indirectly; the reasons being the diverse and
tough testing conditions available, lower cost of innovation, quick
turn-around of design, ready pool of talent and India being one of
the largest auto markets in the world.
AI: Please tell us about L&T IES’ AUTOSAR expertise.
Panda: L&T is a Premium member of AUTOSAR consortium and
actively contributes to WP-2.1.1 & WP-2.1.3. This augments L&T’s
leadership and expertise in AUTOSAR development and services.
L&T IES has a team of over 50 engineers working with different
layers of AUTOSAR architecture with expertise in Application S/W
components, RTE & BSW that comprises of CAN, LIN and FlexRay
communication stacks, memory stack, diagnostic modules etc, and
has executed multiple projects in each of these areas.
L&T has been associated with AUTOSAR since 2006 and
has extensive knowledge of the various releases of AUTOSAR
specifications starting from 2.0 to 4.0. L&T has carried out the
migration of legacy software to AUTOSAR that conforms to different
Implementation Conformance Classes (ICC1 to ICC3) serving
multiple customers. Some of the AUTOSAR projects developed by
L&T include Body Comfort Module conforming to ICC3, Wireless
Communication Gateway conforming to ICC2, Instrument Clusters
conforming to ICC3 etc. L&T has a BSW Configuration tool that
aids in the development of AUTOSAR projects. AI
Automotive Industries 45

innovation
The MOST Cooperation (cooperative for standardization
of Media Oriented Systems Transport) recently announced
that latest research indicates that the MOST150 standard is
ready to support safety-critical apps and could potentially
be the future network for driver assistance systems.
This was hailed as good news by members of the MOST
Cooperation, which has been working to provide the automotive
industry with a cohesive multimedia standard, as it extended the
use of the MOST150 technology.
“MOST is now exceeding the limits of infotainment. Driver
assistance functions are completing and extending the feature set of
traditional infotainment systems. Along with information
features such as navigation systems, traffic
information and function warnings, the number
of vehicles with driver assistance features like
Christian Thiel, chief spokesperson
for the MOST Cooperation.
camera systems, distance controls, or lane
departure warnings will rapidly increase,”
says Harald Schoepp, member of the MOST
Cooperation steering committee.
What is critical for such systems is a network that
offers high speed and security. The MOST vehicle network
comes close to meeting all the requirements for such a system. The
MOST Cooperation is looking at making the necessary additions
such as flexible topology options, new physical layers and protocol
enhancements. MOST can use plastic optical fiber or electrical
unshielded or shielded twisted pair wire physical layers that meet
automotive environmental requirements.
MOST150 offers the technology and full audio/video capability
for next generation automotive infotainment features and devices
such as head units, rear seat entertainment, amplifiers, TV-tuners
and video displays. MOST150 solutions are tailored for the five
major fields of in-car use cases, entertainment, information,
mobile connectivity, connected services, and driver assistance.
Entertainment applications, in particular, have taken a major
technology step in data transmission for high-definition audio and
video, Blu-ray, gaming, MPEG audio streams, and so forth.
The MOST Cooperation was founded in 1998 to standardize
MOST technology as a global standard for multimedia networking
MOST goes
safety critical
By: Lenny Case
and consists of 16 international vehicle manufacturers and more
than 60 key component suppliers. Today MOST is used in over 95
car models as the communication backbone for their information
and entertainment equipment. Audi, BMW, Daimler, HARMAN and
SMSC are its core partners and constitute its steering committee.
The MOST Cooperation has a number of associate members
including Aston Martin, General Motors Corp, Honda, Toyota,
Nissan and Ford Motor Company.
Automotive Industries (AI) spoke to Christian Thiel,
chief spokesperson for the MOST Cooperation, and
asked him to share some of the latest developments in
the MOST Cooperation.
Thiel: The MOST Cooperation gladly reports
the rapidly growing acceptance of MOST
Technology worldwide. Since the first MOST
car model in 2001, almost 100 vehicle
models have implemented the MOST
infotainment backbone within nine years.
In addition to Europe, MOST Technology
is gaining widespread popularity in Asia’s
automotive market, now a built-in feature
in 15 vehicle models, and is about to start
with first vehicle models in the United
States. The use of MOST Technology in
cars like the Mini from BMW, the Audi A1
or the Toyota Prius shows that the multimedia
network has also made inroads in the massproduced
models of the mid-range sector.
The most significant new feature of MOST50 is that
it allows electrical implementations as an alternative to using
plastic optical fiber (POF), which enables data transmission over
an unshielded twisted pair (UTP) of copper wires while meeting
stringent automotive electromagnetic compatibility requirements.
This has proven that MOST Technology is ready for implementation
in hybrid and electric cars with plastic optical fiber that significantly
reduces the weight of the wiring harness. The entire cable weight
approximately equals just the insulation of a conventional copper
connection. In addition, optical transmission does not emit any
electromagnetic fields nor is it prone to disturbing influences from
such fields, eliminating the need for expensive cable shielding.
MOST is also a “green” technology on the protocol level, where
it supports energy saving management of the devices on the
MOST network. The over 95 vehicle models that have implemented
MOST to date already include more than 10 hybrid vehicles. With
respect to environmental sustainability and electric mobility, MOST
Technology is state of the art and constitutes the modern platform
for energy-saving infotainment systems.
46 to read full version of AI stories go to www.ai-online.com

LEFT: The MOST150 system.
BELOW: Mercedes-AMG used MOST technology as
early as 2003 to developed two tailor-made mobile
media and communications solutions for the E- and
S-Class. The system for the E-Class was designed to
provide entertainment for the rear passengers, while
the S-Class system was primarily designed to meet the
communications needs of business users. The system
continues to be used in the latest model – in this case,
the E 300 L.
Automotive Industries 47

“ With respect to environmental sustainability and electric
mobility, MOST Technology is state of the art and constitutes the
modern platform for energy-saving infotainment systems.
”
The latest generation MOST150 technology is broadening
the variety of supported applications. MOST150 meets the
requirements for the five major fields of in-car use cases, including
the traditional areas of entertainment and information along with
new domains of mobile connectivity, connected services, and driver
assistance. The MOST150 technology is ready for production and
various car makers have committed to implementing this network
in their vehicles from 2011.
AI: Now that MOST150 has been identified as a suitable
network for driver assist systems, what impact will it have
on the MOST standard?
Thiel: MOST150 automotive network technology is ready to
take the step beyond infotainment, but of course the new use cases
impose new requirements. While recent studies prove MOST to be
prepared for safety-critical applications, flexible topology options,
new physical layers and protocol enhancements are being improved.
At the recent MOST Forum 2010, a demonstrator showed that
MOST supports star, daisy-chain, tree and other topologies as well
as different physical layers. The implementation of MOST as a sensor
network can, for example, be the first step to move MOST out of the
infotainment-only world into driver assist applications.
AI: What do you attribute MOST150’s identification as a
good standard for critical safety systems?
Thiel: The infrastructure for driver assist systems (sensors,
networks and processing units) is fairly complex and expensive;
yet the technical specifications of these different applications
overlap to a large extent. Therefore, looking in particular at sensors
and networks, it is inevitable to consider the requirements for
active safety or pre-safe applications when defining such system
components for driver assist systems. Consequently, a suitable
network will have to be both high speed and highly secure. The
Entertainment and communication on the move –
the new BMW 7 Series.
MOST network currently comes closest to meeting the new
requirements, with the remaining gaps soon to be closed.
AI: What are some of the infotainment challenges MOST
is currently overcoming?
Thiel: The MOST standard is about to broaden in-car
multimedia by forwarding high-definition audio and video into
vehicles. To support more complex video applications, MOST150
contains an isochronous transport mechanism in addition to
higher bandwidth, for a data transfer rate of 150 Mbps. This allows
the transmission of audio and video signals with high bandwidth
efficiency and without any overhead for addressing, collision
detection/recovery, or broadcast. Therefore, multiple high-definition
(HD) video streams, single definition (SD) video streams, and multichannel
surround sound with premium Quality of Service can be
transmitted simultaneously. Isochronous channels are provided to
support streams which are not synchronized to the MOST frame
rate. A typical case is the transport of MPEG streams over a MOST
network, since MPEG streams generally use variable bit-rates.
The crucial synchronization between image and sound (lip sync)
has been rectified by the MOST network. This has an advantage
when a number of displays within a system are operating, as
the MOST network renders any further synchronization protocol
unnecessary. These technology qualifications pave the way to
rear-seat entertainment systems, digital sound amplifiers, TV
tuners, video displays and other entertainment.
Furthermore, flexible means of consumer devices connectivity
to the MOST network are being addressed. Due to the capability
of MOST to transport Ethernet frames and IP based services
transparently, Universal Plug-n-Play (UPnP) can seamlessly migrate
into car infotainment applications as well. Furthermore, UPnP
is proposed for a MOST/IP gateway, describing the signaling to
establish audio streaming between a consumer device and the
vehicle’s infotainment system.
AI: What are some of the challenges that MOST is facing today
in terms of meeting automotive manufacturers’ demands?
Thiel: The next step in the MOST roadmap, outlined in
collaboration with carmakers and suppliers, comprises the next
generation infotainment, connectivity requirements and the
consideration of cost-down effects. Emerging applications in the
infotainment domain include the seamless integration of portable
consumer electronic devices and the support of HD audio and video
content, e.g. Blu-ray or HDTV. In the field of data transfer gateways
(Ethernet SW download and diagnosis), IP communication between
applications and enhanced diagnostics capabilities are on the
roadmap. The future generation of MOST will offer enhanced
bandwidth in the range of several Gbps. The MOST network will
need to support digital audio, video and data services equally with
high Quality-of-Service (QoS) synchronous (PCM audio), high QoS
isochronous (MPEG Transport Streams, audio and video over IP),
high performance packet with IP support and, real-time control.
Improved connector concepts will demand improvements and
innovations in the physical layer, e.g. optical connections.
48 to read full version of AI stories go to www.ai-online.com
AI

innovation
Automation speeds
up MOST testing By:
Automation of testing sequences for MOST electronic components
can save up to 80% of the time taken to run the tests
manually, according to Ruetz System Solutions.
Ruetz develops and supplies car infotainment
solutions based on the Media Oriented
Wolfgang Malek, CEO,
Ruetz Systems Solutions.
Systems Transport (MOST) technology, and has
MOST Cooperation accreditation as a certified
test laboratory according to DIN EN ISO/IEC 17025.
Testing equipment developed by the company includes a
fully-automated Testerlyzer system, which performs component
and network tests according to MOST standards.
The company’s testing portfolio includes the TTCN-3-based
test and simulation system, branded TTsuite MOST, which was
developed by Ruetz in collaboration with Testing Technologies.
The TTsuite MOST provides users with a platform to perform tests
and simulations of varying complexity. The TTsuite MOST was
developed for MOST25, MOST50 ePHY and MOST150 projects
and allows for the full administration of the MOST bus. The system
allows for direct import of the MOST function catalogue and offers
MOST Synchronous channel support.
Ruetz’s consulting and training services include network,
component and application testing. Tests adhere to MOST
Core Compliance test specifications, and customer specific
protocols result in transparent documentation of test results.
In addition to modules required for MOST Core Compliance
testing, Ruetz offers modules such as general tests, standard
mechanisms, ring break diagnosis and Net services system
tests and database connection tests.
Ruetz has been a member of the MOST Cooperation since 2001.
The company was founded by Georg Janker and Wolfgang Malek
who are pioneers of MOST technology. In 2007, the company was
accredited to issue the MOST Compliance certificates.
Automotive Industries (AI) asked Malek, who is
the CEO of Ruetz Systems Solutions, to describe
the company’s specialized expertise in MOSTbased
infotainment systems.
Malek: We have supported the success
of MOST technology from the very beginning
with tools and knowledge, not only in the area
of system specification, but also in system
integration. We have been doing this for 13
years now, and have seen a large diversity
of solutions worldwide. Our knowledge
has gone into a large pool of technology
and process know-how, which enables us
to specify new avant-garde functionalities
and to take care of system integration of entire
infotainment networks.
AI: To what do you attribute Ruetz’s leadership as
a MOST compliance test house?
Malek: Apart from providing MOST Compliance Tests for
all three speed grades, we don’t only support our customers
with mere testing services, but also provide fast and easy help
for solving error scenarios within the shortest period of time. We
are accustomed to acting as an emergency service in this field.
As a company, we are also very interested in backing MOST as
the standardised technology at the highest level for the industry.
For example, in the car manufacturing industry, we are driving
cross-manufacturer standardisation of network tests by providing
application recommendations and innovations, such as executable
test specifications. I think the high level of standardisation of
MOST is an immense competitive advantage, saving money for all
participants and stakeholders.
AI: What are some of the tests specific to car
manufacturers?
Malek: The MOST compliance verification process clearly
verifies conformity in accordance with applicable MOST
specifications. Car manufacturers clearly focus on robustness,
reliability and application-related testing. At this point, we support
car manufacturers with test solutions, as well as taking charge of
the area of systems integration for them.
50 to read full version of AI stories go to www.ai-online.com
Lenny Case

The fully automated Ruetz System Solutions Testerlyzer.
AI: What are some of the features of automotive testing
with the TTsuiteMOST?
Malek: Our customers benefit from not having to deal with
upgrading and maintaining their test systems themselves. Instead
they can focus on testing their systems. TTsuite MOST is based
on the industry standard, TTCN-3, which in turn is maintained
and further developed as a test description language for the
telecommunications industry by the European standardisation
organisation, ETSI. Such a cross-industry application of a standard
is cost-efficient due to the scaling effects it produces. It is also of
high quality and is robust for future use.
Another tremendous benefit for customers of TTsuite MOST
is the fact that test cases can be graphically displayed and then
executed immediately for a device or system. The costly interim
step, in the form of programming between test specification and
TTsuite MOST provides users with an easyto-use
platform, allowing them to carry
out tests and simulations for systems of
varying complexity. This tool is based on
the standardized test description language
TTCN-3 and uses the GFT-format (Graphical
Presentation Format of TTCN-3) for defining,
visualizing and documenting the tests.
executable test, no longer exists. Test specifications, such as the
“Extended MOST Core Compliance Test Specification: MOST
High Protocol” and the Automotive Application Recommendation
for MOST Core Functionality have already been specified in this
way by the MOST Cooperation.
AI: How does this product compare with similar MOST
testing products?
Malek: Mostly we are in competition with test frameworks
which car manufacturers or suppliers have developed themselves.
While these frameworks tend to have the advantage of containing a
lot of technical history with financial investment done years before,
often the maintenance effort for such infrastructures is heavily
underestimated. TTsuite MOST is a high-performance framework
and one that our customers highly value in terms of up-to-date
architecture, validation, standardisation, documentation, software
lifecycle, future robustness and reusability of test cases. Over the
years, we have asked ourselves, time and again, whether it is
really useful for each car manufacturer to develop their own test
frameworks and to declare this an area of their core competence
or whether it would not be better to drive one standard for all.
AI: What makes your Testerlyzer product so efficient in
automotive testing?
Malek: One hundred percent automation of MOST Core
Compliance Tests for MOST25, MOST50 and MOST150 control
devices, the exact calibration with MOST Compliance Specification,
the close customer support and the experience that we have from
many thousands of tests carried out at our MOST Compliance
Test House. There is no test system that has done more Core
Compliance tests than TESTERLYZER.
AI: How do you see the future of the MOST standard
evolving?
Malek: The evolution of MOST 25 via MOST50 up to MOST150
was the logical development of a high performance technology to
a high performance standardised industry modular system with a
globally functioning ECO system. Aside from the high performance
technology, a standard is only as good as the people driving it.
The commitment and personal input of the people driving MOST
technology translates into benefits for the customers.
In future, we will see further merging of infotainment and
driver assistance systems and MOST is very well-positioned for
these developments. AI
Automotive Industries 51

innovation
Helping newcomers power up MOST
By: Lenny Case
In-vehicle multimedia network technology based on the latest
Media Oriented Systems Transport (MOST150) is moving from
entertainment to offering full driver-assist functionality.
The MOST communication system is the most widely used
multimedia network in the automotive industry, and is moving from
the premium vehicle sector into the rest of the market, according to
Viktor Tiederle, president of RELNETyX. The German company is
a MOST-compliance test house for MOST full and limited physical
layer, ISO/IEC17025 accredited from DATech. Its test-house
experts worked closely with the MOST Cooperation
to establish the MOST-compliance test process.
Experience gained through the
development of the MOST standards, and
the implementation of the system in
vehicles will help fast-track newcomers
to the technology. Companies like
RELNETyX have offices around the
world, and provide global support.
The company’s aim is to be a “global
player for reliability, quality, safety and
validation in the industry”. RELNETyX
says that its strength lies in the fact
that it has a pool of experts that have
technical know-how combined with
methodological skills.
Automotive Industries asked
Tiederle, how the company assisted new
users of MOST with the implementation of
the technology and compliance.
Tiederle: Through our long term experience, we
can effectively judge the performance of the devices at all stages of
development. This experience allows us to recommend solutions
which ensure quality and reliability in the field.
AI: Tell us about RELNETyX’s experience in supporting
ECU design.
Tiederle: We have many years experience in designing or
developing ECUs for various projects and customers. This allows
us to lead our customers in thinking in innovative ways. Our
questions and remarks are based on this experience, while still
respecting disclosed information of previous clients, and will help
to discover solutions in a more effective process.
AI: What support does RELNETyX’s offer for the full
physical layer MOST compliance?
Tiederle: We provide all measurements over all variations
which are needed for characterization in electrical as well
as optical parameters. This is also possible on ECU level. In
this area, our experience on component level is important to
detect peripheral weak points. Comparisons of measurement
techniques in devices or components and an interface within
the supply chain are also possible.
AI: What are some of the features of MOST 150?
Tiederle: This new technology is able to provide a much
higher bit rate to support multiple video streaming. With this higher
bit rate, the assembly technology is altered, making it possible to
work completely with up-to-date assembly processes on the PCB
(printed circuit board). Previous technology was only available
in THM (through-hole mounting) technology. The new
generation is also available as SMD (surface mount
52 to read full version of AI stories go to www.ai-online.com
“
We provide all
measurements over all
variations which are needed
for characterization in
electrical as well as
optical parameters.
”
Dr Viktor Tiederle, president of
RELNETyX AG.
device). These new features lead to higher flexibility
in design to meet new requirements as well as higher
performance and new applications.
AI: How do you see MOST evolving as a global standard
for automotive multimedia products?
Tiederle: MOST, especially the optical physical layer, has the
significant advantage of no electromagnetic interference to the optical
signal. Today MOST is established mainly in premium cars, although it
seems to be spreading into the mass production segment. This may
encourage other car manufacturers to introduce this technology.
AI: Tell us about RELNETyX’s plans to expand its business
globally.
Tiederle: First of all we want to expand our business more
in the ECU area. As we are already established in the United
States, we can easily expand our service in this region to the ECU
manufacturers. Today, we have some customers in Asia which are
mainly focused on components. If we can expand our service to
ECU we see possibilities in this area. Our strategy is also to have a
network of experts which can offer the service. AI

innovation
MOST on test
By: Lenny Case
New technologies bring with them a number of new
challenges – not the least of which is testing both the
hardware and software. This is particularly true where
automotive manufacturers have moved out of their traditional
competencies, into areas such as infotainment.
German company, Ontorix, is a leader in the provision of MOSTbased
IT solutions for the automotive industry. The company is
an active member of the MOST Cooperation, and consults to
automotive firms in the area of telematics system and software
architecture and MOST devices.
Ontorix also offers services relating to the implementation
of MOST devices and helps automotive firms construct
and operate test and integration infrastructure for
“
The development of
future infotainment
systems based on the
MOST bus system
is the main focus
of our work.
”
Peter Ament, CEO,
Ontorix GmbH
telematics systems. Clients include leading German
automotive manufacturers and suppliers.
Automotive Industries spoke to Peter Ament, CEO,
Ontorix GmbH and asked him about the products that
Ontorix offers.
Ament: For MOST 150, we have our Ontorix MOST 150 Suite.
This platform can be used for comprehensively analyzing MOST
150, INIC 150 (OS81110), and MediaLB. In addition, we offer our
Ontorix Tester. This is a real-time capable test system, which can be
used for very accurate testing of MOST control units and systems.
AI: Why is the Ontorix MOST 150 Suite suitable for
independent evaluation of MOST 150?
Ament: By using an extremely high performance FPGA and
completely connecting all INIC ports to the FPGA, the INIC can
be operated and tested in all pin configurations. The primary
design goal of our hardware includes a high degree of flexibility
and performance.
Programming the FPGA’s internal Soft Core Processor
is done in C/C++ via a USB connection from the PC. A
comfortable API and Eclipse-based development environment
facilitates the programming.
In short, the Ontorix MOST 150 Suite answers all needs
concerning the MOST 150, INIC 150 and MediaLB,
both in 3-pin as well as 6-pin configuration.
Using this tool we have already performed
comprehensive performance tests
and designed examples for various
customers. Our customers also value
being able to perform their own
validation tests.
AI: Tell us about the new realtime
capable Ontorix Tester.
Ament: From our many years
of experience in testing infotainment
systems, we have become familiar
with both the challenges of testing,
and the deficiencies of the available
tools. From this, we derived the
requirements for our new Ontorix Tester.
These include: real-time capability, highprecision
time stamps for all supported
interfaces, observation and stimulation in one
tool, easy programming and modular design.
All of these requirements were implemented in our
Ontorix Tester. Along with the interfaces for MOST and CAN, the
tester supports the Electrical Control Line (ECL) specified by the
MOST Cooperation, analogue voltage inputs for monitoring of
the supply voltages for control units, Ethernet, RS232, USB, S/
PDIF as well as analogue audio I/O interfaces. The emphasis is
clearly on test automation.
Programming is done via an Eclipse-based IDE in C/C++
or Python.
54 to read full version of AI stories go to www.ai-online.com

AI: What is the main focus of Ontorix?
Ament: Ontorix is an engineering services provider for the
automotive industry. The development of future infotainment
systems based on the MOST bus system is the main focus of
our work. Through our many years of experience, we are familiar
with the specific challenges in the development of MOST-based
infotainment systems. Since we see a large future potential in
the fiber-optic networking of vehicles, we have specialized in
this technology.
Through our active involvement in the working groups of the
MOST Cooperation, we have achieved outstanding expertise in all
areas concerning the MOST bus, which we offer to our customers.
This has also led to the development of our Ontorix MOST 150
Suite and Ontorix Tester products.
Left: The Ontorix MOST 150 Suite can test both
the MOST 150 and INIC 150 (OS81110) systems.
Below: Ontorix systems are designed to test ever
more complex in-car entertainment and driver
assist systems.
AI: What services does Ontorix offer?
Ament: All of our services are concentrated on the development
of infotainment systems in the automotive environment. This starts with
consulting services in the area of system and software architecture of
telematics systems and MOST control units. Here we co-develop the
system architectures and write the relevant documents. We continue
with the implementation of the software of MOST devices.
Another area is the testing of MOST control units and systems
in the scope of system integration. In this case, our engineers
make sure that the individual control units work flawlessly in
combination. Topics such as network management, diagnostics,
software downloads and gateways are only some of the tasks that
we process. In the future, we anticipate an increase in integration
of driver assistance systems.
AI: Why do German automobile manufacturers and
suppliers use the MOST expertise from Ontorix?
Ament: Through our many years of experience with MOST,
we have built up an immense amount of know-how in this area.
Our customers know that we are the answer to the chronic lack
of MOST experts and we offer intelligent strategies. We attract
excellent engineers and train them intensively before they become
involved with our customers. In addition, we support the entire
development process of an infotainment system. Very few other
service providers offer this kind of commitment.
From requirement analysis, system architecture, implementation
of the control units and test integration, we understand the
requirements of the development process in its entirety.
Longstanding, stable customer relationships have proven to be
the best foundation for maximum benefit to customers.
AI: How do you see the future of vehicle networking in
infotainment systems?
Ament: The future will be characterized by a continually
increasing bandwidth demand, as well as further increasing
complexity of the total system. The distribution of video streams
will play an important role in this theme.
There are additional challenges including the integration of driver
assistance systems. High-end vehicles of the next generation
will completely exhaust the bandwidths which are available from
MOST 150. The generation of vehicles after that will require an
optical network with a bandwidth of 1-2 GBit/s. We also envision
other topologies that might replace the ring topology of today in
order to meet future requirements. AI
Automotive Industries 55

innovation
There has been a scheduled change of drivers and crew
at the AUTomotive Open System Architecture, or AUTOSAR
Development Partnership as it gears up for rollout into more
applications and companies.
“
Our challenge is to find
a balance with regards to
innovation, stability and
backwards compatibility for
any further development.
”
Stefan Bunzel,
spokesperson for AUTOSAR
New driver for
AUTOSAR By:
Dr Stefan Bunzel is the new spokesperson of the partnership.
The electrical engineer, who works for Continental, took over from
Simon Fürst of BMW. Fürst continues to be a member of the
AUTOSAR steering committee. The new deputy spokesperson
is Dr Stefan Schmerler, senior manager of Advanced Engineering
E/E Architecture and Standards at Daimler, who takes over from
Dr Andreas Titze, head of Networks and E/E Architecture at
Volkswagen.
Bunzel has many years of experience in the field of software
development. He is responsible for the ‘Software Platforms’ central
department at Continental, which supports all of Continental’s
automotive divisions globally. He joins AUTOSAR in a year when
new concepts and innovations are likely to be unveiled. “The
upcoming nine months are an important period for the future
course of AUTOSAR,” says Bunzel. “More and more companies
worldwide recognize that AUTOSAR is the key technology
regarding infrastructure software for automotive systems.”
In December 2009, the AUTOSAR partnership launched
Lenny Case
Release 4.0 which marked the end of its phase two. The
AUTOSAR partnership was founded in 2003/2004 by the BMW
Group, Bosch, Continental, DaimlerChrysler, Ford, GM, PSA,
Siemens VDO, Toyota and Volkswagen with the aim of developing
an open, standardized software architecture for the
automotive industry.
Release 4.0 contains a large number
of new features that add technical and
functional improvements including safety,
architecture, communication stack,
methodology and templates and
application interfaces.
The AUTOSAR partnership
received major validation in March
2010, when General Motors
renewed its commitment to be a core
partner of AUTOSAR Phase III. By
signing the AUTOSAR Core Partner
agreement, which endures to the end
of 2012, General Motors reinforced its
strong commitment to the development
partnership. “AUTOSAR is one of the essential
requirements to successfully master the future
challenges of the automobile industry,” says Robert
Rimkus, engineering group manager – Global Software
Architecture at General Motors. “GM’s decision to act as Core
Partner of AUTOSAR is a clear commitment to the objectives of
AUTOSAR and the consistent application of the standard.”
Automotive Industries asked Bunzel to describe some of
the challenges AUTOSAR is likely to face this year.
Bunzel: By the end of 2010, new concepts will be jointly worked
out and will have to be implemented in Release 4.1. The outcome
of this will affect the schedule for the period until the Release is
published at the end of 2012. Our challenge is to find a balance
with regards to innovation, stability and backwards compatibility
for any further development. Furthermore, the partnership has to
maintain former releases, in particular Release 4.0 and 3.1.
AI: Tell us about AUTOSAR Phase III – what is the blueprint
for this stage?
Bunzel: Maintenance and selective enhancement of the
standard are the main topics for Phase III. The enhancement will
be specified in such a way that it is possible to ensure backward
56 to read full version of AI stories go to www.ai-online.com

The 2nd AUTOSAR Open conference proved that AUTOSAR has been gaining momentum in Asia, particularly in Japan.
The event fully underlined its motto of AUTOSAR as a global standard.
compatibility wherever feasible and/or to make reliable compatibility
statements. The proposed concepts for Release 4.1 are going to
be elaborated and approved until the end of this year.
AI: What are some of the enhancements expected to be
featured in Release 4.1?
Bunzel: In general, the additions will support new technologies
and trends, and extend existing functions. Enhancements will
extend to basic software, extended hardware support, further
capabilities to the Release 4.0 Ethernet functions, means for efficient
energy management, enhanced use of multi-core microcontrollers,
interoperability between AUTOSAR and automotive multimedia
applications, etc. The detailed content will be defined during the
concept phase of Release 4.1.
AI: Release 4.1 will mark the culmination of AUTOSAR’s
Phase III – how do you see AUTOSAR evolving from there?
Bunzel: It is expected that the first fully AUTOSAR compliant
ECUs will be based on Release 3.0/3.1 and with AUTOSAR
Release 4.0, the majority of ECUs will be fully AUTOSAR compliant.
Once AUTOSAR is introduced into series products, backwards
compatibility of subsequent AUTOSAR releases will become more
and more important. Plans to continue AUTOSAR after 2012 are
already developed and are in line with the motto “cooperate on
standards, compete on implementation.”
Autosar 4.0
AI: What did GM’s continuation as core partner mean
to AUTOSAR? Was there a danger that GM or other core
partners would not sign on and instead opt for other types
of membership?
Bunzel: The willingness of General Motors to act again as
Core Partner emphasizes the high importance of the standard and
proves that AUTOSAR is the key technology to help control the
growing complexity of software functionality worldwide.
AI: What has Release 4.0 done for the AUTOSAR
partnership? How has it been received by the automotive
industry?
Bunzel: Currently, release 4.0 has been published, adding
definitions for handling multicore processors, TCP/IP, and
functional safety. Real-world cars do not yet contain Release 4.0
compliant software.
The roll-out of AUTOSAR in vehicles does not happen like the
‘big bang’. Instead, every company has to follow its own strategy
based on the roadmap of its product lines. The advantages of
AUTOSAR are so convincing that in the coming years we will see
a lot more car model launches having AUTOSAR ECUs on board.
OEMs and suppliers are realizing and further developing roadmaps
to migrate to AUTOSAR, which proves that AUTOSAR is already
a great success. AI
AUTOSAR says the basic architecture of Release 4.0 is a logical development of the well established architecture of
Release 3.0. The new release contains a large number of new features that were demanded by the different applications
of domains the AUTOSAR standard is covering.
New concepts introduced in Release 4.0 add technical and functional improvements and extensions to the main areas
including functional safety, architecture, communication stack, methodology & templates and application interfaces.
Release 4.0 contains a large set of application interfaces, which are standardized by AUTOSAR for the following five
vehicle domains: Body and Comfort, Powertrain, Chassis, Occupant and Pedestrian Safety as well as Human Machine
Interface (HMI).
A major focus in this respect was on interface specification of well established applications in order to emphasize
software reuse and exchange, says the partnership.
The deployment of AUTOSAR Standardized Application Interfaces is a key factor for the reuse of applications. Therefore the
application interfaces description contains a large amount of data standardized by experts of all partners and members.
Automotive Industries 57

innovation
Mobile devices are steadily replacing on-board computers
to manage fleets and improve the safety of drivers, vehicles
and loads, according to MiX Telematics.
Automotive Industries (AI) asked Charles Tasker, CEO
MiX Telematics (International), about the company’s journey
to becoming a global leader in vehicle monitoring.
Tasker: The business was established in 1995 as Matrix
Vehicle Tracking focused on providing personal safety solutions
to consumers using GSM–based tracking technology. Matrix
soon became one of the leading vehicle tracking and stolen
vehicle recovery service providers in South Africa and
was the first company to focus on the safety of
the individual as opposed to the vehicle – a
position it still holds today.
Charles Tasker, CEO, MiX
Telematics (International)
While Matrix Vehicle Tracking was growing
its consumer base in South Africa, another South
African business (then known as CI OmniBridge)
was making significant strides into the international
commercial fleet management market, as the designer and
developer of the Siemens VDO “Fleet Manager” (FM) product
range. In May 2007, CI OmniBridge acquired the distribution
rights for its Fleet Manager range of products from Siemens VDO
and also acquired Siemens’ VDO UK-based fleet management
business, including the Datatrak product range and network.
In October 2007, the two businesses merged under the
TeliMatrix holding company and listed on the Johannesburg
Stock Exchange in November the same year. It was decided by
shareholders on September 16, 2008, to rename the group MiX
Telematics – Mobile Information Exchange, signifying the birth
of a new global leader.
AI: What innovations has the company made to live
fleet tracking?
Monitoring freight
real-time
By: Alan Tran
Tasker: We pioneered GSM based tracking and were the
first South African, and possibly global, business to introduce a
GSM based Stolen Vehicle Tracking device as opposed to RF only
solutions. This meant that we could pinpoint a client’s vehicle in less
than 30 seconds – a promise that still stands today and is hard to
beat. We embraced all GSM features including SMS, Data Calls and
GPRS in our fleet products. We also offer Satellite Communications
as an option for areas where GSM coverage is weak or nonexistent.
Last year we launched an iPhone application to enable users to
track their vehicles from a mobile phone. This year we launched
Blackberry, Android and iPad versions of the same app.
AI: Give us an idea of some of the MiX
Telematics applications for the transport and
logistics industry.
Tasker: For billing purposes, our products
accurately report on vehicle mileage, usage
hours and driving errors. This provides
critical information to leasing companies
who charge on a per-mile or hourly
basis. Our data has resulted in significant
increases in our clients’ revenue.
Fuel and carbon emissions management
is a big issue for fleet owners, particularly
in Europe and Africa. Our solutions enable
vehicle owners to monitor and improve fuel
consumption, thus saving significant amounts of
money and at the same time reducing the negative
impact their business is having on the environment.
Driver Safety is another important issue facing many fleet
operators. Our products help save lives by ensuring controlled access
to vehicles, real-time monitoring of critical vehicle violations such as
exceeding the speed limit and providing objective input into driver
safety programs. In the USA and Europe, we provide functionality
that assists our clients in complying with the regional driving hours
legislation. In terms of the International Fuel Tax Agreement (IFTA), we
help U.S. clients automate their fuel tax calculations.
AI: What is the biggest challenge in the vehicle telematics
industry currently?
Tasker: It is vital for customers to know that the vendor they
choose is going to be around for many years to come because
their investments are designed to reap rewards over a long period
of time. AI
“
Last year we launched an iPhone application to enable users to track
their vehicles from a mobile phone. This year we launched Blackberry,
Android and iPad versions of the same app, taking information and
tracking features another step closer to the end user.
”
58 to read full version of AI stories go to www.ai-online.com

innovation
Local and wide area mobile wireless networks built around
individual vehicles are becoming increasingly complex,
while at the same time offering important differentiators for
the assemblers and marketers of motor vehicles.
Staying in the race means constant adaptation and research
and development – starting with the client.
“Talking with our customers and partners was key to building
the Porthos next-generation management platform,” says Dan
McDuffie, senior vice president of Wyless, North America. “They
were already benefiting from the existing Wyless Management
Platform with its many patented features including Fixed IP
connectivity and security across multiple Tier One and global mobile
operators. The challenge was to improve the user experience and
add new features and functions that would help them manage and
grow their businesses more easily and quickly.”
McDuffie was referring to the company’s concept of an “open
platform for a connected World.” Wyless also demonstrated Porthos,
its next generation SAAS –based Management Platform, at the
International CTIA Wireless Show held in Las Vegas earlier this year.
Wyless is a leading global M2M managed services provider. The
company combines the management and delivery of world-class
Open Platform for
a connected world.
Managing a
global wireless
network By: Steve Barclay
wireless data connectivity across multiple technologies with multiple
service offerings. The company believes one of its core strengths
is its understanding of customer requirements for which it has
anticipated and developed a managed service offering to meet both
existing and future needs. Due to its continued innovations, Wyless
grew its monthly revenues by 70% in 2009.
“This year, the North American market has been particularly
strong for Wyless and we achieved this through building
relationships with world class partners and through the continued
success of Porthos,” says McDuffie.
Automotive Industries spoke to Steve Moore, vice president
of Business Development, Wyless, and asked about the
challenges the vehicle telematics industry is facing.
Moore: After five years of sustained growth, the vehicle
telematics market is undergoing a period of significant change.
The burgeoning demand for vehicle and asset track-and-trace
solutions led to a high number of companies entering the market.
This is not sustainable in the medium to long term, and therefore
market consolidation is inevitable.
As new applications such as automatic crash notification,
roadside assistance, concierge services, location-based information,
Wyless Partner EcoSystem
“We are seeing more companies looking for managed services
from their supplier. They want to be able to link their enterprise
applications into their global network through Application
Programming Interfaces (APIs) and securely manage their remote
assets and devices over the internet, wherever they are.”
60 to read full version of AI stories go to www.ai-online.com

“
We have partnered with many
of the module providers, endto-end
device manufacturers,
distributors and software
houses. It’s all about making
it easier for the end-partner
to go to market in a
seamless fashion.
”
Dan McDuffie, senior vice president,
North America, Wyless
driver behavior, car-sharing schemes and infotainment
applications become more available, the demand for SIMbased
communications will increase and drive demand for higher
availability and higher data usage communications solutions. In
addition to the challenge of integrating all of these services into an
intuitive user experience, the increased data transmission will add
further complexity to the efficient management of the SIM estate of the
telematics service provider (TSP).
AI: How did Wyless and other industry partners work
together to develop transportation solutions?
Moore: The key to the Wyless success in the market place has
been the establishment of a partner ecosystem. Vehicle Telematics is
one of the vertical application segments of our Application Services
Providers (ASPs). Wyless is helping companies meet these challenges
in many different ways. From working with the software engineers,
minimizing the amount of data sent between remote assets and
management applications, to developing specific monitoring and
management solutions that enable self-service for the customer and
the ASP alike.
AI: What do you think the next big trend in vehicle
telematics will be?
Moore: We are seeing more companies looking for managed
services from their supplier. They want to be able to link their
enterprise applications into their global network through Application
Programming Interfaces (API’s) and securely manage their remote
assets and devices over the internet, wherever they are. Our
managed services offering includes open connectivity through our
intelligent network, Porthos, our open management platform and
professional services.
AI: What are some of the main differences between the
vehicle telematics business in Europe compared to the U.S.?
Moore: One of the most obvious differences in Europe is
the number of different countries, most of which have a different
language and local carriers or operators. In fleet management,
customers require roaming across a number of countries, which
means negotiating with any number of local carriers, receiving many
invoices, and many other logistical obstacles. This is completely
different to the U.S. where the complexity is reduced.
Wyless is a consolidating service in terms of connectivity and
administration. So, it’s one SIM, one invoice, one number for
support, one network. Therefore, any European company wanting
to grow its business globally is able
to expand into other countries if they
need to, or want to.
Automotive Industries then
asked Dan McDuffie, senior vice
president, North America, what was
fuelling the company’s growing success
in the North American market.
McDuffie: Firstly, our flexible and open
business model. We offer a fully integrated end-to-end
solution, or just the bits and pieces of the model that are most
important to our customers. Additionally, we have a world class
ecosystem that is built on personal relationships with our vendors,
partners and customers. Everybody who does business with
Wyless does so as a partner.
AI: What are some of the industry partnerships in
transportation that have been formed in the region that
have made the critical difference?
McDuffie: First and foremost, our cellular carrier partnerships
offer cutting edge pricing models to spur growth. We have partnered
with many of the module providers, end-to-end device manufacturers,
distributors and software houses. It’s all about making it easier for the
end-partner to go to market in a seamless fashion.
AI: What are some of the main differences in the way the
vehicle telematics business in the U.S. is growing compared
to Europe?
McDuffie: We’re seeing a huge resurgence in fleet
management in the U.S. market, plus the sub-prime auto lending
business is growing faster than ever in this economy. The most
exciting sectors are in driver safety and insurance telematics, and
we feel that these two verticals are going to boom on both sides of
the pond in 2011. Wyless is well positioned, with the right partners
across the ecosystem to do very well in this category.
AI: What makes the Porthos platform unique compared
to other similar platforms?
McDuffie: Porthos helps customers achieve global real-time
control and visibility of their network and connected devices.
Features include Watch Dog, a facility that sets and receives
alerts and alarms on customer SIMs to ensure no “rogue device
behavior” or data over-runs. It also allows customers to activate
and deactivate SIMs and offers provisioning, billing capability and
real-time reports.
Integration of this unique functionality into existing applications
can be achieved using the Wyless API, making data available to all
departments to enable faster decision making. The combination of
Porthos and its “white label” capabilities enables us to offer customers
the Wyless managed services without the cost and complexity of
implementing a managed global wireless network, thus improving
their total cost of ownership and return on investment. AI
62 to read full version of AI stories go to www.ai-online.com

SVOX speech solutions enjoy a reputation
for industry-leading quality.
SVOX AG
Baslerstrasse 30
CH-8048 Zürich
Switzerland
SVOX, a leading supplier of speech solutions, has
a reputation for quality and customer focus.
SVOX drives adoption of speech user interfaces
in the automotive, mobile device and consumer
electronics industries. The company offers an
application development framework (Integrated
Speech Services platform), as well as separate
components including Speech Recognition (ASR),
Speech Output (TTS) and complete Speech Dialog
solutions. Furthermore, SVOX is active in solutions
for acoustic signal enhancement such as echo
cancellation and noise reduction, hands-free
solutions or high end in-car-communication systems.
SVOX focus on quality and the use of fl exible software
architectures allows for optimized embedded speech
solutions that can be easily tailored to customers’
technical requirements and market needs.
For more information, please visit: www.svox.com.
Phone +41 43 544 06 00
Fax +41 43 544 06 01
info@svox.com
www.svox.com
SVOX is proud to be a partner and supplier of
leading companies including Audi, Asahi Kasei,
BMW, Continental, Elektrobit, Ferrari, Google,
HarmanBecker, Hyundai, Mercedes-Benz, Nokia,
Nissan, Panasonic, Peugeot, Porsche, Renault,
Volkswagen and Xanavi.

innovation
“ Even more consumers are now able to safely control their in-car
entertainment and navigation systems, and maintain productivity on the road
with voice dialing, e-mail and text reading… all in their native language.”
Multilingual cars By: Ed Richardson
Cars are becoming multi-lingual – or the voice activated
interfaces being fitted to cars are capable of responding
to the mother tongues of a growing number of motorists.
One of the leaders in the field of in-car speech systems is
SVOX, which provides intuitive and natural in-car speech
interfaces to a number of leading automotive OEMs globally
including Audi, BMW, Hyundai, and Volkswagen.
SVOX offers an application development framework (integrated
speech services platform), as well as separate components
including Speech Recognition (ASR), Speech Output (TTS) and
complete Speech Dialog solutions. The company is able to serve
customers globally due to the broad language portfolio, containing
more than 25 languages across all major automotive markets in
Europe, the Americas and Asia.
One of SVOX’s key breakthroughs is polyglot TTS, a solution
that delivers speech output in different languages using the same
voice and enables one voice to speak different languages within
the same sentence. With the polyglot feature, one TTS voice can
pronounce foreign street and city names, foreign music titles,
foreign phonebook names, etc. without a noticeable dialect in up
to four languages.
Also of particular interest in the automotive space is the
country-wide one-shot destination entry offering of SVOX. Voice
destination entry enables a driver to enter their destination while
on the go, without removing their eyes from the road. One-shot
destination entry makes this process even more natural. The driver
can now say the complete address, for example, ‘Baslerstrasse
30 in Zurich’ or ‘Zurich, Baslerstrasse 30’, without being prompted
separately to speak the city name and then the street name. The
solution is industry-leading in terms of response time and has been
the key reason for selection of SVOX over competition.
With its heritage in the automotive industry, SVOX is particularly
strong in noisy environments, with advanced noise reduction
techniques increasing in-car recognition rates.
“Even more consumers are now able to safely control their car
entertainment and navigation systems, and maintain productivity on
the road with voice dialing, e-mail and text reading - all in their native
language,” says Martin Reber, SVOX chief executive officer.
SVOX has a solid track record of successful deployments.
For example, it provides speech recognition and text-to-speech
solutions for the Volkswagen RNS 510 infotainment system deployed
in Golf, Jetta, Passat, Eos and Touareg models. To support the
global rollout of these car models, SVOX solutions are provided in
17 languages at the moment, covering major markets in Europe,
North America and Asia. Of particular interest, this is the first speech
recognition solution deployed in the automotive market in China. AI
64 to read full version of AI stories go to www.ai-online.com

innovation
Electric vehicles go mainstream – the
Tesla Model S. While the Dow
plummeted in June this year, shares
in electric carmaker Tesla Motors
advanced more than 40%.
The BODY is
the BATTERY
Looking for an alternative to creating
spaces within an electric or hybrid car
body to house the batteries, researchers
are investigating the possibility of making
parts of the body double up as a battery.
The Swedish Hybrid Vehicle Centre participates
in an European Union sponsored,
3.4 million Euro project, looking at the development
of a prototype material which
can store and discharge electrical energy
and which is also strong and light enough
to be used in car parts.
The project is coordinated by Imperial
College, London and among the European
academic and industrial partners are
Swerea SICOMP, Volvo Car Corporation,
ETC Battery and Fuel Cells Sweden.
The material will make hybrid petrol/
electric vehicles lighter, more compact and
more energy efficient. Researchers believe
that the material, which has been patented
by Imperial College, could be used for the
casings of everyday objects such as mobile
phones and computers.
“We are really excited about the potential
of this new technology,” says project
coordinator, Dr Emile Greenhalgh, from the
Department of Aeronautics at Imperial College
London. “We think the car of the future
could be drawing power from its roof,
its bonnet or even the door, thanks to our
new composite material.”
The Swedish Hybrid vehicle centre has
also recently been awarded European
Union funding for some related projects,
including research into a multi-fuel range
extender and raising the awareness of job
opportunities being created by the electrification
of road transport. AI
No vehicle
is an island By:
Researchers at the national Swedish
Hybrid Vehicle Centre and the Centre
for Traffic and Vehicle Safety SAFER at
the Chalmers University of Technology
in Gothenburg are taking a “holistic”
approach by looking at the vehicle as
“a component in the traffic system”.
The objective is to ensure that the infrastructure
and systems are in place to support
transport into the future – whatever
form it takes, says Lennart Josefson, director
of the Swedish Hybrid Vehicle Centre.
“We have finished a project on safe and
energy efficient vehicles - or rather finding
what drives the development towards safe
and energy efficient vehicles,” he says.
The Safe Efficient Vehicle Solutions
(SEVS) project has produced seven different
vehicle concepts based on trends
identified by the team, which consists of
members with different areas of expertise
“in order to explore important synergy effects
and possible conflicts between new
technologies.”
Phase one of the project has shown
that future vehicles and road transportation
systems can be “both safe and energy-efficient,”
according to Josefson. Phase two
of the project includes “Swedish industry
66 to read full version of AI stories go to www.ai-online.com
Ed Richardson
and academy, society and technology to
create future sustainable and safe road
transport solutions.”
The four scenarios identified are based
on the society’s and the individual’s drive
for change towards fulfilling green and
safety goals. They can be described as :
• A few solutions are “fairly effectively”
pushed by legal requirements and incentives.
Customers do not take an
active role in development, so personal
flexibility is not a main factor when selecting
a solution.
• Small market demand for innovative vehicles.
A few large brands dominate the
market with similar types of solutions.
• Infrastructure support for new vehicle
types. However, innovation is guided by
strict standards. The winning solutions are
spread to the whole society effectively.
• Many innovative and extreme vehicles, especially
in the high price segment. Volume
market is far behind and seen as “stone
age” solutions by trend setters.
Seven vehicle concepts have been developed,
and they are linked to the development
in the scenarios. They include the city bus,
hydrogen plug-in hybrid, “radically different
vehicles,” and small vehicle concepts. AI

US-Chinese partnership
powers electric cars By:
Santa Monica-headquartered CODA Automotive is planning
to have over 14,000 Californian motorists driving its electric
sedan by the end of 2011 – powered by global partnerships.
CODA has supply agreements for electric drive components
with a number of US partners, including UQM Technologies, Borg-
Warner, Nexteer Automotive and Delphi. “These strategic partnerships
allow us to bring electric drive technology to consumers
quicker and more efficiently than if we’d done it alone,” says Kevin
Czinger, president and CEO of CODA.
One of the most important international partnerships is a joint
venture with Chinese firm, Lishen Power Battery. The partnership
has have raised US$394-million to increase production of lithiumion
battery and utility power storage systems. “The uncertainty of
battery supply is an issue that plagues many electric vehicle manufacturers
today. This long term agreement (with Lishen) enables
us to rapidly industrialize CODA’s power system for commercial
volume production and to scale the business,” says Czinger.
The four-door CODA all-electric sedan is engineered to be
FMVSS compliant, and the company expects a four or five star
NCAP crash rating. It will seat five, reach 80 mph and average
100 miles per charge. Standard equipment includes navigation,
GreenScreen driving efficiency monitors; roadside assistance with
an emergency button; embedded Bluetooth; satellite-ready AM/
FM/XM radio; MP3/USB connectivity; iPod dock; security system;
aluminium wheels, and power windows, doors and mirrors. Safety
equipment includes anti-lock brakes with electronic stability control
and advanced airbags with an occupant detection system.
The vehicle is backed by a three-year/36,000 mile warranty, and
innovation
The all-electric Coda
– fast-tracked to market through
international partnerships.
Ron Charles
the battery is guaranteed for eight years/100,000 miles.
Automotive Industries asked Czinger about the immediate
plans for the car.
Czinger: We are on track to begin delivering vehicles in the
fourth quarter of 2010. We recently announced plans to open an
office in Singapore which will support the homologation of our vehicle
for right-hand drive markets in Europe and Asia.
AI: What has been the initial customer response?
Czinger: There is a tremendous pent-up demand for all-electric
vehicles. Every week thousands of consumers visit our website
at www.codaautomotive.com to learn about electric vehicles,
engage with our brand and sign up to be added to our waiting list
– and the number keeps growing.
AI: What challenges do you face in working with such a
large network of suppliers?
Czinger: Locking-in key supply contracts was one of my first
responsibilities as CEO, and today we have more than 30 partners
on four continents. The major challenge on the engineering
side was modifying off-the-shelf components to our specs and
preparing them for series production. The automotive industry
is inherently global. Working cohesively with suppliers is part of
the business.
AI: How do you maintain quality standards?
Czinger:: We find and hire the best automotive engineers in
the business and partner with the most organized, efficient and
experienced suppliers we can identify. Quality and safety have
been our number one priorities since day one.
AI: When are you likely to manufacture lithium-ion batteries
in the US?
Czinger: Our JV with Lishen – Lio Energy Systems – is an
example of two international companies working together in a productive
way to accelerate the development of an advanced technology
and create new jobs and industries around the world. The
product we have created is an affordable, purpose built, automotive
grade lithium iron phosphate battery system complete with
advanced thermal and battery management systems. In terms
of manufacturing batteries in the U.S., we recently submitted an
application to the Department of Energy to build a battery pack
manufacturing facility in Central Ohio. If all goes according to plan,
we will begin to assemble packs in 2011. AI
Automotive Industries 67

innovation
In a world where product life cycles are becoming ever
shorter and time to market for new products becomes more
important, it is necessary to deal with and change the way
dies are being made, according to one of the leaders in the
production and design of dies.
At the end of 2009, Novacast Technologies group companies
Camito and SwePart Verktyg signed a 30-million Swedish Kroner
(US$3.8-million) with Magna Heavy Stamping to supply die sets
– the largest order based on the Camito technology to date. The
“
Camito cuts both lead-time
and direct costs. All you have
to do is to invest in a new
“mind set” and understand
the possibilities.
”
Rolf Mastenstrand, Chief Operating
Officer NovaCast Technologies, Chief
Executive Officer Camito, Camito
Technology Center and SwePart Verktyg.
dies will be used in Magna’s production of parts for two new
car models from one of the world’s leading automotive groups.
About one third of a total of 35 dies in the order are being made
with the patented Camito technology.
The US$24-billion Magna Steyr Heavy Stamping plant in
Austria is one of Magna International’s over 80 production sites
in Europe. Magna is part of the Cosma International group,
which has 240 manufacturing sites in 25 countries and employs
around 70 000 people.
“That such an important leader and supplier to the largest
automotive manufacturers in the world has not only shown
interest in but also chosen to invest in the Camito technology
as well as a large series of dies is extremely satisfying. I see this
order as a confirmation that our new marketing strategy with a
close cooperation between Camito as our marketing and sales
company, and SwePart Verktyg is indeed effective,” says NovaCast
Technologies’ group CEO Hans Svensson.
“The foremost decisive success factor for obtaining this order
was our Camito technology. Magna is one of the world’s largest
Tier 1 suppliers to the automotive industry and the group is
New die making
technology reduces
lead times By Steve Barclay
always in the forefront with new technologies. I am confident that
their interest and choice of an extensive Camito solution will be
of great importance to us in our contacts with other customers.
The advantages of shorter lead times as well as cost reductions
that Camito technology offers are creating increasing interest in
the market,” says Rolf Mastenstrand, Chief Operating Officer
NovaCast Technologies, Chief Executive Officer Camito, Camito
Technology Center and SwePart Verktyg.
“Companies benefit from a reduction in lead time, which
allows them to include more of the late changes in
the final design before it is ‘frozen’ or just move
the time savings over to the OEM. At this
early stage we are reaching time savings
of 10- 20% but the final aim is to improve
even further,” he says.
Automotive Industries (AI) asked
Mastenstrand, how important the
Magna contract was to Camito.
Mastenstrand: Every order when
you introduce a new technology is
important, but I must say this was the
most prestigious during last year. We
also like the way Magna understood
the technology, both technically and
commercially.
AI: What does the Camito method offer
the automotive industry?
Mastenstrand: Improved profit! Camito cuts both
lead-time and direct costs. All you have to do is to invest in a new
“mind set” and understand the possibilities. But most important of
all – it’s a management decision because you have to look for the
total cost savings, not only on the small coins at the purchase of
a die set.
AI: How can an OEM gain from using the Camito Concept
when launching a new platform?
Mastenstrand: Basically the customer can use it in two
ways. Either move the point of “frozen design” and include a
higher degree of changes in the design before you actually
produce the dies. Or, speed up the process and launch the
new model at the Auto Show in Detroit instead of the Motor
Show at Geneva!
AI: How do you put money on the time saving?
Mastenstrand: It’s quite easy – the problem is that you have
to address the right person. Any OEM CFO will understand and
appreciate an eight week earlier model release. Based on our
calculations we are talking about serious money for a 100,000
unit model.
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Camito die.
Enhanced Camito die shoe casting.
Example of the Camito lead time reduction.
AI: What new technologies or applications do you expect
to launch in 2010?
Mastenstrand: We are in the process of widening the Camito
applications into forming and flange dies. Most of the supply so
far is trim dies and we are now experiencing a demand for other
applications – this is mainly to be able to reach up to our final
target savings by optimization the use of Camito in a project. We
will also offer “semi-machined” enhanced Camito die shoes.
Automotive Industries asked Svensson about plans to
market the Camito technology.
Svensson: The Magna order and co-operation is a kind of proof
of concept for the Camito technology – I think this is obvious for
everybody working in this business. It also gives us an opportunity
to show and measure all the advantages with Camito. Based on
the feedback from the Magna project, and other customers, we
plan to increase the Camito Seminar activities – both with OEM inhouse
sessions as well as open seminars where we certify Camito
engineers. We have also worked out a new customer strategy
with priority customer groups where we aim to establish a closer
relationship in a win – win concept.
AI: What are NovaCast’s plans for expansion in India and
China in 2010?
Svensson: China and India are and will certainly be very
important markets in the Automotive sector. Our presence there
at the moment is weak, and what we actually are doing now is to
start the analyses phase, both for production and sales activities.
AI: What are some of the technologies NovaCast will be
showcasing at the Tool and Die Show being held this June?
Svensson: We concentrate on showing the customer benefits
of the Camito technology and together with our partner Sandvik
Coromant we will start telling the market the meaning of the Camito
Concept, where we also include all the knowledge from Sandvik in
the machining process. AI
Automotive Industries 69

innovation
Induction heating plays a key role in streamlining many production
processes in the automotive industry.
The technology is unmatched for speed, energy efficiency and
environmental impact, according to EFD Induction. The company’s
technology is used for a wide range of automotive applications,
ranging from hardening steering, driveline and transmission parts
for mass-market models; to bonding hoods and doors for highend
marques; to hardening shafts for off-road vehicles, and even
in the production of suspension systems for Formula One racers.
Formed in 1996 by the merger of Norwegian company, Elva, with
the Germany company, Fritz Düsseldorf Induktionserwärmung, EFD
Induction has grown to be one of the world’s largest induction heating
specialists for the automotive industry over the past decade. The
Car crankshafts, truck crankshafts, marine crankshafts—
EFD Induction systems are used worldwide to harden
every imaginable type of crankshaft in a wide range of
production volumes.
Induction heating
streamlines production
processes By: Steve Barclay
company’s customers include almost every significant car, truck and
bus manufacturer, as well as numerous tier-one suppliers.
EFD Induction’s worldwide presence has helped sustain
the company’s expansion. Through a combination of organic
growth and acquisitions, the company has built a network
of production plants, sales and service centers and agents
throughout the Americas, Europe and Asia. This network
includes factories in Michigan in the US, Germany, France,
Norway, China and India. EFD Induction believes its local
presence in key manufacturing regions has been decisive to
its success, as production managers appreciate the assurance
of local after-sales support, despite the speed and ubiquity of
modern communications.
EFD Induction hardening solutions are used by many of the
world’s leading carmakers and their suppliers. High throughput,
short lead-times, assured quality and worker/ environmental
safety are key reasons why they choose our solutions.
70 to read full version of AI stories go to www.ai-online.com
A key element in EFD Induction’s global presence
is its network of R&D centers, testing workshops
and after-sales support offices.

Inductor for surface hardening of tripods. The inductor
head is equipped with magnetic flux controllers, main
quench and screen quenches.
EFD Induction’s solutions for the automotive industry fall into four
broad categories: hardening and tempering; brazing; bonding, and
straightening, shrink fitting and pre- and post-heating. Although
EFD Induction has pioneered technology in numerous applications,
the company is perhaps best known in the automotive business
for its hardening and tempering solutions. These are used to treat
a wide range of steering, driveline and transmission components,
as well as crankshafts, camshafts, gears, drive shafts, output
shafts, torsion bars, rocker arms, CV joints, tulips and valves. On
the brazing side, EFD Induction equipment is used for a vast array
of tasks, but is particularly popular for brazing brake parts, AC
assemblies and fuel pipes.
EFD Induction’s involvement in automotive bonding highlights
the company’s role as a technical innovator. For example, EFD
Induction is the world’s largest induction curing specialist.
Achievements include the invention of induction spot curing,
as well as the U-Coil process. The latter is the most advanced
hem bonding system on the market. A self-aligning and 100%
repeatable system, U-Coil ensures uniform heating with the lowest
possible distortion risk.
Another EFD Induction innovation of benefit to the automotive
industry is the company’s patented Multi-Frequency Coil
technology. This development ‘blends’ different frequencies in
Induction on YouTube
EFD Induction hardening systems are used by automakers
and tier-one suppliers around the world. Here is a selection
of gears hardened by EFD Induction systems.
a single induction coil, allowing for optimal hardening results for
complex geometries such as automotive gears.
Yet even the most advanced technology is of limited use if it
cannot be adapted to a customer’s specific needs. This is where
EFD Induction’s experience in the automotive industry and network
of R&D and testing centers play a vital role, it says. Whatever their
location, customers are never too far away from state-of-the-art
simulation tools and testing facilities. The EFD Induction group
consists of 21 companies in eleven European countries, the US,
China, India, Japan and Thailand. The parent company of the
group is located in Skien, Norway. Just as important, customers
have ready access to experienced heating specialists – experts
with a proven track record in devising customer-specific solutions
within the automotive industry.
The company’s global reach has encouraged the recruitment of
the best local expertise, which in turn means EFD Induction has
great cultural and linguistic diversity among its technical staff. This
has proven a great benefit to EFD Induction and its automotive
customers, as it minimizes cultural and language obstacles during
the course of projects. Having local staff qualified in the highest
international standards also makes it easier for customers to
benefit from EFD Induction’s training, preventive maintenance and
spare parts services, says the company. AI
One of the world’s largest video collections of induction heating videos is beginning to appear on YouTube. The collection,
gathered over recent years by EFD Induction, covers everything from novelty items to instructional ‘how-to’ films in
applications as diverse as aluminium brazing, gear hardening, shrink fitting and bolt forging.
EFD Induction marketing executive Johan Larsen says the videos are a reflection of the company’s global experience:
“That’s why we have so many films—and why they feature every conceivable heating task.”
According to Larsen, the videos form a unique online resource for anyone interested in industrial heating. “The films show
the speed, accuracy and flexibility of induction heating in real life settings.”
Viewers can go directly to the EFD Induction channel at: www.youtube.com/user/efdinduction
Automotive Industries 71

innovation
If your company manufactures camshafts and crankshafts
for the automotive industry, you will know that production
tolerances will continue to tighten as the demand for greener
vehicles increases.
The need to improve engine life performance, fuel economy
and reduce emissions will continue to escalate, resulting in the
need for more precise measurement equipment, predicts J.
Brooks Reece, Adcole Vice-President. In response to the evertighter
tolerances necessitated by developing greener
technology engines, Adcole recently introduced
the Adcole Model 1300 high-speed crankshaft
gage, which “will virtually eliminate the risk
of delivering a bad crankshaft. Designed
for operating two or three shifts per day,
this measuring machine has a granite
Greener
technologies
= tighter tolerances By:
Addison D. Cole, founder and
CEO of Adcole Corporation
base and incorporates a touch-screen
operator interface, linear motors, air
bearings, and dual optical linear scales for
final inspection accuracy,” he says.
Founded in 1957, Adcole has manufacturing
facilities in both Massachusetts and Florida,
and offices around the world. Adcole maintains its
leadership in the critical core competencies of high accuracy
optical-mechanical measuring technologies and company
know-how by investing 10% of revenues in R&D. In addition to
manufacturing special purpose machines that measure engine
components like camshafts, crankshafts and pistons, Adcole has
been a leading supplier of sun sensors for space satellites for over
40 years.
Back on earth, nearly 60% of the company’s business is
generated from automotive OEMs and manufacturers of agricultural
and construction equipment, motorcycles, outboards, and other
small engine manufacturers, while the remaining 40% comes from
the spacecraft industry.
Capable of measuring many parameters simultaneously, the
Adcole 1310 High-Speed Camshaft Inspection Gage is easy to
program, is Windows compatible, and permits fast changeover for
inspecting different camshafts thanks to its adjustable followers,
according to Adcole. This machine provides gage room accuracy
at production line speeds. Over the past 25 years and through
continuous design upgrades, Model 1310 Gages have measured
tens of millions of camshafts and helped improve engine
performance and longevity for many manufacturers.
To ensure that its measuring instruments live up to their 50 plus
year earned reputation for innovation and quality, Adcole gages
are assembled, tested, and certified at the companyowned,
custom-designed building in Marlborough,
Massachusetts. Built in 1983, this facility
was expanded in 1998 to accommodate
200 employees. Adcole’s Florida plant
specializes in the production of the highprecision
ball-bearing spindles used in
its gages.
More than 500 major automobile
and supplier companies in 31
countries worldwide employ Adcole
computerized inspection gages for
quality control checks on camshafts
and crankshafts. These companies
include General Motors, Ford,
ThyssenKrupp, VW/Audi, Chrysler, Toyota,
Fiat, Nissan, Renault, Hyundai, Volvo,
Suzuki, Caterpillar, Daimler, BMW, Honda,
Cummins, FAW, Tata, MAN, John Deere, SAIC
and Dong Feng.
Automotive Industries spoke to Addison D.
Cole, founder and CEO of Adcole Corporation, and
asked him about Adcole’s advanced optical mechanical
measurement solutions for crankshafts and camshafts.
Cole: Over the years, Adcole equipment has provided our
customers with a technical advantage in terms of accuracy and
conformance with other Adcole gages. Our large users have Adcole
gages in their powertrain development labs, plant gage rooms or
nearby on the production floor, as well as 100% in-line production
measuring. The advantage to these companies is that they know they
are making what they designed at a low cost and that their end-users
are getting the intended product and its intended performance.
AI: How did Adcole gages come to be so widely used
around the world?
Cole: Our first customers were the largest automobile and heavy
equipment engine manufacturers. They were the world experts at
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Lenny Case

Addison D. Cole viewing the machining of an advanced technology air-bearing, vertical axis grinder for spindles.
Addison Cole – the man behind the company
Addison Cole, who started Adcole in 1957, is one of the auto industry’s legends. He is best known in
the space industry for developing the sun (solar aspect) sensor, which helps rockets and spacecraft
maintain their orientation in space. After WWII, he co-founded Laboratory For Electronics (LFE)
which went public in 1957. Prior to that, he was assigned to MIT’s radiation laboratory’s airborne
radar unit during WWII as Program Manager. He then spent time in the UK training the RAF on
use of the radar, which opened up the North Atlantic shipping lanes. At age 91, he is still active as
President and CEO of Adcole.
using high accuracy equipment, and as they gained experience with
our equipment they asked us to incorporate further refinements.
Soon, these early users purchased our equipment for their other
engine plants around the world and our reputation spread. Today,
our camshaft and crankshaft gages are the world standard.
AI: What makes you believe the ADCOLE 1310 High-
Speed Camshaft Inspection Gage is the best of its kind in
its product segment?
Cole: Over 25 years, two generations of designs, and
continuous improvements, the Model 1310’s have measured tens
of millions of camshafts. Not only do they conform to the accuracy
of Adcole gage room equipment, they do so at production line
speeds up to 200 parts per hour.
AI: How revolutionary is your Adcole Model 1300 High-
Speed Crankshaft Gage?
Cole: The Model 1300 uses advanced linear motor technology,
dual linear gratings and air bearings. It is a very sophisticated
design. Unlike diameter only gages, we build a radius measurement
system that provides not only diameter, but roundness, cylindricity
and straightness, as well. These are the important parameters for
emissions reduction and long engine life.
AI: How will it impact automotive OEMS who are aiming
to manufacture greener cars?
Cole: Over the years, the critical tolerances for camshafts
and crankshafts have been set significantly tighter to improve
engine life performance, fuel economy and reduce emissions.
In the last 25 years crankshaft roundness tolerances have been
reduced from 8 microns to 3 microns. The green cars of the
future will have high performance small engines with very low
emissions. Consequently, the production tolerances will continue
to tighten which should lead their manufacturing plants to adopt
Adcole technology.
AI: What are your thoughts on the economic recovery in
the automotive industry?
Cole: There may be short term setbacks in certain country
markets, but the number of consumers in the world will increase
from one billion people to two billion. The outlook for automobile
demand has never been brighter. AI
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innovation
“Lifestyle” auction
for car enthusiasts
By: Steve Barclay
Billed as “the ultimate automobile collector’s auction,” the
highly anticipated tenth annual Russo & Steele Monterey
Sports and Muscle auction will take place from August 12
to14 2010. Prior to being put on the auction block, the cars
will parade down the street in front of the Monterey Marriott
Hotel in Monterey, California.
The auction includes four world-class Concours d’Elegance
shows, a week of vintage races and five auctions – which grossed
over US$ 134 million in 2009. There are also a number of driving
events, product introductions and marquee club functions. The
Russo & Steele Collector Automobile Auctions
founders Andrew and Josephine Alcazar.
popular online auction webcast, introduced at the 2009 show, will
also feature at this year’s auction.
“Our clients and other enthusiasts have proven their passion
for this hobby,” said Andrew Alcazar, president of Russo & Steele,
after the 2009 Monterey event. “We have continually shown
that ‘for enthusiasts, by enthusiasts’ is not just a tag line, but a
lifestyle. The webcam allows us to open up our highly unique and
exciting auction to fellow enthusiasts that are not able to make
it to the event.”
Russo & Steele Collector Automobile Auctions was launched in
2001 by Andrew and Josephine Alcazar. The Arizona-based firm
specializes in European sports cars, American muscle cars, hot
rods and customs. The company decided to focus on boutique
auctions in order to attract genuine car enthusiasts. “Keeping
our auctions small and intimate allows the enthusiast to be at the
center of the event,” says Alcazar. “It is unnecessary for buyers
to be bothered by general onlookers when they are inspecting a
potential purchase. This compromises the integrity of the auction.
Buyers can also be easily desensitized by hundreds of venders,
fashion shows, general public mayhem and other activities
that simply do not lend themselves to the collector car auction
experience.”
Russo & Steele has kept costs and fees reasonable in order to
maintain its base of loyal customers. The firm has a reputation for
high quality consignments due to the trust and relationships it has
built up with sellers. Similarly, buyers know that they are getting the
best of collectible automobiles.
Automotive Industries (AI) asked Alcazar about some
of the events he is planning for the 10th anniversary of the
Monterey Sports and Muscle show.
Alcazar: This year, we’re expanding to three nights of auction.
With the overwhelming demand, Russo & Steele is able to celebrate
two momentous milestones in one year; the tenth anniversary and
the expansion of the auction to three nights.
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Andrew Alcazar with a Ferrari.
AI: Looking back at the ten years of the event, what do
you think has helped ensure that Monterey is a ‘must’ for
car buffs?
Alcazar: Firstly, location. Monterey is a beautiful city that has
a rich tradition in classic automobiles from racing to world-class
Concours d’Elegance shows. Secondly, synergy. During this week in
August, in Monterey, there are more events per capita for a collector
car enthusiast to enjoy than any other place in the world.
AI: What kind of participation do you expect this year?
What are some of the cars visitors can expect to see?
Alcazar: This year is going to be record breaking. Bidder
registration is up 25% already and we’ve had such an amazing
demand from consignors from around the world that we are able
to expand the auction to three nights. This year we have everything
from an award winning 1933 Auburn Salon to an all-original,
numbers matching 1965 Shelby Cobra CSX2461. In addition, we
have a very unique, brilliantly restored 1956 Nash Ambassador, a
1971 AMC Javelin Mark Donohue championship winning Trans
Am car and an exquisite 1966 Lamborghini 350GT.
It is one of the best line-ups we’ve ever had and there are
too many incredible vehicles to mention. To find out more, have
a look at our website, www.russoandsteele.com, where the top
vehicles are currently featured. As we get closer to the event, all
the automobiles will be uploaded, so check back often.
“ With the overwhelming
demand, Russo & Steele
is able to celebrate two
momentous milestones in one
year; the tenth anniversary,
and the expansion of the
auction to three nights. ”
Andrew Alcazar, president of Russo & Steele
AI: What percentage of your buyers at auctions in
Monterey and Scottsdale are repeat customers?
Alcazar: We’ve built our reputation on superior quality cars
and the highest level of customer service, so a majority of our
clients are repeat customers. However, we also have a healthy
number of first time clients. Enthusiasts like the fact that we are an
event ‘built by enthusiasts, for enthusiasts’.
AI: How have your operations in China fared? What kind
of reaction has Russo & Steele received there?
Alcazar: In October 2009, Russo & Steele signed a
memorandum of understanding for a joint venture to develop
the Russo & Steele Collector Automobile Auction business in
China. We plan to coordinate auction events with CALI in China
and work together with them to develop marketing programs to
reach more potential customers. So far, our operations in China
are moving along amazingly and we couldn’t have asked for a
better reaction.
AI: What was the impact of the disaster at the Scottsdale,
Arizona, event earlier this year?
Alcazar: In January, 2010 we held an auction in Scottsdale,
Arizona. High winds led to the collapse of two large canopies
covering some of the vintage cars. Thankfully, no one was injured,
but many of the vehicles were damaged. The incident has shown
us how much of a tight-knit group collector car enthusiasts truly
are. We’ve had overwhelming support from everyone.
We filed a law suit against Tri-Rentals, the tent and rental
company responsible for the construction and maintenance of the
entire auction site, citing negligence; gross negligence; breach of
duty of good faith and fair dealing.
Over the past ten years we have become well respected and
established in the collector car community, and work diligently yearround
to provide superior customer service to our clients. With
that in mind, we want to resolve any issues, make our customers
and ourselves whole, and focus on getting back to business. AI
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innovation
Success of 6-Sigma programs should be measured first by
the financial returns, and then by the changes in culture and
improvement of systems, says Mike Carnell, President and
CEO, the CS International.
“If your program can’t demonstrate its value to the organization,
it can’t justify its existence. Don’t do it to impress
customers. Don’t do it to change your culture. Do
“One surprising benefit which
we observed at EMCON was the
improvement in cost and quality
of purchased components and
raw material. This was most
pronounced in “developing”
countries in South America,
Eastern Europe, and Asia.
”
Mike Carnell, CS International Inc.
President and CEO
it for financial benefit and impressed customers and
culture change will follow,” he said in response to the
news that CS International client and emission control systems
manufacturer EMCON Technologies was awarded the Best Lean
Six Sigma Start-up Program at the iSixSigma Live! Conference
held in Miami in February this year.
Started in June of 2008, the implementation was built on
a combination of Lean and Six Sigma tools applied throughout
EMCON’s value chain. EMCON (formerly Arvin Industries), a
$4-billion a year company with operations on five continents,
trained 135 mid- to upper-level managers as champions of
change. As part of their certification, the 18 Black Belts and 20
Green Belts delivered over $7 million in direct annual contribution
6 Sigma
– the bottom line By
to Net Income. In 2009, EPEx trained over 117 more Green Belts
and 17 Black Belts from around the globe. The deployment
delivered over $11.6 million in annual impact in 2009 through
the elimination of defects and waste in both production and
administrative processes.
The achievement is the third award won by clients
of Texas-headquartered CS International with the
previous two being given to South African
platinum mining company Lonmin, for
the Best Achievement of Six Sigma in
a Manufacturing Environment for two
consecutive years.
Founded in 2004 by Carnell, the
CS International team of consultants
operate in 19 countries across six
continents. “Every organization is
unique and faces specific issues
related to their particular industry,
culture, and environment. For this
reason, CS International does not
sell commodity-type deployments
or services. When initiating a
relationship with new clients, CSI
listens. We are careful to establish a clear
understanding of our clients’ challenges
and objectives first” says Rob Tripp, who led
the EMCON deployment for CSI. Furthermore,
CS International’s deployments are unique in that the
firm focuses on ensuring that its clients are self-sufficient, with no
need for the presence of consultants to sustain the program.
Automotive Industries spoke to Carnell and Tripp, a Managing
Partner of CS International.
AI: Why did your clients win the Lean Six Sigma
Deployment Excellence Awards?
Carnell: In each case, our clients matched our own
commitment to building honest and productive communication
channels. We were fortunate in that the clients were willing to listen
to our own ideas based on many years of experience and, I think,
our deployment strategies were able to reflect their own experience
80 to read full version of AI stories go to www.ai-online.com
Steve Barclay

“
There is room for the successful application of Lean
Six Sigma in an industry where continuous improvement
is generally considered to be mature.
”
Rob Tripp, Managing Partner of CS International Inc.
with their management systems and indigenous cultures at various
operating locations.
This could not have happened without strong, effective
communication. The result of that strong communication was
a deployment strategy (and the execution that followed) which
focused on discipline, integrity, and the financial results that
followed. Lonmin and EMCON did not emasculate the rigor of
the training content in order to make it more palatable to those
unwilling to tackle challenges. They did not dilute or diminish the
project support in order to minimize their investment.
The Lonmin approach to the management system was almost a
textbook case of how to deploy effectively. As part of their annual
audit of Lonmin’s operations and financials, Ernst & Young noted
that Lonmin had the “best deployment we have ever seen”. Lonmin
had an effective steering committee composed of senior managers
and a strong deployment leader. They truly selected “the
best of the best” to be Black Belts and Master
Black Belts with the intent of repatriating these
individuals into senior management positions.
And they developed a benefits capture
protocol or documentation of standards
and rules for consistent calculations of
project savings, which was the roadmap
for the finance staff dedicated to tracking
financial results of the individual projects
and the deployment. This system enabled
Lonmin to flex their strategy with changing
business conditions. For example, when
the price of Platinum was low, the strategic
emphasis for projects needed to be on cost
reductions; when the price rebounded, the
emphasis changed to bottleneck reduction and
anything that could increase throughput.
At EMCON, deployment was strongly championed and
managed by Paul Schultz, Chief Supply Chain and Operational
Effectiveness Officer, who reported directly to the CEO. Paul
had experience leading Six Sigma deployments in several other
organizations like Tenneco, Ingersol Rand, and AlliedSignal while
EMCON (formerly known as Arvin industries) had a long, rich
history as a Tier 1 supplier, which of course means exposure
to the concepts and philosophies of continuous improvement,
particularly Lean. This situation meant that Paul had to drive
a continuous improvement effort that seamlessly integrated
Lean and Six Sigma without alienating the people with earlier
practical experience in Lean. This problem was largely avoided
by carefully linking the Lean Six Sigma project benefits with
strategic and AOP objectives, along with frequent reporting
of deployment financial results. Projects focused on scrap,
rework, and offal so the linkage to income, cash flow, and
working capital was clear and this became especially important
after the industry crash in 2008-09.
One important element that we introduced with Paul was
the deployment of the Lean Six Sigma tools in the supply
base. Suppliers were trained as Green Belts in projects which
eliminated waste and bottlenecks throughout the supply
base, resulting in significant cost reductions as
suppliers shared their benefits with EMCON.
AI: What significance does the EMCON
Technologies’ award have for the automotive
industry?
Tripp: The award itself is not so important as the success that
EMCON achieved in order to win the award. First, it demonstrates
that there is room for the successful application of Lean Six
Sigma in an industry where continuous improvement is generally
considered to be mature. Second, it shows that managing the
Automotive Industries 81
Rob Tripp,
Managing Partner of
CS International Inc.

innovation
deployment in a way that links financial benefits to AOP objectives
is an excellent strategy to engage the commitment of leaders at
all levels of management. Together, success and integrity breed
loyalty so making the effort to meticulously track and report
financial benefits helps to drive a cultural focus on results. Third,
the integration of Lean Six Sigma with Supply Chain Management
is a powerful tool to manage all of the costs of goods sold on the
P& L. Combining Lean Six Sigma tools with other strategies to
optimize the supply chain is a perfect companion to the standard
Lean Six Sigma focus on manufacturing and business processes.
AI: What goes into implementing high-impact
improvement with Six Sigma and Lean Enterprise?
Tripp: Disciplined planning and execution builds on a
foundation of five pillars: rigorous training, capable project support,
credible financial benefits tracking, assiduous career planning
and development, and effective project lifecycle management.
We begin by facilitating a design team with our clients. This is
a joint design and planning session to establish the plans and
details for the execution of a Six Sigma deployment. This step
is critical to the success and sustainability of the initiative as it
initiates the change management process. When a deployment
plan is the result of a cooperative effort between CSI and leaders
from our client, it becomes our client’s deployment rather than
the consultant’s deployment.
systems, and they typically have fairly high volumes of units of
production to study and from which to learn. But, in spite of these
superficial advantages, automotive companies are often not quick
to embrace positive changes and they are reluctant to adopt ideas
that aren’t their own. Cultural challenges such as these are often
the difficult to overcome and doing so requires communication
and commitment from the leadership team. It was commitment
to the Lean Six Sigma strategy that helped EMCON weather that
storm, but many companies lack EMCON’s ability to stay focused
on a longer-term objective amid competing priorities.
AI: What advice do you have for automotive companies?
Carnell: I think the real prize to keep your eye on is at least a
5:1 return on investment, which is typical for most deployments.
And that is generally achieved in the first year; keep in mind that
improvements to ongoing operating processes last for the lifetime
of that process. If your program can’t demonstrate its value to
the organization, it can’t justify its existence. It’s that simple. But if
you focus on the financial returns, the “soft” returns will follow. For
example, the deployment at EMCON was instrumental in helping
them land three new contracts because the customers are looking
for that culture in their suppliers.
And finally, one surprising benefit which we observed at
EMCON was the improvement in cost and quality of purchased
components and raw material. This was most pronounced in
“
When a deployment plan is the result of a
cooperative effort between CSI and leaders from
our client, it becomes our client’s deployment
rather than the consultant’s deployment.
”
Rob Tripp, Managing partner of CS International Inc.
AI: How different or difficult is it for automotive companies
to implement these programs?
Tripp: Complacency and arrogance are the greatest
challenges for many automotive companies to overcome. But this
is no different than most companies in other industries. Automotive
companies may have some advantage since they are familiar
with continuous improvement, they have some measurement
“developing” countries in South America, Eastern Europe, and
Asia. In fact, the benefit was so impressive that we expect a strong
future market for the combination of Lean Six Sigma with Supply
Chain Management strategies as a means to manage the cost
and quality of the supply base, particularly as it relates to off-shore
suppliers. To that end, we have established a new partnership with
Paul Schultz called Working Capital Partners International. AI
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innovation
Joining aluminium and
composite technologies By: Jon Knox
LEFT: Crowds attending the last Aluminium World Fair and
Conference. RIGHT: Markus M. Jessberger, event director,
Reed Exhibitions Deutschland.
ALUMINIUM and COMPOSITES are being combined in a joint
trade show to be held in Germany in September this year.
The eighth ALUMINIUM World Fair and Conference will be held in
conjunction with the fifth COMPOSITES EUROPE from September
14 to 16, 2010, at the Essen Exhibition Center, Germany.
The bi-annual ALUMINIUM world fair is the leading B2B platform
in the world for the aluminum industry and its main applications,
while COMPOSITES EUROPE is the most innovative fair in the
strongest European composites market and showcases the entire
sector of the industry, according to the organizers.
Automotive Industries asked Markus M. Jessberger, event
director, Reed Exhibitions Deutschland what automotive
technologies would be showcased at ALUMINIUM 2010.
Jessberger: The exhibitors will display the latest products
and processes on automotive solutions that support environmental
aspects as well as performance and safety advantages. For
example, Novelis, was recently selected as leading supplier of
aluminum sheets by both AUDI and BMW, and will feature their
latest developments in Essen. Aleris and Hydro will also present
new aluminum 5xxx and 6xxx series alloys for automotive
solutions. The accompanying ALUMINIUM 2010 Conference
offers an especially dedicated session on latest developments in
the automotive industry, featuring presentations from Porsche,
Leiber Group, Hydro, Aleris and Linde AG.
AI: What automotive solutions are expected to be
highlighted at this year’s Composites Europe?
Jessberger: The composites industry has identified the
automotive sector as the biggest potential of high-performance
carbon, for example in chassis and accessories. So this will be
one of the topics of the show. Other exhibits are textile materials
from woven, knitted or fabric-type fibres which are used in side
walls, floors, air deflectors, bumpers, flaps and doors of cars.
AI: The two events have always attracted a many visitors
from the automotive industry – what are some of the benefits
for automotive companies to take part in ALUMINIUM and
COMPOSITES EUROPE?”
Jessberger: Developers, engineers and buyers from
automotive OEMs, as well as suppliers from the automotive industry,
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“
Aluminium is the
material of choice for
environmentally friendly
manufacturing.
”
Markus M. Jessberger, event director, Reed
Exhibitions Deutschland.
are presented with a perfect “one-stop-shopping opportunity” with
the combination of ALUMINIUM and COMPOSITES EUROPE. Both
fairs combine around 1,100 exhibitors offering innovative materials
and process solutions for today’s requirements in automotive
manufacturing. Multi-material construction grows more and more
important and both trade fairs combine the leading suppliers for
aluminum and composites material. You can find an aluminum
sheet solution at ALUMINIUM 2010, composite automotive parts
at COMPOSITES EUROPE, and the joining technologies in the hall
between both fairs.
AI: How will this year’s show be different from previous
years’ events? Tell us about the ALUMINIUM 2010 tagline –
“between innovation and environment”.
Jessberger: ALUMINIUM 2010 places both innovation and
environment at the center of attention, following the importance that
the industry places on environmental issues. We like to point out that
aluminum provides innovative and sustainable solutions for various
Visitors to ALUMINIUM 2009 examining aluminum body parts. The 2010 show is expected
to attract 25,000 visitors from around the world.
applications in addition to automotive, including aerospace, building
or packaging. Aluminum is the material of choice for environmentally
friendly manufacturing.
AI: What kind of participation do you expect at both
shows in 2010?
Jessberger: We expect around 25,000 visitors from
Germany, Europe and all over the world – amongst them industry
professionals from the aluminum and the composites industry and
major application areas.
AI: What are some of the trends in the aluminum and
composites industries that will impact the automotive sector?
Jessberger: I think the use of auto parts made of recycled
aluminum will grow more important with the efficiency of a longer lifecycle.
In the composites sector, bioplastics and carbon fiber materials
provide new opportunities. A third trend is the combination of various
materials – like aluminum and composites that can bring together
their best attributes in modern, innovative automotive solutions. AI
Automotive Industries 85

innovation
India is fast emerging as one of the world’s automotive
powerhouses. The country recently overtook China in automobile
exports – recording a jump of over 22% in 2009.
The bulk of the growth was led by the two-wheeler segment,
which grew at 32%. Commercial vehicles and passenger vehicles
exports grew by 19% and 9% respectively, according to government
figures. The market for automotive components has also been
growing at a fast-paced 27% since 2002. The auto parts industry
is expected to touch US$40-billion by 2016. According to the
Automotive Component Manufacturers Association of India (ACMA),
the turnover of the auto component industry was estimated at over
US$18 billion in 2007-08, an increase of 27% since 2002.
Factors fuelling the growth include a 7% increase in OEMs, and
an 8.5% rise in the export and after-market segment. The Centre
for Monitoring Indian Economy (CMIE) estimates that ancillary auto
production will grow by 8.2% in 2009-10. Investments in the auto
component industry were estimated at US$7.2-billion in 2007-08,
and are likely to touch US$20.9-billion by 2015-16.
A number of international car manufacturers are opting to use
India as a hub for sourcing components. For example, BMW is
sourcing components from India, Skoda Auto India plans to
increase the local content of its Fabia model to over 50% over the
next few years, and Mercedes Benz plans to increase sourcing
from India at a rate of 10% annually, according to the India Brand
Equity Foundation (IBEF).
The foundation says India’s cost advantage attracts foreign
direct investment. Manufacturing costs in India are nearly 30%
less than in Western countries. The industry is also supported
by government’s Automotive Mission Plan 2006-2016, which
supports India’s objective to “emerge as a destination of choice in
the world for the design and manufacture of automobiles and auto
components”. By 2016, the automotive industry is planned to turn
over US$145-billion, and account for over 10% of the country’s
GDP, while providing 25 million new jobs. Foreign investment is
encouraged through the lifting of all restrictions on ownership of
companies and minimizing taxes.
Assembling BMW’s at the company’s Chennai plant.
India accelerates
into world markets
By: Steve Barclay
Successes include the signing by Indian firm, Steel Strips
Wheels, of a 28-million Euro (US$38.5 million) contract with French
carmaker, Renault, to supply more than three million wheel rims to
the OEM’s new Morocco plant over five years. BMW has awarded
Steel Strip Wheels a contract to supply 48,000 spare wheels a
year for its Mini model, which is assembled in Oxford UK.
Other investors into the region include Michelin, with a US$2.26billion
tire plant in Tamil Nadu. Bosch plans to invest U$27million
for the manufacture of electronic control units. Domestic
automotive firms are also investing in order to meet demand from
rising exports and a growing domestic market.
The country is also looking at ways to reduce logistics costs.
Indian Railways has added its support to the Union Railways minister
Mamata Banerjee to set up 10 new auto hubs across the country.
Automotive Industries (AI) spoke to Shri R. Maitra,
executive director of the Engineering Export Promotion
Council, India, and asked if India would continue to enjoy a
cost advantage.
Maitra: I think that one of India’s big advantages is that its
share in world auto exports is still rather small at about 0.53% as
of 2008. With investments in the auto sector increasing in recent
years, I believe that India will continue to enjoy a cost advantage
as the scale increases in India and the economic reforms ensure
greater total productivity and lowering of transaction costs.
AI: How do India’s automotive exports compare to other
countries in Asia?
Maitra: With regards to vehicle exports, Algeria, Sri Lanka,
USA, Italy and the UAE account for 34% of India’s total auto
exports mostly in the small petrol car with an engine capacity of
less than 1500cc. India’s neighboring countries of Bangladesh, Sri
Lanka and Nepal are important markets. Sri Lanka was the second
largest destination for India’s vehicle exports in 2008. Bangladesh
and Nepal are also among the top ten export markets for India.
With regards to auto components however, India’s neighboring
SAARC countries are not as large a destination. Together, the three
SAARC countries of Sri Lanka, Bangladesh and Nepal accounted
for about 4% of India’s total auto component exports in 2008. In
order to boost India’s total auto exports, strategies are required
to expand trade markets, enter or create new segments, focus
on green technologies and enhance cost competitiveness and
technologies. We must also look at developing synergistic trade
relations with various importing countries.
AI: What are some of the initiatives EEPC India is
undertaking to help boost Indian auto exports?
Maitra: The most important initiative in the aftermath of the
global recession is the development of a comprehensive strategy
to boost Indian auto exports. We have commissioned a leading
international organization to carry out a strategy for increasing auto
exports from India for the next five years. We will be presenting this
strategy to government and also holding discussion sessions with
the auto industry. AI
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Tunisia has placed itself firmly on the automotive
manufacturing map. “Tunisia is a manufacturing hub for
dozens of foreign owned first and second tier automotive
component manufacturers supplying parts to most of the
major American, French, German, Japanese and Swedish
vehicle manufacturers,” says Mongia Khemiri, general
director of the Tunisian Foreign Investment Promotion
Agency (FIPA).
“The diversity of such supplied parts is quite vast: car cables,
air-bags, technical plastic parts using sophisticated processes,
interior electronic business units, shock-absorbers, seat covers,
tooled mechanical parts and so on. Major European market
suppliers that operate in Tunisia include Valéo, Johnson Controls,
Lear Corporation, Kromberg & Schubert, Pirelli, Mets, Leoni,
Draxelmaier, Plastivaloire, Imtec and more,” he says.
According to Khemiri, Tunisia manufactures two per cent of the
world’s automotive wire and cables, and is ranked among the top
10 providers of car cables to the European market. Top players in
the field are already expanding activities such as Yazaki, Leoni, Lear
Corporation, Sumitomo, Yura Corp and Draxlmaier. Some of them
have also picked Tunisia as a platform for their research efforts,
setting up R&D and engineering centers that employ Tunisians.
”An overall opinion of foreign investors operating in the sector
attributes Tunisia’s success to three factors – stability, proximity
and quality,” he says.
The auto industry is not investing in isolation: Tunisia attracted
foreign investment (FDI) of more than US$1.3-billion - or a 2.3%
growth in FDI during the first 11 months of 2009 compared to
2008, while the world was in deep recession. “In a context of
economic crisis, and perhaps precisely because of this, it became
obvious that the choice of openness and partnership has enabled
innovation
“
An overall opinion of foreign
investors operating in the sector
attributes Tunisia’s success to
three factors – stability, proximity
and quality.
”
Tunisia putting itself on the map
By: James Hilton
Tunisia to earn points for growth,” Mohamed Nouri Jouini, minister
of Development and International Cooperation told the twelfth
Carthage Investment Forum held from June 3 to 4, 2010. Organized
by FIPA, the event drew more than a thousand investors from 23
countries. Mohamed Ghannouchi, prime minister of Tunisia, told
the forum “The recent growth of the Tunisian economy has been
propelled by the efficiency of production factors. The improvement
of production has contributed no less than 40% of the growth of
the country’s GDP.”
According to Ghannouchi, this growth will be stimulated by
innovation. This is possible thanks to several factors: the availability
of a growing number of engineers, scientific and technological
skills (the number of graduate engineers will increase from 5,000
in 2009 to 7,000 in 2011 and 9,000 in 2014); 12 technological
parks; the establishment of a number of innovation groups in
telecommunications, software, data processing, pharmaceutical
products and electronics, and government policy which backs
scientific research and technology through the allocation of 1.25%
of the GDP to it in 2009 and 1.3% of the GDP in 2010.
The World Bank’s 2010 report “Connecting to Compete 2010”
ranked Tunisia as the most-efficient logistics country in North
Africa, and the fifth most-efficient logistics country among the
lower middle-income countries.
One of Tunisia’s success stories has been the product
engineering and consulting firm, Groupe TELNET, which was
created in the mid-90s. It provides services to a range of industries
and its automotive clients include Renault, PSA and FIAT. Its range
of offerings for the automotive industry include embedded software,
CAN networks, automotive diagnosis, OSEK/VDX standard,
MISRA standard, software design, interaction multimedia units
and functional aspects for multimedia units. AI
Automotive Industries 87

innovation
Established in 1971, the Centre for the Promotion of
Imports from developing countries (CBI) aims to market
and promote businesses based in developing countries
within the European Union. The initiative was launched
by the government of the Netherlands and includes the
development of business support organizations and
implementing general business and accounting practices
in the developing countries.
The CBI has been particularly effective in helping automotive
companies from around the world sell their goods and services in the
EU region. Companies which have received coaching from the CBI
are favored by EU business as they have already been audited and
selected by external experts prior to exporting to European markets.
For the automotive sector, CBI runs three main programs
which include information related to subcontracting, castings and
forgings, drives, transmissions, hydraulics, tooling and electronic
components. “Price can be a good starting point, but quality and
delivery times can be much more important in the end,”
says Cor Dieleman, program manager of trade
promotion at CBI. “Quality, reliability and efficient
production should be the major issues for
Manufacturers of mobile equipment
parts that have participated in the
CBI’s export coaching program
will exhibit their products at the
Automechanika this year.
companies to work on. Automotive
companies in developing countries should
follow developments in the global market
carefully including news about plans for OEMs.
It is important that they build a sound, diversified
customer base in terms of sectors and markets.”
According to the CBI, the centre stimulates and supports
economic activities that are sustainable, socially responsible and
environmentally sound. This implies compliance with international
social standards, ILO conventions, and European consumer
health, safety and environmental requirements. Requirements are
both legislative and market driven.
The CBI will participate in the Automechanika 2010 trade fair being
held from September 14 to 19 in Frankfurt, Germany. Manufacturers
of mobile equipment parts that have participated in the CBI’s export
coaching program will exhibit their products at the show.
Automotive Industries (AI) recently spoke to Cor
Dieleman, senior program manager of trade promotion at
the CBI and asked him what the centre’s programs are for
the transportation sector.
Providing a
roadmap into the
EU auto market By: James Hilton
Dieleman: Together with a specific export coaching program
for automotive parts, we have related export coaching programs
for subcontracting and for motion control.
AI: Tell us how export coaching for automotive companies
works.
Dieleman: Participants are pre-selected on the basis of
applications. CBI external experts then carry out an “export audit”.
Based on this audit, a final decision is taken as to which companies
will be selected for coaching. Selected companies attend an export
marketing seminar in the Netherlands where they are assisted
in drawing up an export marketing plan. They are also advised
on specific aspects of their production and marketing strategies
which have to be improved in order to meet the market demands.
If these are in order, the CBI helps support their participation in
various market activities such as trade fairs.
AI: How does this differ from supplier training?
Dieleman: Not only do we offer theoretical training, but we
also teach companies how to implement their training
in market research and preparing for export.
AI: What kind of export tools and market
information do you give companies?
Dieleman: In order to support companies in their
export activities, the CBI publishes practical guides and manuals
on various aspects including the presentation of a company,
participation in exhibitions, the export marketing plan and market
surveys for the sector. These are all updated regularly.
AI: Why did the CBI decide to phase out countries like
India and Thailand amongst others?
Dieleman: This was a decision taken by our minister for
Development Cooperation last year.
AI: What kind of participation do you expect the CBI to
have in this year’s Automechanika at Frankfurt?
Dieleman: This year we will have a relatively high participation
of around 20 companies. Most of them are active in the aftermarket
as well as OEMs. AI
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innovation
New “Hall 11” for
Automechanika Frankfurt
By: James Hilton
This year’s Automechanika Frankfurt will be held from
September 14 to 19. One of the event’s new features is the
body-repair product group which will exhibit products from
the paintwork and corrosion-protection spheres in the new
‘Hall 11’. In 2008, Automechanika Frankfurt celebrated its 20th
show and attracted over 161,000 visitors from 146 nations.
Automotive Industries (AI) asked Thomas Aukamm,
director of Automechanika Frankfurt to describe the
significance of the new “Hall 11”.
Aukamm: The new exhibition hall brings the paint and
bodywork segments together under one roof for the first time.
Another benefit is the perfect location of Hall 11 next to the new
entrance building, Portalhaus, so visitors can disembark from the
shuttle bus and enter the show directly at Hall 11.
AI: What are some of the other new features in this year’s
Automechanika Frankfurt?
Aukamm: The Automechanika Aftermarket
Forum will focus on service and dealership
and one day of the forum will be dedicated
to electric mobility and alternative
Thomas Aukamm, director of
Automechanika Frankfurt
propulsion concepts. The Automechanika
“Green Directory” will once again guide
visitors to emissions-cutting and sustainable
products. There will also be a recruiting platform
with different job portals. Another highlight is the
internationally recognized Automechanika Innovation Award. This
year we will also introduce the OE award. The Automechanika rally
with vintage and customized cars will debut at this year’s show
together with the vintage car restoration show in Hall 11.
AI: What kind of OEM involvement has there been at this
year’s fair?
Aukamm: We are proud to say that this year, after a long
absence, BMW will be participating. Other OEMs are Mercedes
and the VW Group with Audi and other Volkswagen brands.
AI: Tell us about the focus of the electronics and
environmental technologies segments.
A giant turbocharger on
show at Automechanika.
Aukamm: The rising significance of electronic elements in
vehicles has a huge impact on the whole industry as nearly every
part or system depends on electronics. The influence of electronics
can be seen at Automechanika in all five product groups. The
same can be said for environmentally friendly technologies, which
also are represented in every product segment.
AI: What is the anticipated exhibitor and visitor
participation at this year’s Automechanika Frankfurt?
Aukamm: We expect around 4,400 exhibitors from 80 countries
and more than 160,000 visitors from around 140 countries.
AI: Why should companies choose Automechanika?
Aukamm: Nowhere else on the world can you find the whole
industry present at the same time, in the same place. Automechanika
is also famous for its wide range of innovations, particularly in the
aftermarket sector. Another benefit is the large number of visitors
who have decision-making authority within their companies.
AI: Why is Automechanika Frankfurt seen as the
“mother”’ show in the portfolio?
Aukamm: Automechanika Frankfurt was held for the first
time in 1971, and since then we have recorded constant
growth rates. The idea to offer “children” came in the late
‘90s when we started to launch Automechanika shows
outside Germany. We currently run 14 Automechanika
trade shows throughout the globe.
AI: How does Frankfurt compare to the other
very successful Automechanika shows held in
other regions – particularly in Shanghai?
Aukamm: Automechanika Shanghai is the largest
and most successful Automechanika trade show outside
Germany, but our global shows have different goals than the
Frankfurt show. We want to build regional and national platforms in
different markets – that way our exhibitors gain visitor groups that
do not come to Frankfurt.
AI: Have there been any changes to the Automechanika
Innovation Award this year?
Aukamm: For the first time, we will have an OE category for
the Innovation Award. We will not display all the products from
every application on the special show area in the foyer of Hall
4.1. We will rather focus on the winners of each category and the
particular top four applications. The Innovation Award always has
a huge impact on the winners – improving their reputation in the
industry and exposing them to wide press coverage. AI
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innovation
“The product technical information itself is hardly palpable,
but in practice it develops its various effects,” says Jens
Paul, director business controlling at AuDaCon.
The company will showcase its latest advancements and
profile its international partners at the 2010 automechanika
Frankfurt trade show in Germany from 14 to 19 September
2010. The focus for this year’s showcase is not only to
present products and new ideas but also to focus on practical
implementation and usage, says Wuehrl.
The automechanika Frankfurt is one of the oldest and
most respected international automotive trade shows in the
world, with 14 sister trade shows held around the globe. The
organisers of this year’s automechanika expect around 4,400
exhibitors from 80 countries and more than 160,000 visitors
from around 140 countries.
AuDaCon AG is a Europe-wide operating information specialist
for the automotive industry. Raw data and information is processed
Ground plan of the fair booth.
Focus on implementation
automechanika Frankfurt
and analysed by AuDaCon to meet the information needs of
every sector of the automobile and spare parts industry, service
companies, fleets, insurances, credit grantors and lessors.
A highlight at this year’s exhibit will be the recently launched
AuDaConCONTROL. “This solution is comprehensive evidence
that AuDaCon is able to successfully cross-link all segments of the
automotive branch with its technical data and related processes,”
says Wuehrl. “What began in 2004 with a data base for technical
information has since evolved into a complete system solution,
enabling our customers to control complex processes.”
With AuDaConCONTROL, an online platform, the
Weikersheim data specialists created a system to manage and
administer service, maintenance and repair functions. It focuses
on fleet owners, as well as leasing providers, garages, repair
concepts, car dealerships and automobile manufacturers.
Linking diverse market participants to one common processing
platform offers an option to make administrative and technical
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and use at
By: James Hilton
processes transparent. “Each market participant
can anticipate, calculate and plan vehicle
costs and easily monitor them at any point
in time,” says Wuehrl. One of the new
options launched at automechanika
is the integration of wheel and tyre
business in AuDaConCONTROL.
Database advancements
Advancements in the primary
data base, AuDaConAIS, will also
be presented during automechanika,
with the most current version (extended
only in 2009) encompassing around 1.2
million lines of service data, labour times,
technical data, repair manuals and much more.
AuDaConAIS offline version increased its value
“ We want to talk about
exemplary system
solutions and listen
to our customers to
find out what the
markets demand. ”
Jens Paul, director business
controlling at AuDaCon AG.
with the integration of AuDaConSOS and AuDaConTYREDATA,
allowing easy and comprehensive queries.
AuDaConCOO also represents a system solution, enabling
fleet owners, leasing providers, dealerships and manufacturers to
keep vehicle efficiency in focus. All expense factors involved in a
vehicle’s lifecycle are considered.
AuDaCon AG and its partners from Italy, France, Great Britain, the
Netherlands and other European countries will be located in hall 9.1,
booth D12 at the 2010 automechanika Frankfurt. Adjacent to the
product presentations will be meeting rooms and a relaxing lounge
where discussions, negotiations and deals can take place, “We want
to talk about exemplary system solutions and listen to our customers
to find out what the markets demand,“ explains Rolf Wuehrl.
As an added extra, AuDaCon guests, customers, clients and
media representatives can enjoy nation-themed evenings at the
Favorite Parkthotel Mainz – an opportunity to learn more about
AuDaCon’s partner countries on a culinary and cultural level
away from the automechanika hustle and bustle. ”We have a
fantastic evening program planned with an adequate shuttle
service for our guests.” AI
Automotive Industries 93

innovation
The US$5.5-billion Federal-Mogul
Corporation is making Payen its
fifth “Expert Brand” as part of
a global repositioning strategy
intended to make it easier to
stock and sell the Federal-Mogul
aftermarket ranges.
“This programme will provide our
customers with a significantly broader
and deeper sealing product range while
eliminating unnecessary brand overlap,”
says Mark Whitehead, marketing director,
engine and sealing products Global Aftermarket
(EMEA). Federal-Mogul will accelerate new
product introductions for late-model applications,
enhance fill rates, improve and simplify its
cataloguing, and eliminate duplicate parts.
In 2009, the company repositioned its engine
ranges as AE, Glyco, Goetze and Nüral. Payen will be
the source of gaskets, gasket sets, oil seals and head bolts for all
European and Asian makes and models, including light vehicle,
light commercial vehicle and commercial vehicle applications. The
Goetze brand will provide gaskets and gasket sets solely for 10
German vehicle and engine manufacturers.
“The integration of Goetze technology into the Payen range
– a process that began in 1993 – has resulted in a truly world-
“
The integration of Goetze technology into
the Payen range – a process that began in 1993 –
has resulted in a truly world-class, OE-influenced
sealing portfolio comprising the best technologies
for each application.
”
Federal-Mogul adds to
its “expert brands”
By: James Hilton
class, OE-influenced sealing portfolio
comprising the best technologies
for each application. Payen and
Goetze engineers have worked
closely with OEMs to identify
and develop a range of sealing
solutions for the world’s
most demanding and best
performing engines,” says Paul
Saunders, director, Aftermarket
Engineering Federal-Mogul Global
Aftermarket EMEA.
One of the technologies is liquid
elastomer moulding (LEM). “LEM
gaskets provide significantly more
design flexibility, as well as the ability
to precisely position topographic sealing beads to
address potential leak paths. This technology was immediately
embraced by OEMs, and Federal-Mogul has manufactured more
than 40 million LEM gaskets for leading vehicle manufacturers.
LEM technology gaskets are exceptionally easy to fit and service,”
says Saunders.
Also expanded is the MOOG brand of steering and suspension
products, with wheel bearings and hub assemblies for light vehicles.
The bearings are supplied complete with all required hardware and
grease. “Our slogan, ‘Make it Easy – Make it MOOG,’ captures
94 to read full version of AI stories go to www.ai-online.com
The MOOG range will now be focused on
10 traditional German auto makers.

TOP LEFT: The latest Ferodo brake pads, discs, shoes and
accessories catalogue. TOP CENTER: Payen is the fifth
Federal Mogul “expert brand”. TOP RIGHT: The Champion
range of flat windscreen wipers is making a clean sweep of
the market. RIGHT: The latest Payen gaskets, oil seals and
cylinder headbolts catalogue
the essence of the precision engineered solutions now available
to help professionals save time and effort,” says Wim Vercauteren,
Federal-Mogul marketing director, steering and service products.
Federal-Mogul recently introduced the New Champion
Easyvision range of flat wiper blades for both OEM and aftermarket
use. They are designed for the fastest growing demand for
economic replacement blades for vehicles originally equipped
with flat blade technology, as well as customers upgrading from
conventional, bridge-type wipers.
“Federal-Mogul has become the leading innovator in
several areas of wiper design. As one example, the Federal-
Mogul Bayonet connection system for flat blade wipers was so
successful that other wiper manufacturers were requested by
the OEMs to adopt our system. The enormous success of this
design has resulted in a zero share of the connection category
six years ago to 44% this year. We recently received the globally
respected 2010 Automotive News PACE Award for product
innovation,” says Rene Masson, director global engineering and
R&D, wipers at Federal Mogul.
Federal-Mogul has introduced a Ferodo brake service and
support program. “Brake repair is becoming highly specialized
as the operating requirements of each new generation of vehicles
become more complex. Workshops are looking for a technology
leader who can help them identify and correct difficult brake
fitment and performance issues,” says Silvano Veglia, Federal-
Mogul braking products director, EMEA. AI
96 to read full version of AI stories go to www.ai-online.com

30+ Speakers
From 17 Vehicle
Manufacturers
Including
Toshiaki Otani, Vice President Of Global
Battery Business, NISSAN
Micky Bly, Executive Director Of Global
Electric Systems, Batteries, Hybrids And
Electric Vehicles, GENERAL MOTORS
Jay Iyengar, Global Director And Chief
Engineer For Electrified Propulsion
Systems, CHRYSLER
Chetan Maini, Chief Of Technology And
Strategy, MAHINDRA REVA
John Muldoon, Principal Scientist For
Post Li-ion Battery Research, TOYOTA
Ted Miller, Senior Manager For Energy
Storage Strategy And Research, FORD
Phil Gow, Vice President Of Batteries,
CODA AUTOMOTIVE
Ian Clifford, CEO, ZENN MOTOR
COMPANY
Egil Mollestad, Chief Technology Officer,
THINK
David Crecelius, Vice President Of
Powertrain, BRIGHT AUTOMOTIVE
Dennis Hogan, COO, PHOENIX MOTOR
CARS
Naveen Munjal, Managing Director,
HERO ELECTRIC
Dr. John Lee, President And CTO,
LEO MOTORS
Doug MacAndrew, Technical Director,
SMITH ELECTRIC VEHICLES
Frederic Marangone, Product Manager,
ZAP
Steve Clark, Senior Manager of Energy
Storage & Management Systems,
CHRYSLER
Dr. Ion Halalay, Sr. Researcher - Electrochemistry
and Battery Systems, GENERAL
MOTORS
Rick Woodbury, President, COMMUTER
CARS
Ian Wright, CEO, WRIGHTSPEED
Peter Van Den Bossche, Secretary Of
TC69, IEC
David Howell, Co-Chair Of The Freedom-
CAR and Fuel Partnership's Energy Storage
Technical Team, U.S. DEPARTMENT OF
ENERGY
Khalil Amine, Head Of Technology
Development, Battery Technology
Department, ARGONNE NATIONAL
LABORATORY
Kandler Smith, Vehicle Energy Storage
Engineer, NATIONAL RENEWABLE
ENERGY LABORATORY
Co-Sponsors
Official Publication
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September 21-22, 2010. Detroit Marriott, Troy, Michigan
Toshiaki Otani
Vice President Of Global
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NISSAN
Phil Gow
Vice President Of Battery
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CODA Automotive
Hear the world’s leading vehicle manufacturers explain the technical innovations that will
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Featured Speakers
Micky Bly
Executive Director Of
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GENERAL MOTORS
Ian Clifford
CEO
ZENN MOTOR
COMPANY
Jay Iyengar
Global Director And Chief
Engineer, Electrified
Propulsion Systems
CHRYSLER
Egil Mollestad
Chief Technology Officer
THINK
Chetan Maini
Chief Of Technology And
Strategy
MAHINDRA REVA
Naveen Munjal
Managing Director
Hero Electric
John Muldoon
Principal Scientist For
Post Li-ion Battery
Research
TOYOTA
Dr. John Lee
President And CTO
LEO MOTORS
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Sherif Marakby
Director,
Electrification Programs
and Engineering
FORD
Doug MacAndrew
Technical Director
SMITH ELECTRIC
VEHICLES