2005 Guide Advanced Technology New-Model Development

Oct

ober

31,

2005

© 2

005

Cra

inC

omm

un

icat

ion

s G

mb

H.

All

rig

hts

res

erve

d

supplement to

2005 Guide2005 Guide

Advanced Technologyand

New-Model Development

Advanced Technologyand

New-Model Development

Guide_Titel_2.qxd 19.10.2005 18:20 Uhr

Chassis & Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4By-wire systems are making their way into European models by way of the brakes, transmissionsand safety systems. Electronics also are being used to improve steering, prevent skidding andmake the ride in today’s cars more comfortable.

Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Rising fuel prices and the prevailing belief that fuel cell vehicles are more than a decade away haveforced the auto industry to take new steps to reduce consumption. The solutions range from betterperforming engines and transmissions to fuels grown by the sun.

Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Headlights that see around corners, hoods that pop up and cruise control systems that can preventa crash are making cars safer for occupants – and pedestrians.

Convenience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Carmakers and suppliers are racing to find ways to allow their customers to enjoy hand-heldgadgets such as the iPod in the car. They also are getting closer to providing car air conditioningsystems that are better for the environment.

Senior product development executives and technical centers . . . .21DaimlerChrysler’s Thomas Weber, Ford Europe’s Joe Bakaj and Renault’s Patrick Pelata join anelite group of European executives who must decide what technologies will be on the cars oftomorrow. See who else is on the list and how to reach these important executives.

Design studios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Meet the people who are crafting the auto industry’s next design legends.

New-model development programs . . . . . . . . . . . . . . . . . . . . . . . . .29Find out when the hottest new cars will reach European markets.

Contents

October 31, 2005 Automotive News Europe 3 ◆

www.automotivenewseurope.com

Keith E. Crain: Publisher and Editorial DirectorPeter Brown: Associate Publisher and Executive EditorHelmut Kluger: Managing Director

Arjen Bongard: EditorTel: (49) 8153 907501EDITORIALGERMANY: Argelsrieder Feld 13 82234 Oberpfaffenhofen Tel: (49) 8153 907500 / Fax: (49) 8153 907510 e-mail: [email protected] Snyder, Managing EditorTel: (49) 8153 907502 e-mail: [email protected] McVeigh, News EditorTel: (49) 8153 907503 e-mail: [email protected] Bootiman, Production EditorTel: (49) 8153 907511e-mail: [email protected] A. Bolduc, ReporterTel: (49) 8153 907504e-mail: [email protected]

Jason Stein, ReporterTel: (49) 8153 907523e-mail: [email protected] Kähler, Editorial AssistantTel: (49) 8153 907509e-mail: [email protected]

ADVERTISINGGERMANY: Argelsrieder Feld 13 82234 OberpfaffenhofenThomas Heringer, Sales and Marketing DirectorTel: (49) 8153 907404 / Fax: (49) 8153 907426e-mail: [email protected]

UK, FRANCE, SPAIN, SCANDINAVIA, E. EUROPE:Duncan Ingram, Sales ManagerTel: (44) 1296 633377 e-mail: [email protected]

ASIA, BENELUX:Nick White, Director of Business DevelopmentTel: (44) 1883 734785 / Fax: (44) 1883 734786e-mail: [email protected]

GERMANY, AUSTRIA, SWITZERLAND, ITALY:Nina Sauer, Sales ManagerTel: (49) 8153 907520 / Fax: (49) 8153 907530e-mail: [email protected]

Irina Heiligensetzer, Production/Sales SupportTel: (49) 8153 907521 / Fax: (49) 8153 907425e-mail: [email protected]

USA: 1155 Gratiot Avenue, Detroit, MI 48207Tony Merpi, Group Advertising DirectorLarry Schlagheck, US Advertising DirectorTel: (1) 313 446-6030 / Fax: (1) 313 446-8030

John Fitzgerald: Director of Business Planning, Automotive News Group

CIRCULATIONSabine Walter: Circulation ManagerTel: (49) 8153 907415Anneli Krueger: Circulation Assistant Tel: (49) 8153 907462Fax: (49) 8153 907428

Crain Communications GmbH, Helmut Kluger: Managing DirectorPrinted in Germany by Augsburger Druck- und Verlagshaus, Aindlinger Str. 17-19, 86167 Augsburg, Germany.© 2005 Crain Communications GmbH. No part of thispublication may be reproduced, stored in a retrieval systemor transmitted in any form or by any means, electronic ormechanical, photocopying, recording or otherwise withoutthe permission of the publisher. All rights reserved.

Automotive News

Europe

Crain Communications Inc.Keith E. Crain Rance Crain

Chairman PresidentM.K. Crain M.P. CrainTreasurer Secretary

Robert C. Adams William A. MorrowGroup Vice President/ Executive Vice Tech., Manufacturing, President, Operations

Circulation

G.D. Crain Jr. Mrs G.D. Crain Jr.Founder (1885-1973) Chairman (1911-1996)

◆

ON THE COVER: The night vision system available on the eighth-generationMercedes S class helps drivers see better in the dark. Using infrared technology, thedevice extends a driver’s visibility about 150 meters. See story, Page 15

Seeing in the dark, parking without touching the steering wheel and never having to worry about a flat tire again are some of the luxuries that today’s drivers enjoy. This guide looks at those high-tech solutions as well as the

technologies that will make next-generation models even safer, more fuel efficient and more fun to drive.In addition, the guide provides you with the names of the product development executives who will decide which new technologies will enter tomorrow’s cars. Byreading this guide, you’ll also learn who the creative geniuses are behind the exteriorand interior looks of those future-generation models. This special section concludes by revealing things you probably didn’t know aboutsome key new models.We hope you enjoy this look at future technologies and the people who are integrating them into the car. Arjen Bongard, Editor

AN_suppl_051031_03.qxd 19.10.2005 19:18 Uhr Page 3

ELECTRIC POWERSTEERING

Electric power steeringremoves the need for hoses

and pumps, and offers fuelsavings over hydraulic steering.

HOW IT WORKSA battery-driven electric

motor provides the drive on thesteering system rather than ahydraulic device operated bythe engine. The solution alsodisconnects the steeringsystem’s power needs from theengine resulting in better fueleconomy than hydraulicsteering in a typical small car.

WHERE TO FIND ITElectric power steering is

most common in Europe andJapan but can also be found inthe US. Globally, about half of allnew cars are expected to haveelectric power steering by 2010.

The majority of the newsmall cars in Europe andJapan now have thetechnology. The 2005Volkswagen Passat is the firstvolume car above the lower-medium segment in Europe toget the technology. In NorthAmerica, electric powersteering is standard onChevrolet Malibu. Thetechnology also is available onthe new Lexus GS and typicallyis found in hybrid cars.

OBSTACLESFor suppliers, the cost of

electric power steering is still

relatively high, said PeterRieth, head of advancedengineering at ContinentalAutomotive Systems. As aresult, he said, “OEMs [are]very keen to have extrafunctions when they have

integrated electric powersteering.” Continental hasaddressed this need by usingan electronic control unit tolink its second-generationelectronic stability control toits electric power steering.Another issue is that electricpower steering is only startingto have enough power to beused in the upper-mediumsegment and above. The axleweight and the associatedtorque loads required to turnthe wheels in bigger carswould quickly drain thebattery.

PRIMARY SUPPLIERS Delphi, Koyo, NSK, Showa,

TRW Automotive, Visteon, ZFLenksysteme.

– Alex Graham

◆ 4 Automotive News Europe

By-wire replacing mechanical systems

By-wire systems can eliminate some of thejumble of hydraulic and mechanical links

in the car, replacing them with an electricarchitecture controlled by microprocessors.

A big benefit is that by-wire requiresfewer mechanical parts. That givesautomakers greater flexibility in a vehicle’sdesign. For example, the driver could bepositioned anywhere inside the car. Even inthe back seat.

Here’s why: Drive-by-wire technologyuses sensors to translate steering orbraking movements by the driver intoelectronic signals. Onboard computersinterpret the movements and relay them toelectric motors and actuators connected tothe moving parts of the car. The systemsrespond more quickly than today’s controlsand can give feedback to the computer asthey operate, allowing the car to deliverprecise performance.

By-wire systems already have replaceddirect links in one area.

“Most cars nowadays don’t have amechanical linkage between the acceleratorpedal and the fuel injection system. It’sdone electronically, and most people don’teven realize there’s no mechanical linkage,”says Steven Brown, director of NorthAmerican Programs for SKF Automotive’sdrive-by-wire business unit.

Little fanfareWhile General Motors demonstrated

drive-by-wire on its Autonomy and Hy-wirefuel cell concept cars in 2002 and 2003, moreprogress has happened with less fanfare inrecent years – especially in European-builtvehicles. Brakes, transmissions and safetysystems are bringing by-wire technologyinto the vehicle in small steps.

Electronic parking brakes such as thoseon the BMW 7 series, Audi A8 and RenaultVel Satis are examples.

Hybrid vehicles including the ToyotaPrius and Honda Civic Hybrid haveintroduced drivers to the advantages ofregenerative braking, a kind of brake-by-wire system that converts forward motioninto stored battery energy.

Shift-by-wire technology is available onhigh-end autos such as the Aston Martin DB9and Rolls-Royce Phantom, as well as someBMW, Mercedes-Benz and Lexus models.

Also, comfort and safety systems such asadaptive cruise control, automated parallelparking and steering intervention for lane-keeping, such as those shown byContinental Teves at last month’s IAA inFrankfurt, rely on by-wire control of somesteering and braking functions.

Any supplier doing work in the by-wirearena will tell you there are obstacles to massadoption of the technology. The auto industryis used to the highly refined technologycurrently in place. Also, car buyers are notclamoring for a change and some early by-wire technology features haven’t sold well.Until by-wire systems combine moreadvantages into a single system, adoption ofthe technology will be gradual.

By-wire adaptation stumbled whenpromised 42-volt electrical systems failed tobecome an industry standard, but new dual-voltage systems offer promise of enoughpower for high-force uses such as brakingand steering.

A European consortium called SPARC –short for Secure Propulsion using AdvancedRedundant Control – and organized byDaimlerChrysler and Fiat is working on by-wire accident-avoiding truck and cardemonstration vehicles. ANE

Chassis & Materials

October 31, 2005

Losing the linkPrimary suppliers of by-wire solutions:

● Bosch ● Continental● Delphi ● Denso ● Johnson Controls ● Hitachi ● Magneti Marelli ● Magna Steyr

● Mitsubishi Electric ● Motorola ● Siemens VDO● SKF ● Toyota ● TRW ● Valeo ● Visteon

TIM MORAN

AUTOMOTIVE NEWS EUROPE

Steer-by-wire means the end of the mechanical connection between the steering wheeland the road wheels. Electronically controlled actuators set the steering angles.

Delphi supplies its column-drive electric power steeringto the Opel Meriva. Theelectric motor is mounted onthe steering column (circled).

AN_suppl_051031_4-6.qxd 19.10.2005 19:22 Uhr Page 4

CONTINUOUSDAMPING CONTROL

Continuous damping controlis an electronic system that

can adjust the tension in ashock absorber to create amore dynamic ride quality forthe vehicle. The technologyincludes the use of magneto-rheological fluid that can bemade syrupy or water-likedepending on a mild electricalcharge. Other suppliers useelectronics to continuouslyvary the valves that controlfluid flow within the shock.Both systems let the shocksadjust to road input formaximum stability, handlingand comfort.

HOW IT WORKSIn US supplier Delphi’s

system the oil normally used inshocks and struts is replacedby a magneto-rheological fluid,which surges through specialorifices to dampen axle motion.When an electromagnetic coilinside the damper’s piston isactivated, the fluid’s

components align differently,rendering it thicker or thinneras needed. A computercontrols the coil to provide veryfast reaction to road inputsbased on input from sensorsthat monitor body and wheelmotions. Others, including ZFSachs of Germany, use a valvecontrol mechanism fordamping. Continuous valvecontrol uses a combination ofacceleration, displacement andsteering sensors to help anelectronic control unit choose adamping level for thesuspension. An electronic valveon each shock or strut reacts tothe computer commands byrestricting or enlarging thechannel that oil flows through.

WHERE TO FIND ITThis technology is mainly

seen in high-end and sportscars, but that is starting tochange. “Now it’s moving intomedium-class cars,” saidThomas Kutsche, head ofdevelopment of variabledamping systems at ZF Sachs.“There’s a general trend in

this direction.”In 2004, ZF Sachs provided

continuous damping controlto 175,000 vehicles. For2005, it will supplyabout 225,000vehicles. The newFord Galaxy largeminivan willhave Ford’snew continuousdampingcontrol.

OBSTACLESThis technology

is moving slowerinto mass-marketvehicles than otherssuch as tirepressuremonitoring systems orelectronic stability controlbecause it offers fewer clear-cut benefits to the consumer.The main issues are cost andmaintenance. Shocks are ahigh-wear item, which meansreplacement could beexpensive. Also, integratingelectrical, mechanical andhydraulic components in an

exposed underbody locationincreases the complexity ofdiagnostics.

PRIMARY SUPPLIERSThe main suppliers are

Delphi, Tenneco Automotive,ZF Sachs, Continental Tevesand most other shock absorbermakers.

– Alex Graham


ELECTRONIC STABILITYCONTROL

E lectronic stability control helps preventskids and swerves that can happen in an

emergency. This makes ESC especiallyeffective in combating rollover accidents.

HOW IT WORKSThe electronic control unit at the heart of

the ESC system brakes each wheelindividually and decreases engine torque tomaintain a stable direction of travel. ESCcontinuously monitors key inputs such asyaw rate and wheel speed.

WHERE TO FIND ITThe overall installation rate in 2004 was

about 40 percent in western Europe. It tookantilock brakes twice as long to achieve a similar level, according to data fromGerman supplier Robert Bosch.

A law adopted in August 2005 requires USregulators to develop standards aimed atpreventing rollover crashes. Even withoutthe new law, the US National HighwayTraffic Safety Administration appearedheaded toward adoption of an antirolloverrule. Automakers also have been increasinginstallation rates for electronic stabilitycontrol systems in the US. As a result,installation rates should grow to about 50 percent of all passenger cars in NorthAmerica by 2009.

TRW Automotive has cooperated withGoodyear to develop ESC that can be linkedto the characteristics of the tires. New tiresare often fitted with identity tags. Usingthose tags “we can tailor the ESC softwareto suit different tires and wheels,” says PhilCunningham, product business director forchassis systems at TRW Automotive. “For

little or no cost, we can increase theperformance of the ESC.”

OBSTACLESConsumer and dealer awareness of ESC

remains relatively low, especially in NorthAmerica. As a result, Bosch in particularhas put considerable effort into holdingevents to raise awareness amongconsumers. ESC systems are increasinglyrequired to interact with a number of othersystems in the vehicle – such as steering,adaptive cruise control and tires –increasing the risk of electronics problems.

PRIMARY SUPPLIERS Advics, Bosch, Continental Teves, Delphi,

TRW Automotive.– Alex Graham

Chassis & Materials

October 31, 2005

PLASTIC PARTS

S uppliers are substituting super-strength plastic for steel in some

components such as front-end modulesand instrument panels. It’s a trend thatbegan in Europe and is finding its way intoNorth American vehicle programs.

HOW IT WORKSInjection molded plastic is mixed with

glass fibers to create high-strengthstructural frames and carriers forcomponents. These structural parts arestronger than standard plastic parts.

WHERE TO FIND ITFaurecia of France announced in July

2005 that it won a contract with the Chryslergroup, which includes Chrysler, Dodge andJeep, to make what it calls High IntegratedModule door systems in the US using acarrier made with an injection-molded long-fiber thermoplastic. The module consists of asingle structural plastic part that includesmechanical functions such as the window liftunit, internal and external handles, speakersand electrical harness. In addition,ArvinMeritor recently introduced what itterms as its Highly Integrated Plastic doormodule, which also uses a thermoplasticcomposite to replace a steel inner structure.

OBSTACLESAlthough the price of steel is high, the

resins used to make high-strength plasticsmay cost more per pound than steel.

PRIMARY SUPPLIERS Faurecia, ArvinMeritor, HBPO (a joint

venture with Hella, Behr and PlasticOmnium), RheTech Inc., Owens Corning.

– Rhoda Miel, Chaz Osburn

The modulator (1) and electroniccontrol unit (2) are at the heart ofContinental’s second-generationelectronic stability control system. The system provides individual wheelbraking to keep a vehicle from slidingout of control.

Sensors for acceleration, displacementand steering help an electronic controlunit (left) choose a damping level forthe suspension in ZF Sachs’ system.



The early optimism for hydrogen-poweredfuel cell vehicles got a reality check in

2005. With the exception of General Motors,virtually no automaker, supplier, energycompany or government official expects fuelcell vehicles to be ready for massproduction until at least 2020.

Even GM has softened its once bullishposition on fuel cells. Instead of having acomplete vehicle ready for production in2010, GM says it now plans to have a fuelcell powertrain tested and validated by theend of the decade.

Because fuel cell vehicles are so far offand because automakers need a mid-termstrategy to reduce consumption and loweremissions, gasoline-electric hybrids movedinto the lead this year as the quickest andleast expensive way to achieve those goals.

The new generation of clean-runningdiesels will be another fuel-savingpowertrain available in North America, butmore on that later.

Gasoline-electric hybrids will account forslightly less than 200,000 of the roughly 17 million vehicles expected to be sold in theUS this year.

In western Europe, hybrid sales willaccount for less than 40,000 units of theregion’s forecast 14.6 million car sales this year.

Despite the small numbers, most majorautomakers have or will be investing in thetechnology and launching new hybridmodels starting next year.

Hybrids are not expected to be widelyavailable in Europe until around 2008 or2009. They likely won’t get as warm areception as in the US. Hybrids will becompeting against thrifty diesel engines,which already account for about half thenew-cars sales in western Europe.

General Motors, DaimlerChrysler andBMW formed a partnership that will see allthree companies use a dual-mode hybridsystem with two electric motors thatreduces fuel consumption in both city andhighway driving.

The powertrain will be used in SUVsstarting in 2008.

Coming from FordFord, fresh off the success of its hybrid

Escape SUV in the US, launched a Mercuryversion called the Mariner and hasannounced that it will boost hybridproduction to 250,000 units in five years.

The next hybrids from Ford will be theFord Fusion and Mercury Milan compactsedans.

Ford aims to start selling modelsequipped with a hybrid powertrain inEurope by 2007.

Toyota, the leader in hybrid sales, plans

to raise global production to 1 million unitsa year by 2012. Toyota sold about 135,000hybrids worldwide in 2004.

Diesels, which are hugely popular inEurope, will be returning to the NorthAmerican market in significant numbersstarting in 2008.

Cleaner fuel that dramatically reducessulfur emissions will be introduced in theUS in late 2006. By using urea to clean theexhaust, D/C, BMW, GM and Ford will beable to meet strict new emission regulationsthat require diesel engines to run as cleanlyas gasoline engines.

D/C already has confirmed that dieselsare scheduled for several US-boundMercedes-Benz models starting in 2008.

The Chrysler group, which includesChrysler, Dodge and Jeep, has had successselling the diesel version of the Jeep LibertySUV (badged the Cherokee in Europe) inthe US and could add diesel versions of the Chrysler 300 sedan and Jeep GrandCherokee SUV.

Meanwhile, engineers are continuingwork on both the gasoline and dieselinternal combustion engine.

Several potential breakthroughs couldsee dramatic improvements in emissionsand efficiency.

Fuel cell hybridFord last year launched production of a

small fleet of Ford Focus FCV sedans fortesting in the US and Canada. FCVs alsowill be tested in Germany.

The FCV is a hybrid car that uses a fuelcell powertrain supplied by Ballard Power

Systems as well as a nickel-metal hydridebattery pack and a brake-by-wire electro-hydraulic regenerative braking system. Thefuel cell engine converts chemical energyinto electric energy using hydrogen fuel andoxygen from the air.

The electric energy then powers thevehicle’s electric drive motor, producing onlywater vapor and heat as byproducts.

Finally, fuel cell researchers are makingprogress but are still struggling with somevery tough problems.

The cost per kilowatt hour is still about 10 times too high, cold-weatherperformance is not up to the samestandards as internal combustion enginesand no one has figured out how to produceand distribute enough hydrogen to replacegasoline. ANE

Powertrain

October 31, 2005

Ford Motor Co. is one of several automakers testing fuel cell vehicles, including ahybrid fuel cell vehicle. While the Ford Focus FCV (above) appears no different than aconventional Focus, the floorpan is actually a hydrogen fuel cell and auxiliary energysystem that can supply electricity to the powertrain. A hydrogen tank is in the trunk.The FCV also has a nickel-metal hydride battery pack and a brake-by-wireregenerative braking system.

Clean alternatives

Suppliers working on low-emission powertrains:

Hybrids Fuel cells● Aisin Systems ● Ballard Power ● Robert Bosch ● Delphi ● Continental ● DuPont● Delphi ● GM● Denso ● UTC Fuel Cells● Siemens VDO● Toyota ● Visteon ● ZF

Hybrid choices will multiplyuntil fuel cell technology arrives

RICHARD TRUETT



DUAL-CLUTCH TRANSMISSIONS

Dual-clutch transmissions promise thesmooth operation of automatic

transmissions with fuel economy equal to orbetter than manual transmissions. Likecontinuously variable transmissions andautomated manual transmissions, the dual-clutch solution offers better fuel economythan automatic transmissions, which losepower and fuel economy in the torqueconverter. Transmission specialists expectdual-clutch transmission technology to gainshare in Europe and the US during the nextfive years.

HOW IT WORKSThe dual-clutch transmission works like

two automatic transmissions side by side. Ina six-speed version, one clutch wouldoperate first, third and fifth gear, while theother would operate second, fourth andsixth.

Because the transmission uses two

clutches with rapid switches from one to theother, there is no lurch between gears. Thesolution allows drivers to either set thetransmission as an automatic requiring nomanual shifting or lets drivers manuallyshift without depressing a clutch pedal.

WHERE TO FIND ITEurope’s largest automaker, Volkswagen,

offers the solution, which it calls DSG, as anoption on 10 models. DSG is short for directshift gearbox.

About 11 percent of the VW Golfs sold inwestern Europe are equipped with DSG.

In the US, the VW group offers DSG as anoption on the VW Jetta and Audi A3 and TT.

Analysts expect Ford will offer thesolution in Europe on the Mondeo andGalaxy. They also believe Volvos rangingfrom the C30 to the V70 or even the XC90could get dual-clutch technology.

OBSTACLESA disadvantage of dual-clutch transmissions

is that, because of low volume, it costs more tomake than most manual transmissions.

PRIMARY SUPPLIERSBorgWarner is the only supplier with its

dual-clutch technology in a mass-marketmodel. Its competitors include Germany’s ZF Friedrichshafen, Getrag, LuK, France’sValeo and Graziano Trasmissioni of Italy.

– Chris Wright


ALTERNATIVE FUELS

The threat of running out of crude oil andconcerns about the environment are

driving the industry to adopt alternativefuels for internal combustion engines.

The industry’s focus is on two groups:those based on natural gas and those madefrom biomass. Hydrogen – an alternative forthe distant future – is not a fuel but anenergy carrier. Legislation is driving theresearch. European Union laws focus onreducing carbon dioxide, a greenhouse gasthat some scientists blame for globalwarming, but are not as tough onparticulate matter (soot) and nitrogenoxides (NOx), which are blamed fordamaging respiratory systems, aggravatingasthma and even death.

US and Japanese regulations focus moreon reducing soot and NOx.

HOW THEY WORKNatural gas in compressed condition is a

practical and efficient alternative fuel.Compressed natural gas (CNG) has anadvantage over other fossil fuels: It containsless carbon and in turn produces less CO2when burned. Gas-to-liquid (GTL) is a moresophisticated fuel. It is made from naturalgas with naphtha as an additive. GTLreduces diesel emissions, plus, both CNGand GTL are sulfur free. Biomass-to-liquid(BTL) fuels are another option. Becausebiofuels are made from plants, trees or otherorganic matter that absorb CO2 to grow,they are almost CO2 neutral. Biofuels alsocan be mixed with existing fuels to improvetheir properties and reduce emissions suchas NOx. BTL can be made from differentmaterials. In Brazil, sugar cane is used toproduce ethanol. Rapeseed oil is used tocreate biodiesel in Europe.

WHERE TO FIND THEMAvailable in much of Europe, biodiesel is

a blend of 5.75 percent of a BTL fuel such asrapeseed oil with diesel fuel. Italy andHolland are Europe’s top markets for carsthat can operate using gasoline with either

CNG or liquefied petroleum gas, butcombined 2005 new-car sales in eachcountry won’t exceed 10,000 this year. InSweden, E85 (a mixture of 85 percentgasoline and 15 percent ethanol) is used aspart of a nationwide government project.Today, 4 million Brazilian cars, or 40percent, are running on a local mixture of 25 percent ethanol and 75 percent gasoline.

OBSTACLESDistribution and cost are the main

obstacles. It is difficult to find a place to fillup a car that runs on an alternative fuel,and expensive modifications need to bemade to the car so that it can burn thealternative fuel. There is one other problem:

“The car industry is still mainly focused oncontemporary gasoline and diesel enginedevelopments,” said Diane Lance, managerof the chemistry department at Ricardoautomotive consultants in the UK.“Therefore, alternative fuels may remainplaying a niche role or be tailored to matchthe specifications of existing fossil fuels.”

PRIMARY SUPPLIERSAll European carmakers offer modified

versions of their mainstream models sothat the cars can run on CNG, GTL orBTL. All oil companies are working onincreasing natural gas production andconversion to GTL.

– Wim Oude Weernink

Powertrain

Oil made from rapeseed is used to create biodiesel in Europe.

The dual-clutch transmission works liketwo automatic transmissions side by side.


CAMLESS ENGINES

The fewer friction-causing,energy-robbing parts to an

engine, the better itsefficiency. Until recently, fewproduction engineers couldenvision a way to eliminatecamshafts and their timinghardware. Driven using powerfrom the engine crankshaft,rolling camshafts and theirlobes have been used toactuate valves since the dawnof the internal combustionengine itself. Variable valvetiming has brought efficiencyadvances, but only by alteringthe way the camshaft contactsthe valves. So-called camlesstechnology may allow forengines that get up to 35 percent greater fueleconomy than a conventionalgasoline engine while loweringengine emissions.

HOW IT WORKSIn a camless engine, the

valves are opened and closedelectronically. Unlikemechanical systems, whichgive fixed amounts of valvetravel and timing, an electro-hydraulic device can movevalves independently to any liftposition for any durationdesired. This gives anopportunity for enginesystems to tailor theperformance of each piston onevery cycle, increasing fuel

economy and engine torquewhile reducing emissions.Beyond valve adjustmentalone, camless technologycould allow for ultra-lightweight valves because theneed to absorb the force andaction of rolling camshafts iseliminated. Some engineershave suggested that camlesstechnology could ultimatelyuse waste exhaust gases topower valve motion. But, thatconcept is far in the future.

WHERE TO FIND ITValeo, which calls its

camless technology SmartValve Actuation, announced atlast month’s IAA in Frankfurtthat it expects several leadingcarmakers to introduce thetechnology in 2009.

Valeo says the technologycould reduce vehicleemissions 20 percent versus aconventional engine.

Earlier this year Valeoacquired Johnson ControlsInc.’s engine-electronics unitto gain expertise in camlessengines.

OBSTACLESDurability and cost.

PRIMARY SUPPLIERSCamcon, Eaton, Lotus

Engineering, SturmanIndustries, TRW Automotive,Valeo.

– Tim Moran

TURBOCHARGERS

A lmost all direct-injectiondiesel engines use variable

geometry turbochargers. As of2005, no production gasolineengine had been fitted with avariable geometryturbocharger. Gasolineengines typically have fixed-vane turbochargers.

HOW IT WORKSExhaust gases are recycled

and forced through theturbine, causing it to rotate.This draws in air from outside,which is cooled and forced intothe engine cylinders. Theextra air creates morepowerful and efficientcombustion. This in turn boostseconomy and performance, andcuts emissions.

WHERE TO FIND ITThey are on most diesel

models sold in Europe and theUS. By 2008, sources expectglobal turbocharger demandto exceed 16 million units. Atlast month’s IAA in Frankfurt,Volkswagen presented its newTwincharger system for direct-injection gasoline engines.VW’s technology uses anelectrically poweredsupercharger from Eaton anda turbo to provide a boostthrough the entire enginespeed range.

In Europe, the Twincharger

is on the new VW Golf GT andwill be an option on the VWTouran starting next year.

OBSTACLESThe high exhaust

temperature and range ofoperating speeds in a gasolineengine are more demandingthan in diesel engines. Themaximum temperature of adiesel’s exhaust is about 800 Celsius; gas engines canrun up to 1000 C.

As a result, it costs toomuch to make the movableturbine blades durable enoughto withstand the heat in direct-injection gasoline engines.

PRIMARY SUPPLIERSMitsubishi Heavy Industries,

BorgWarner and Honeywell.– Alex Graham


GASOLINE DIRECT INJECTION

Gasoline direct injection got off to a falsestart in the 1990s. Mitsubishi invested

heavily in the technology, but in Europe itscars failed to live up to their fuel-savingpromise so most buyers stayed with theirdiesels. Pressure to compete with diesels inEurope and the global requirement toimprove fuel economy – without sacrificingperformance – has sparked a renewedinterest in GDI.

HOW IT WORKSGDI improves the efficiency of gasoline

engines by providing greater control ofthe fuel-air mixture and the combustionprocesses. Fuel can be injected inprecisely the desired location – generallyright next to the spark plug – to maximizepower and keep pollutant emissions to aminimum.

Two main types of GDI are used –homogeneous and stratified charge.Homogeneous GDI is the simpler of thetwo. The fuel-air mixture remainsconstant throughout. That means aconventional three-way catalyst is allthat’s needed for exhaust-gas aftertreatment. Stratified charge is moreoriented toward fuel saving and relies onburning a small pocket of rich mixturesurrounded by an excess of air. These so-called lean-burn systems are economical

on partial loads – savings of up to 20percent are claimed – but need a muchricher fuel-air mixture for high-loadoperation, such as carrying heavy objects.The high amount of nitrogen oxidesproduced in lean-burn mode means costly

after-treatment systems are needed.

WHERE TO FIND ITThe Volkswagen group offers direct-

injection gasoline versions of many VW andAudi cars. VW calls the technology FSI, whichmeans fuel stratified injection. BMW is set toroll out direct injection across its entiregasoline range in late 2006. “Our focus is notone or two niche models,” BMW spokesmanWieland Bruch said, “but to provide the bestavailable technology over all our modelranges.” BMW has a 6.0-liter direct-injectionV-12 engine in the face-lifted 7 series itdebuted in the spring. Plus, it revealed latelast year that the second-generation Mini willget direct-injection engines co-developedwith France’s PSA/Peugeot-Citroen.

OBSTACLESThe principal drawback is cost, especially

for stratified charge systems with theircomplex exhaust after-treatment set-up. The future looks better forhomogeneous-charge GDI engines.According to Lotus Engineering of the UK,the overall cost of such engines is still lessthan a modern Euro 4-compliant diesel.

PRIMARY SUPPLIERSAll the major injection equipment

suppliers including Robert Bosch, Delphi,Denso and Siemens VDO Automotive.

– Tony Lewin

Powertrain

October 31, 2005

In a GDI engine fuel is injected inprecisely the desired location – rightnext to the spark plug. This maximizespower and reduces emissions.

Volkswagen combined asupercharger (dark blue)with the turbocharger (red)for efficiency over a widerrange of engine speed.


RUN-FLAT TIRES

The main safety feature of run-flat tires is that they are

designed to prevent a driverfrom losing control when a tireloses pressure, especially at highspeeds. Equally important is thata driver can continue travelingon a punctured run-flat tire forup to 200km at a maximumspeed of 80kph before repairingthe tire. Another advantage ofrun-flat tires is that they alsoeliminate the need for a sparetire creating more trunk space inthe vehicle and reducing weight.

HOW IT WORKS There are two types of run-

flat tires: auxiliary support orself-support. Auxiliary supporttires have a structure inside thetire that can support the weightof the car when the tire deflates.Self-supporting tires have highlyreinforced sidewalls that cansupport the weight of thevehicle. Both systems makesure a vehicle maintainsstability and the wheel does nottouch the road even if there is atotal loss of tire pressure.

WHERE TO FIND IT The solution is still limited

to premium brands withnotable exceptions being theHonda Odyssey and the ToyotaSienna in the US. Nearly allBMW models, including theMini Cooper, are equipped withrun-flats. The tires areavailable in the Audi A4, A6and A8 ranges.

Mercedes-Benz offers it onthe S class and the SLK class.The Cadillac and Lexus alsooffer the solution.

OBSTACLES Costs, weight and ride quality

are the main issues. Run-flattires are more expensive thanregular tires, especially whencombined with tire-pressuremonitoring systems, because ofthe added maintenance costs.The added weight inside eachtire, about a kilogram, creates ahigher rolling resistance whichlowers fuel economy. Run flatsalso have a reduced ability toabsorb bumps, making the ridemore harsh. Also, some

European countries requirecars to carry a spare tireregardless of run-flattechnology which eliminatesany potential space advantage.

PRIMARY SUPPLIERS Most tire makers including

Michelin, Continental, BFGoodrich, Bridgestone, Dunlop,Pirelli and Yokohama.

– Alex Ricciuti

TIRE-PRESSURE MONITORING SYSTEMS

Underinflation can cause wear on tires,which can lead to poor fuel economy

and, in worst cases, accidents. A tire-pressure monitoring system offers a way toincrease tire safety and add value to thevehicle at a relatively small cost. Followingthe tire tread separation on Ford Explorersequipped with Firestone tires, Americanlawmakers mandated automakers includetire-pressure monitoring systems onvehicles sold in the US. BeginningSeptember 1, 2007, all new four-wheelpassenger vehicles must be equipped with asystem that warns the driver when any onetire falls below 25 percent of itsrecommended inflation rate. There is nosimilar rule in Europe, but automakers inthe region have adopted the technology forpremium vehicles as well as for cars theysell in the US market. “We don’t expectTPMS to become mandatory any time soonin Europe. Nevertheless, the product isgetting more and more important as avoluntary additional feature,” Beruspokeswoman Monika Schmierer said.

HOW IT WORKS An electronic sensor is attached to the

inner end of the valve stem or mounted tothe wheel. The sensor transmits a low-power radio signal to a central control unitthat sets off the warning light when thepressure reading drops below a designatedtrigger point. Third-generation systems alsocan measure tire temperature and registerthat information for the driver as well asprovide a more accurate pressure reading.

WHERE TO FIND IT Millions of vehicles in both Europe and North

America already feature tire-pressuremonitoring systems. They are still mainly foundin premium models, but in two years will be in allnew cars sold in the US.

OBSTACLES The environment inside the tire is harsh

on electronics. A lasting power source is needed and

batteries are not the best solution becausethey need to be maintained and replaced

often. Some sensor suppliers aredeveloping battery-less technology that willmake tire-pressure monitoring systemssmaller and lighter.

Sensors also can be damaged during tirerepair or tire installation.

PRIMARY SUPPLIERS Beru, Michelin, Continental Teves,

Johnson Controls, Schrader-Bridgeport,Pacific Industrial, TRW Automotive, IQ Mobil,SmarTire, Rayovac and Fleet Specialties Co.

– Alex Ricciuti


Safety

October 31, 2005

Third-generation tire-pressure monitoring systems also measure tire temperature.

Punctures don’t stop run-flattires like this one because thesupport ring is strong enoughto support the car’s weight.

The tire-pressuremonitor (lower left),and the support ring,which is made ofpolyurethaneand rubber,add about 1kgto the weightof the tire.



Safety

Ever since lights were addedto vehicles, it seems people

have tried to find ways to makethem swivel and focus to helpdrivers see their way.

The problem with earlyattempts to “steer” headlightswas the relatively low power ofthe beams, limitations of thesealed-beam headlamp designsthat dominated the automotivesector from 1941 through 1983and the difficulty of trulymatching mechanical linkagesto what the driver needed to see.

Today, adaptive lighting offersa new start with a clean slate andeffective technology.

Choices, choicesAdaptive lighting systems

divide into two broad categories.One uses additional bulbs housedin specially engineered reflectorswithin the headlight lensassembly to switch on extralights. The other uses motors andprojector lenses to mechanicallypivot one or both headlamps.Think of an eyeball in a socket.

The systems can work witheither halogen bulbs or xenonhigh-intensity discharge bulbs.

In either case, adaptivelighting relies on a complexreflector – the silver sculptedshape behind the bulbs – toprovide precise lightingpatterns. The need to changethe beam pattern is analyzed bya computer program that takesinput from sensors includingspeed, light level and steeringangle. When the adaptivelighting system determines thedriver is rounding a curve, itchanges the headlight beamangle to light the road surfacefarther along the curve.

European cars are morelikely than US cars to havemotorized lighting, as Europeanstandards already demandautomatic-leveling headlamps.

Mercedes-Benz offers activelights with a cornering function.The system uses a computer-controlled motor to move bi-xenon headlights, in which aprojector lens is used to giveboth low and high beams.

BMW, meanwhile, adds inputsfrom a lateral accelerationsensor (to measure the severityof a turn’s G-force) and mapinformation from the onboardnavigation system to tailor itssimilar active system.

The system is called Adaptive

Light Control and is standardon the 2006 330i.

Sensing a turnThe Audi A8 uses a fixed-bulb

cornering system that is calledAdaptive Light. The additionalbulb comes on when it sensesthe driver making or signaling aturn at speeds up to 70kph. Inaddition, the adaptive lightscome on to illuminate a tightparking spot or driveway whenthe driver is backing the car.

Adaptive lighting has mostlybeen limited to top-end luxurycars with xenon projector bulbsystems; the cost of motorizedlighting could limit adoption inlower cost mass markets.Drivers need to experienceadaptive lighting in order tovalue it as a feature, but mostcar sales do not include a night-time test drive. North Americanmanufacturers, not required tohave self-leveling headlamps,are unlikely to spend extra formotorized systems. Someautomakers may be waiting forlight-emitting diode frontlighting before makingsignificant lens changes. ANE

Light my wayPrimary suppliers ofadaptive lighting

When the adaptive lighting system on the new Mercedes-Benz S class determines the driver isrounding a curve, it changes the angle of the headlight beam.

● Automotive Lighting● Denso● Hella● Osram● Philips● II Stanley● Valeo Sylvania● Visteon

Adaptive lighting provides precise patternsTIM MORAN


Bright future for dim mirrors

The 2006 Citroen C6,PSA/Peugeot-Citroen’s new

upper-medium car, carriesexternal and internal rear-viewmirrors from US supplierGentex Corp. thatautomatically dim when brightheadlights hit them.

Internal auto-dimmingmirrors are standard on thecar, while external dimmingmirrors will be an option on allbut top-of-the-line trimpackages for the Citroen.

It’s the first three-mirrorsystem to be supplied inFrance by the Zeeland,Michigan, company. Theoutside dimming mirrors arealso available on the 2006Volkswagen Touareg and theMercedes-Benz CLS class.

Gentex mirrors useproprietary electrochromic geltechnology to dimproportionally to the amount oflight detected.

Trade secretWhile Gentex does not

discuss its trade secrets indetail, electrochromics typicallyuse layers of polarizing materialplaced within a sandwich ofglass plates.

Under normalcircumstances, the materialremains clear, but when a mildelectric current is passedthrough it, the polarity isexpressed by makingtranslucent what was

transparent. By making one ormore thin sandwiched layersreact with the gel, a darker anddarker filter can be placed overthe silvery reflective layer ofthe mirror.

The mirrors use acomplementary metal oxidesemiconductor chip to senseboth ambient light levelsforward of the car and brightlight sources coming frombehind the car, and sensorcircuitry to communicate witha digital microprocessor thatdoes not need signal amplifiersor other conversion circuitry todo its job. Gentex calls thesolid-state device an ActiveLight Sensor.

Gentex was the firstcompany in the world to supplyautomatic-dimming rear-viewmirrors when its productscame onto the market some 15 years ago.

Gentex dominates about 80 percent of the market forautomatic dimming mirrors;competitor Magna Donnellyholds about 16 percent. MagnaDonnelly refers to itselectrochromic mirror as solidpolymer matrix technology.

According to pressmaterials, Gentex’s customersinclude Audi, Bentley, BMW,Daimler-Chrysler, Fiat, Ford, General Motors, Honda, Hyundai, Isuzu, Kia,Lexus, Mazda, Mitsubishi,Nissan, Opel, Renault-Samsung, Rolls-Royce,SsangYong, Toyota,Volkswagen and Volvo.

– Tim Moran



PEDESTRIAN SAFETY

Automakers face increasing legislativedemands to make cars less dangerous

in the event of a collision with a person.Pedestrian fatalities make up nearly a thirdof the 40,000 annual car-related deaths inEurope. About 5,000 pedestrians are killedon US roads each year. That representsabout 12 percent of the total annualhighway death toll of 42,000 in the US. Mostof these deaths, estimated at 80 percent,are caused by head injuries resulting froma collision with the car hood, A-pillar orwindshield. Starting this month new typesof cars sold in the European Union mustmeet more demanding pedestrian safetyrules. By 2012, this requirement will beexpanded to all new cars.

HOW IT WORKSCar designers are taking three major

paths to meet the EU regulations. 1. Creating more space between the frontgrill and the so-called hard points such asthe engine and radiator to passively absorbkinetic energy from a collision. 2. Redesigning the car’s hood to make it abetter energy absorber and fitting it withactive safety systems such as a pop-upmechanism and airbags to deflect thepedestrian’s head away from thewindshield and A-pillars. 3. Equipping the car with active safetysystems such as night vision and activebraking systems to prevent any impactfrom ever taking place.

WHERE TO FIND ITThe Jaguar XK, scheduled for launch in

Europe in March 2006, will have the Autolivpop-up hood. The Honda Legend also willhave a pop-up hood in European markets.Raising the hood away from the engineresults in a 30 percent reduction in headinjuries. “You have a maximum of 60milliseconds to cover all sizes of people,”Honda Europe spokesman ThomasBrachmann said. The engine in the newMercedes-Benz S class has been lowered13mm to provide more crash-absorbingcrush space.

OBSTACLESActive systems put additional electronic

complexity into cars, which adds cost andincreases the risk of software-relatedproblems.

Changing the front ends of cars forcesdesigners to overcome engineeringchallenges while making sure their carsstill looks good.

PRIMARY SUPPLIERSThe main suppliers are Autoliv, TRW

Automotive, Denso, Robert Bosch,Siemens VDO Automotive, Valeo andHBPO, the venture between supplier Hella,Behr and Plastic Omnium

– Lyle Frink

Safety

NIGHT VISION

BMW and Mercedes-Benzeach will offer night vision on

upcoming vehicle programs forthe US and Europe. Thetechnology debuted in the USfive years ago. Demand for aRaytheon-built system wasbrisk when General Motorsintroduced it on the 2000Cadillac DeVille. But salesslowed, and GM dropped thefactory-installed option after the2005 model year. With thefeature gone from the DeVille,Toyota became the onlycarmaker offering a night visionsystem in the US.

HOW IT WORKSMercedes says the night

vision system on its new S classcan extend a driver’s visibilityabout 150 meters. The systembathes the road with infraredlight from two projectorsmounted in the headlightassemblies. An infrared camerain the windshield receives thereflected infrared light andshows it as a black-and-whiteimage on a screen on theinstrument panel.

BMW says the night visionsystem on its 2006 7 series iseffective up to 300 meters. It,too, uses an infrared camera.The image is displayed on theiDrive monitor on the top center

of the instrument panel.Honda offers what it calls

Intelligent Night Vision on theHonda Legend in Japan. Acamera detects heat-emittingobjects as far as 460 meters

ahead of the car and projectsthe image onto the lower leftportion of the windshield.

Toyota’s Night View system,available on the Lexus LX470 inthe US and other models inJapan, uses so-called near-infrared technology toilluminate everything in front ofthe vehicle up to about 150 meters. Two lamps in thegrille project light beams thatreflect off objects in thevehicle’s path, bouncing back toa camera mounted inside thetop of the windshield. Acomputer processes thereflected images and projects ablack-and-white image onto asection of the windshield.

OBSTACLESLike many other new

technologies, cost is a big factor.And there are limitations. Forexample, Honda’s system willnot function if the temperaturerises above 30 Celsius.

PRIMARY SUPPLIERSAutoliv, L-3 Communications,

Raytheon, Siemens VDOAutomotive.

– Chaz Osburn

Mercedes made numerous changes to the front of the new S class to make it morepedestrian friendly.

Siemens VDO’s Night Vision, which is integrated in the head-updisplay, could make driving in the dark more comfortable byhelping drivers identify potential hazards earlier.



Safety

October 31, 2005

ADAPTIVE CRUISECONTROL

Adaptive cruise control letsthe car maintain a driver-

selected speed whileautomatically adjusting tochanging traffic. Second-generation systems work instop-and-go situations, animprovement over the firstgeneration, which would notfunction at speeds below 30kph.

HOW IT WORKSAdaptive cruise control

systems use radar, or an infrareddetector beam or lidar, a light-based system. If the systemsenses a slower moving vehicleahead, it automatically reducesspeed to avoid getting too close.Second-generation systems suchas Robert Bosch’s ACCplus canbring a car to a complete stop, ifnecessary. Once the target movesout of the lane, the deviceautomatically returns to the pre-set speed.

WHERE TO FIND ITThe models that feature

adaptive cruise control include:the BMW 3, 5 and 7 series,Mercedes-Benz S class,Volkswagen Phaeton, Audi A8and Q7, Cadillac XLR andJaguar XKR. In the US, Toyotaoffers the system on the SiennaXLE minivan. TRW AutomotiveInc.’s second-generation systemis an option on the 2006 model

Volkswagen Passat. Delphi,Siemens VDO Automotive andContinental will feature theirlatest solutions on as-yet-unnamed 2006 models.

OBSTACLESThe systems to support the

controls are expensive,

especially the newest variants,which combine adaptive cruisecontrol with other driver-assistfunctions such as collisionwarning, night vision and blind-spot detection. Sensors behindthe front bumper are exposed tothe elements and can bedamaged or misaligned in

minor collisions. Some systemscan be deceived by sharpcurves and in rain or snow.

PRIMARY SUPPLIERSBosch, Continental, Delphi,

Motorola, Siemens VDO, TRWAutomotive, Visteon.

– Ian Morton

Cars equipped with adaptive cruise control automatically slow when another car gets too close.When the object gets out of the way, the car returns to a driver-set speed.

LANE DEPARTUREWARNING

Lane-departure warningsystems are being

developed to help distracted ordrowsy motorists avoid anaccident. Almost 2 millionaccidents a year are attributedto drivers inadvertentlychanging lanes.

HOW IT WORKS Lane-departure warning

systems use sensors, such ascameras or near-range radar,to monitor the lane. Thesystems determine thedirection and position of thevehicle in relation to lanemarkers. When the technologyrecognizes that a lanedeparture is imminent it sendsa signal to the driver. Somesystems make a noise, otherscause a vibration of thesteering wheel or the driver’sseat. Advanced systems canautomatically steer the vehicleback into the lane. In the

future, the system could beextended to help a driverchange lanes and avoidcollisions with vehicles in adriver’s blind spot.

WHERE TO FIND IT In Europe on the Citroen C4,

C5 and C6. US models with the

solution include the FX45 andM45 from Infiniti, Nissan’sluxury division. Toyota isequipping some of its modelsin Japan. General Motorsfeatured the technology on theCadillac STS SAE 100 conceptit showed in April at the SAEWorld Congress in Detroit.

Ford Motor Co. andDaimlerChrysler also havebeen testing lane departurewarning systems.

OBSTACLESChallenges include stopping

false alarms and getting thesystem to work properlyduring some types of badweather and on roads that arenot well marked. Anotherdrawback is price – more thanE1,000 in many cases.

PRIMARY SUPPLIERS Valeo has been fastest to

market: its systems are onCitroens and it supplies aseparate system to Nissanthat was developed by Iteris.Aisin Seiki’s lane departurewarning system can be foundon Toyota models.Continental, Delphi, Denso,Hella, Robert Bosch, SiemensVDO Automotive and Visteonall aim to have their systemsin production models beforethe end of the decade.

– Chris Wright

Many lane-departure warning systems use a camera mountedon the windshield to monitor lane markers on roadways. Strayover a line and the system will be activated.



Convenience

People want to listen to their own music intheir cars. This desire has been the

catalyst behind the installation ofeverything from eight-track tape players tocompact disc players to digital musicsystems to satellite radio receivers.

In each case the auto industry has beenslow to satisfy the new desire.

Along with trying to catch up with thesurge in popularity of Apple’s iPod andother MP3 players, automakers are lookingfor ways to allow people to use hand-helddevices such as mobile phones and personaldigital assistants in the car in a better andsafer way.

Getting connectedLast year, BMW started to offer the

option of having an iPod connectionretrofitted into the glove boxes of itsmodels. BMW’s system lets the drivercontrol the iPod by using the standardbuttons on the steering wheel.

BMW spokesman Frank Schlöder saidthe carmaker’s target is to have a standardUSB interface so that all MP3 players canbe used in the brand’s cars. He said futuregenerations of BMW’s cars will offer thefeature, but he couldn’t reveal when.

Starting this year, Mercedes-Benz modelssuch as the B class allow users to playmusic stored on an iPod through thevehicle’s in-car system and control the iPodthrough standard stereo buttons on theinstrument panel and steering wheel.

Users even can display their iPod songinformation on the instrument cluster.

The integration works through the 30-pinconnector on the bottom of every iPod andiPod Mini.

That connection will continue to exist, sothe auto industry has a specific standardaround which to design its systems.

Coordinated effort In-car solutions will require renewed

emphasis on coordinating vehicle interiordesign, electronic connections, wirehousings and LED displays to make it allwork seamlessly for the vehicle owner.

“That is a major issue,” said Hans-GerdKrekels, vice president of product andinnovation management for Siemens VDOAutomotive’s infotainment solutions. “Thesimpler the design on the outside, the morecomplicated it is [on the inside],” he said.

There is more than aesthetics at stake.Coordinating digital music systemssmoothly into cars will make it less likelythat drivers will be distracted. They can usestandard switches and controls in the car tocontrol their music, rather than taking theireyes off the road to fiddle with a smallplayer on an instrument panel or tossedonto a seat. In a fully integrated system, thecontrols on the iPod are locked out in favorof the main controls, said Bob Borchers,senior director of iPod auto integration forApple.

According to Apple’s research, 67 percentof iPod owners listen to them in their cars.

Apple launched an iPod adapter for someBMW models in 2004. It says it has dealswith Honda, Acura, Volkswagen and Audi tointegrate iPod products into their carstereos for 2006 model lines.

Apple expects more than 5 millionvehicles will ship with iPod support in theUS in 2006, according to Reuters.

The next stepSiemens VDO Automotive, of

Regensburg, Germany, is concentrating onusing Bluetooth, a wireless connectionbeing built into many consumer electronicsand mobile phones, to widen potentialentertainment links in the car.

In Europe, mobile telephonesincreasingly are able to store digital music,Krekels said. Siemens VDO can link avariety of telephones to the autoentertainment system through Bluetooth,and even upgrade the software within thestereo players so they can adapt morequickly, he said.

In the long term, Siemens VDO isdeveloping a system called “content-basedmultimedia” that lets drivers organize theirstereos to look for songs by a certain artist orstyle of music and play them back through thespeakers. The computerized search enginethen will draw from digital music storage

systems on telephones and MP3 players,through CDs and even satellite radio stations.

More than 20 automakers worldwide offeroptional or standard Bluetooth-enabledcommunications systems in their newmodels. Models from premium carmakerssuch as Lexus and BMW as well as massmarket brands Toyota, Opel/Vauxhall andChrysler have the solution.

Bluetooth is a short-range wirelessconnection system that allows variousdigital devices such as in-car audio, PDAsand mobile phones to communicate. Themost common use of Bluetooth technologycurrently is for hands-free use of mobilephones. It allows drivers to talk withouthaving to hold their phones and saves themfrom searching for their mobile phoneswhile driving.

As with other hand-held devices,automakers have difficulty keeping up withthe much quicker product life cycles in theelectronics industry. Successfullyintegrating personal electronic devices such as the iPod into their models can takeyears and while some consumers want theextra functionality, they don’t want to pay a lot for it. ANE

Hand-held devices move into the car

Outside contactSuppliers that are making hand-held devices work on the road:

● Delphi● Visteon● Siemens VDO Automotive● Apple● Microsoft● Bluetooth

Mercedes’ system allows users to playmusic stored in an iPod through in-carsystems and control the device throughstandard controls on the instrumentpanel and steering wheel.

RHODA MIEL



CO2 AIR CONDITIONING

The European Union is expected tooutlaw the use of the hydrofluorocarbon

R134a as the air conditioner refrigerantused in new cars sold after 2011. CO2,though a greenhouse gas, is the leadingreplacement candidate. R134a is 1,300times more damaging to the earth’s ozonelayer than CO2-based refrigerant,according to scientists.

HOW IT WORKSAn inexpensive natural by-product,

CO2-based air conditioners use a closedsystem requiring a smaller amount of gas– as little as one-fifth – compared withconventional systems. CO2 technology

also involves a heat pump operation,providing auxiliary warmth for thepassenger cabin and better control ofglass fogging.

OBSTACLESThe complexity of the system and the

cost of materials are the main drawbacksto CO2 air conditioning.

Above 40 degrees Celsius, the systemneeds an additional interior heatexchanger, which would add more cost.

There are also infrastructure issuessuch as providing service andmaintenance equipment, plus clarifyingand standardizing procedures on how tohandle CO2 air conditioning systemsduring service. CO2 systems also must

include a way to warn passengers if thegas enters the car because too much CO2can be poisonous.

WHERE TO FIND ITThe Toyota Kluger V FCHV-4 fuel cell

hydrogen vehicle incorporates a DensoCO2 prototype system with electric heatpump. Last year Delphi demonstrated CO2air conditioning in an Alfa Romeo 147.Visteon, which exhibited its CO2 system onan Audi A8 earlier this year, and Behr saytheir CO2 systems will be ready by 2009.

PRIMARY SUPPLIERSBehr, Delphi, Denso, Modine, Valeo,

Visteon.– Ian Morton


COOLED SEATS

Keeping drivers comfortablewhen it’s warm outside puts

a heavy load on a car’s heatingventilation and air conditioningsystem. Bringing cooling powerdirectly to the place wherehumans make contact with thecar – the seat – can increasecomfort while taking some ofthe load off the HVACequipment. Cooled seats areexpected to be important forEuropean cars where, unlikethe North American market,gale-force air conditioning isseen as a flaw rather than afeature.

HOW IT WORKS

Cooling seats work in severaldifferent ways. Some usespecial absorbent materialsunder breathable seat coveringsto wick away moisture and heat. Johnson Controls Inc.demonstrated such a system atthe recent IAA in Frankfurtcalled EcoClimate that usescoconut fiber and activatedcharcoal. The supplier claims the seat can absorb 300 percent more moisture than conventional seats.

Other suppliers use activeventilation from a fan, ormultiple fans, that pick up air-conditioned air from the car’s

ducts and channel the cool airthrough the seatback. Somesystems briefly use a solid-statethermoelectric device to createcool air quickly, close to theseat, to supplement airconditioning at start-up.

WHERE TO FIND ITSaab introduced power-

ventilated seats in 1998 in theSaab 9-5; other manufacturersfollowed quickly with systems inluxury models. Mercedes used10 minifans to push air throughseats in the S class; Audi, BMW, Cadillac, Ford, Infiniti,Lexus, Lincoln, Toyota andVolkswagen all offer some form

of cooled seat in their premiumvehicles. Cooled seats areexpected to penetrate mid-market automobiles.

OBSTACLESCost and acceptance among

consumers, particularlyEuropean countries where cooltemperatures prevail. Andmany consumers are not awarethe technology exists.

PRIMARY SUPPLIERSFaurecia, Johnson Controls,

Lear, Magna International,Tachi-S Corp., Visteon, W.E.T.Automotive Systems.

– Tim Moran

Convenience

October 31, 2005

PARKING ASSIST

Proximity sensors in the frontand rear bumpers and

camera-aided devices are twosystems that currently helpdrivers park. The mostadvanced systems completelytake over the chore.

HOW IT WORKS Front and rear sensors,

either ultrasonic or radar-based,trigger an audible warningwhen the driver gets too close toan object. In cars with a rear-vision camera a picture of whatis behind the vehicle is sent tothe screen on the navigationsystem to make backing easier.Cars equipped with self-parksolutions have a computer thatuse inputs from GlobalPositioning System satellites, thecar’s navigation system,steering-wheel sensors and arear-vision camera to provide thenecessary information to guidethe car into a parking space.

WHERE TO FIND ITMost luxury brand models

as well as many stationwagons and SUVs have back-up sensors in their bumpers.Cars in the US and Europe

with a rear-vision camerainclude: the Audi Q7, ToyotaCorolla Verso, Lexus RX300and RX400h, and NissanMurano and Pathfinder. Nissanhas a prototype system thatcreates a bird’s-eye view of thecar in relation to itssurroundings. The solution isscheduled to make its first

appearance before the end ofthe decade on a model fromInfiniti, Nissan’s luxury brand.Toyota offers self-parking onthe Prius in Japan.

OBSTACLES Bumper sensors are in a

vulnerable location and if theyare damaged they are expensive

to repair. Rear-vision camerasare expensive as are self-parking systems, which requirea high-powered computer toprocess the data.

PRIMARY SUPPLIERSAisin Seiki, Denso, Siemens

VDO Automotive, Valeo.– Ian Morton

Park Mate automatically scans a row of parked cars until it identifies a space large enough. The systemtakes over control of the steering and maneuvers the car into the chosen space.



Senior product development executives and technical centers

AUDI

Executive:Martin WinterkornHead of technical development (also Audi chairman)

Other key product developmentexecutives:Wolfgang Hatz, engine developmentUlrich Hackenberg, developmentconcepts, body, electrics/electronicsMichael Dick, development chassis,complete cars, testing cars

Technical center:Technische Entwicklung (Technical Development)85045 Ingolstadt, Germany Tel: (49) 841-89-403 00 Fax: (49) 841-89-309 00

BENTLEY

Executive:Ulrich EichhornBoard member, engineering

Technical center:Bentley Motor CarsPyms LaneCrewe, Cheshire CW1 3PL, UKTel: (44) 1270-255-155Fax: (44) 1270-586-548

BMWExecutive:Burkhard GöschelBoard member, development and purchasing

Technical center:Forschungs- und Innovationszentrum (Research and Innovation Center)Knorrstrasse 14780788 Munich, GermanyTel: (49) 89-382-0Fax: (49) 382-25858

DAIMLERCHRYSLER

Executive:Thomas WeberHead of research and technology

Other key product development executive:Volker Mornhinweg, managing director ofMercedes-AMG

Technical center:DaimlerChryslerMercedes-Benz Technology Center71059 Sindelfingen, Germany Tel.: (49) 7031-90-777 00Fax: (49) 7031-90-777 04

FERRARIExecutive:Amedeo Felisa, deputy chief operatingofficer and technical director

Technical center:Via Abetone Inferiore 4, 41093 Maranello, Modena, Italy Tel: (39) 0536-949-111

FIAT AUTOExecutive:Harald J. Wester, head of design andengineering

Technical center:Fiat Auto Engineering and DesignCorso Agnelli, 20010135 Turin, ItalyTel: (39) 011-003-1111Fax: (39) 011-003-8078

FIAT GROUP

Technical centers:ELASIS Research CenterVia Ex Aeroporto80038 Pomigliano d’Arco, Naples, ItalyTel: (39) 081-19695100Executive: Nevio di Giusto, CEO

Centro Ricerche Fiat (Fiat Research Center)Strada Turin, 5010043 Orbassano, Turin, ItalyTel: (39) 011-908-3111Fax: (39) 011-908-3670Executive:Giancarlo Michellone, CEO

FORDExecutive:Joe BakajVice president, product development,Europe

Other key product developmentexecutives:Malcolm ThomasEngineering directorFranz Laermann Head of vehicle engineeringHeinrich Fischer Head of electrical engineering Andreas OstendorfHead of chassis engineeringSteve CauseyHead of body engineeringRudolf MenneDirector of powertrainsJost CapitoHead of team RSMarin BurelaVehicle line director, small carsGunnar HermannVehicle line director, medium carsKevin O’NeillVehicle line director, large and luxury carsPhil Collareno Vehicle line director, commercial vehiclesRudolf KunzeChief technical officer, Aachen (Germany)research center

Technical centers:Ford WerkeJohn-Andrews-EntwicklungszentrumSpessartstrasse 50725 Cologne-Merkenich, GermanyTel: (49) 221-900-0Fax: (49) 221-901-2641

Ford Research Center AachenSüsterfeldstrasse50725 Cologne-Merkenich, Germany Tel: (49) 241-9421-200

Dunton Technical CenterLaindon, Basildon, Essex SS15 6EE, UKTel: (44) 1268-403-000Fax: (44) 1268-401-081



GM EUROPE/ADAM OPELExecutives:Robert LutzVice chairman, product developmentGeneral Motors30500 Mound RoadWarren, MI 48090, USATel: (1) 810-986-2500Fax: (1) 810-986-6347

Hans Demant Vice president engineeringGeneral Motors Europe;managing director of Opel

Adam OpelAdam Opel Haus

65423 Rüsselsheim, GermanyTel: (49) 6142-772020

Fax: (49) 6142-778623

Other key product developmentexecutives:David PiperVice president, powertrain joint ventureKarl-Friedrich StrackeDirector, product engineeringUlrich ReitzDirector, GM engineering EuropeKlaus NüchterVehicle line executive, small/compact carsPeter MertensVehicle line executive, medium/large carsStig NodinDirector, Saab/GME engineering center inSwedenMiguel FragosoVehicle line executive, commercial vehicles;director, GME engineering center UK

Technical center:International Technical DevelopmentCenter (ITDC)Adam Opel65423 Rüsselsheim, GermanyTel: (49) 6142-77-0

HONDA

Executive:Yasuhisa Maekawa President, Honda R&D Europe

Technical centers:Honda R&D Europe (Germany) Carl-Legien-Strasse 3063073 Offenbach, GermanyTel: (49) 69-89011-0Fax: (49) 69-89011-499

Honda R&D Europe (UK)470 London RoadSlough, Berkshire SL3 8QY, UK

JAGUARExecutive:Al KammererProduct development director

Technical center:Engineering CenterWhitley, Coventry, CV3 4LF, UKTel: (44) 2476-303-080

LAMBORGHINIExecutive:Massimo CeccaraniTechnical director

Technical center:Via Modena 1240019 Sant’ Agata Bolognese, Bologna, ItalyTel: (39) 051-6818-611

LAND ROVER

Executive:Hans GustavssonProduct development director

Technical center:Gaydon HeadquartersBanbury RoadLighthorne CV35 0RG, UKTel: (44) 1926-641-111

MASERATIExecutive:Roberto CorradiTechnical director

Technical center:Viale Ciro Menotti 32241100 Modena, Italy Tel: (39) 059-230-101

MAZDA Executive:Jiro MaebayashiVice president ofEuropean researchand developmentcenter

Technical center:Mazda MotorEuropeEuropean R&D andProductionHiroshimastrasse 161440 Oberursel,GermanyTel: (49) 6171-707-0




MITSUBISHI

Executives:Kikuzo Kitaori President, Mitsubishi Motor R&D of Europe(MRDE) Efi MaasGeneral manager, design

Technical center:MRDE Design CenterDiamantstrasse 165468 Trebur, GermanyTel: (49) 6147-91419Fax: (49) 6147-3312

NISSANTechnical centers:Nissan Technical Center EuropeCranfield Technology Park,Cranfield, Bedfordshire MK42 0DB, UKTel: (44) 1234-755-555Fax: (44) 1234-755-799Executive: Hanaoka Motkoyoshi, senior vicepresident

Nissan Motor IbericaZona Franca, Sector B, Calle 308004 Barcelona, SpainTel: (34) 93-290-8080Fax: (34) 93-290-7328Executive: Jose Vicente de los Mozos, vice president

Nissan Motor Manufacturing UKWashington RoadSunderland, Tyne and WearSR5 3NS, UKTel: (44) 191-415-2900Fax: (44) 191-415-2236Executive: Colin Dodge, senior vice president

Nissan Motor Co., Ltd.17-1, Ginza 6 chome, Chuo-kuTokyo, 104-8023 JapanTel: (81) 3-5565-2141Fax: (81) 3-3546-2669Executives: Carlos Tavares, executive vice president,corporate, product planningIroto Saikawa, executive vice president,purchasing; chairman of managementcommittee, Europe

PORSCHE

Executive:Wolfgang Dürheimer, executive vicepresident research and development

Technical center:Dr. Ing. h.c.F. PorscheForschungs- und Entwicklungszentrum(Research and Development Center)Porschestrasse71287 Weissach, Germany Tel: (49) 711-911-0Fax: (49) 711-911-2333

PSA/PEUGEOT-CITROENExecutives:Jean-Marc NicolleExecutive vice president, group strategyand productsRobert PeugeotExecutive vice president, innovation andqualityGilles MichelExecutive vice president, platforms,technical affairs, purchasingGerard WelterChief designer PeugeotJean-Pierre PloueChief designer CitroenPascal HenaultVice president, research and innovation Hubert MaillardVice president, platform 1Jacques PinaultVice president, platform 2Jean-Francois PoluzotVice president, platform 3Jean-Guy QueromesVice president, joint platformsVincent BessonVice president, products and markets,Citroen Bruno de GuibertVice president, products and markets,Peugeot

Technical centers:Center Technique de La Garenne-Colombes18 Rue des Fauvelles92252 La Garenne Colombes, FranceTel: (33) 1-56-47-30-30

Velizy ACenter Technique de VelizyRoute de Gisy78943 Velizy Villacoublay Cedex, FranceTel: (33) 1-57-59-30-00

Velizy BZone d’Activite Louis Breguet78943 Velizy Villacoublay Cedex, FranceTel: (33) 1-57-59-16-14

Centre Technique de Carrieres-sous-Poissy 212 Boulevard Pelletier78307 Carrieres-sous-Poissy, FranceTel: (33) 1-30-19-30-00

RENAULT

Executives:Patrick PelataExecutive vice president, product andstrategic planning

Remi DeconinckSenior vice president, product planning




October 31, 2005

Other key product developmentexecutives:Michel Faivre DubozSenior vice president, vehicle engineeringdevelopmentMichel Balthazard Director of development, M2S productrangeMichel GornetExecutive vice president, manufacturingJacques LacambreSenior vice president, advanced vehicleengineering and researchJacques ProstVice president, I product rangeJean-Francois SimonVice president, M1 product rangeKazumasa KatohVice president, powertrain engineering

Technical center:Technocenter1, Avenue du Golf78288 Guyancourt, FranceTel: (33) 1-34-95-34-95

SAABExecutive:Stig Nodin Director, engineering center

Technical center:Technical Development Center (TDC)Saab Automobile AB46180 Trollhättan, SwedenTel: (46) 520-86392Fax: (46) 520-86661

SEATExecutives:Winfried BurgertExecutive vice president, research anddevelopmentRaul MouzoFinance and project management

Technical center:Centro Tecnico Carretera n-2, km 585PO Box 9108760 Martorell, SpainTel: (34) 93-773-1400

SKODAExecutive:Harald LudanekHead of research and development

Other key product developmentexecutives:Thomas Ingenlath Head of designDirk ButterbrodtHead of total vehicle development

Technical center:Skoda AutoCesana Technical Development29360 Mlada Boleslav,Czech Republic Tel: (420) 326-815-401Fax: (420) 326-815-010

SMART

Executive:Ulrich WalkerPresident of Smart

Technical center:Leibnitzstrasse 271032 Böblingen, Germany Tel: (49) 7031-90 76 200Fax: (49) 7032-90 74 999

SUBARUExecutive:Kazuo Saito, general manager

Subaru Test and Development Center in EuropeKonrad-Adenauer-Strasse 3455218 Ingelheim am Rhein, Germany Tel: (49) 6132-763-70Fax: (49) 6132-76331

TOYOTA

Executives:Shinichi SasakiPresident and CEO, Toyota MotorEngineering and Manufacturing EuropeKazuhiko Miyadera Executive vice president TMEM; in chargeof R&D

Technical center:TMEMHoge Wei, 33A,1930 Zaventem, BelgiumTel: (32) 2-712-3211Fax: (32) 2-712-3279

VOLKSWAGENExecutive:Wolfgang Bernhardboard member responsible for technicaldevelopment (also VW brand chairman)

Technical center:Forschung und Entwicklung(Research and Development)Volkswagen38436 Wolfsburg, GermanyTel: (49) 5361-90

VOLVOExecutive:Hans FolkessonSenior vice president, research anddevelopment

Technical center:Department 90000, Building PV3A405 31 Gothenburg, SwedenTel: (46) 31 59-7135Fax: (46) 31 59-17 02



Design studiosASTON MARTIN

Senior design executive:Marek Reichman, design director

Studio:Banbury Road, Gaydon, Gaydon, Warwickshire, CV35 0DB, UK

AUDI Senior design executives:Walter de’ Silva, head of design, Audi brandgroupGerhard Pfefferle, head of design, Audi

Studios:Audi Design I/ED85045 Ingolstadt, Germany

Design Center Europe08870 Sitges, Barcelona, Spain

Design Center California82 W. Cochran StreetSimi Valley, California 93065, USA

BENTLEYSenior design executive:Dirk van Braeckel, director of design

Other senior styling managers:Raul Pires, head of exterior designRobin Page, head of interior designLuis Santos, design project manager

Studio:Bentley Motor CarsPyms LaneCrewe, Cheshire CW1 3PL, UK

BERTONESenior design executives:Roberto Piatti, engineeringEugenio Manassero, managing director

Studio:Stile Bertone Via Roma 110040 Caprie, Turin, Italy

BMWSenior design executive:Chris Bangle, director of design

Other senior styling managers:Adrian van Hooydonk, head of BMW branddesignMichael Ninic, head of interior designThomas Plath, head of advanced designGert Hildebrand, head of Mini designVerena Kloos, head of DesignworksUSAUlf Weidhase, head of M-design

Studios:Forschungs- und Innovationszentrum(Research and Innovation Center)Knorrstrasse 14780788 Munich, Germany

DesignworksUSA2201 Corporate Center DriveNewbury Park, California 91320-1421, USA

CITROENSenior design executive:Jean-Pierre Ploue, director of Centre de Creation Citroen

Other senior styling managers:Oleg Son, head of Platform 2 Carlo Bonzanigo, head of Platform 3Gilles Vidal, concept cars

Studio:Centre Technique de VelizyCentre de Creation Citroen, Route de Gizy78973 Velizy-Villacoublay Cedex, France

DAIMLERCHRYSLERSenior design executives:Peter Pfeiffer, senior vice presidentdesign; head of design, Mercedes Car GroupGunther Ellenrieder, director advancedvehicle engineeringSteffen Köhl, senior manager advancedconcepts studio designGerhard Honer, director designcommercial vehicles

Studios:DaimlerChryslerDesign Department HPC X80071059 Sindelfingen, Germany

DaimlerChryslerAdvanced Design ItaliaLargo Spluga, 1, 22100 Como, ItalyStudio director: Norbert Weber

Mercedes-Benz Advanced Design of NorthAmerica 17742 Cowan StreetIrvine, California 92614, USAStudio director: Franz Lecher

Mercedes-Benz Advanced Design Center ofJapan,1-17 Chigasaki-minami 2-ChomeTsuzuki-ku, Yokohama, Kanagawa 224-0037JapanStudio director: Olivier Boulay

FIAT AUTOSenior design executives:Frank Stephenson, vice president design,Fiat, Lancia and light commercial vehiclesFlavio Manzoni, design director, Fiat,Lancia and light commercial vehicles

Studios:Centro Stile FiatVia La Manta 2210137 Turin, ItalyStudio director: Christopher Reitz

Centro Stile Alfa RomeoViale Luraghi20020 Arese, Milan, ItalyStudio director: Wolfgang Egger

Centro Stile LanciaViale Fausto Coppi 210043 Orbassano, Turin, Italy Studio director: Marco Tencone

Fiat Auto Advanced DesignCorso Settembrini 4010137 Turin, ItalyStudio director: Roberto Giolito,

FIORAVANTISenior design executives:Leonardo and Matteo Fioravanti

Studio:Fioravanti SrL Styling Studio P. Vittorio Emanuele 4Moncalieri, Italy

FORD Senior design executives:Martin Smith, executive design directorFord EuropeChris Bird, director integrations andoperations Terry Wolkind, business manager

Other senior styling managers:Stefan Lamm, chief designer exteriors



Design studios

October 31, 2005

Claudio Messale, chief designer productionand execution Chris Clements, chief designer FCSD RSNikolaus Vidakovic, chief designer interiordesignRuth Pauli, chief designer color andmaterials

Studio:Merkenich Design CenterJohn Andrews EntwicklungszentrumSpessartstrasse50725 Cologne-Merkenich, Germany

FUORE DESIGN Senior design executive:Erwin Leo Himmel, CEO

Studio:C/Teodor Roviralta 3108022 Barcelona, Spain

HEULIEZ Senior design executives:Alain Masquelet, research anddevelopment directorJean-Marc Guillez, advanced engineeringdirector

Studio:Heuliez 79140 Cerizay, France

HONDAStudios:Honda R&D EuropeCarl-Legien-Strasse 3083073 Offenbach, GermanySenior design executive:Makoto Yamashita

Honda R&D Co., Ltd.Wako R&D CenterTokyo Studio33 F Jzumi Garden Tower1-6-1 Roppongi Mineto-ku Tokyo106-6033 JapanSenior design executive:Kiyoshi Nishigata

Honda R&D North America1900 Harpers Way Torrance, California 90501, USASenior design executive:Masahito Okubo

HYUNDAI/KIASenior design manager:Suk Geun Oh

Studio:Hyundai Motor Europe Technical CenterAm Hyundai-PlatzMarie-Curie-Strasse 265428 Rüsselsheim, Germany

I.DE.A. INSTITUTESenior design executive:Justyn Norek, design director

Studio:I.DE.A. Institute

Strada del Portone, 6110137, Turin, Italy

ITALDESIGN GIUGIAROSenior design executive:Fabrizio Giugiaro, styling area director

Studios:ItaldesignVia Achille Grandi, 2510024 Moncalieri, Turin, Italy

Diseno IndustrialC/Isaac Peral 1308960 Sant Just Desvern, Barcelona, Spain

Italdesign FranceRue de Forny 2547830 Buc, France

Berci 655 Av. Roland Garros, BP 328 Cedex78533 Buc, France

JAGUARSenior design manager:Ian Callum, director of design

Other senior styling managers:Julian Thomson, chief designer, advanceddesignGiles Taylor, senior design manager, sports carsKim Challinor, manager, color and trim

Studio:Jaguar Cars Engineering CentreDesign Studio (W/3/026), Abbey RoadWhitley, Coventry CV3 4LF, UK

KARMANNSenior design executive:Jörg Steuernagel, studio head

Other senior styling managers:Marian Dziubiel, deputy studio headJutta Sommer, head of color and trim

Studio:designStudio Wilhelm KarmannKarmannstrasse 149984 Osnabrück, Germany

LAMBORGHINISenior design executive: Walter de’ Silva (also head of design, Audibrand group)

Studio: Via Modena 1240019 Sant’ Agata Bolognese, Bologna, Italy

LAND ROVERSenior design executive:Geoff Upex, director of design

Other senior styling managers:David Saddington, chief platform director,Discovery and DefenderRichard Woolley, chief platform director,Range Rover and Freelander

Studio:Design, G-DEC Land RoverBanbury Road, LighthorneWarwick CV35 0RG, UK

LOTUSSenior design executives:Russell Carr, chief designerSteve Crijns, design managerJohn Statham, design managerBarney Hatt, principal designerRichard Kilgren, designerAnthony Bushell, designerNeil Lloyd, studio manager

Studio:Group Lotus plcPotash Lane, Hethel, Norfolk, NR14 8EZ, UK

MAGNA STEYR Senior styling executive:Andreas Wolfsgruber, head of stylingstudio

Studio:Styling Studio EuropeMagna Steyr Liebenauer Hauptstrasse 3178041 Graz, Austria

MAZDASenior design executives:Morray S. Callum, executive officer,general manager, design divisionKoichi Hayashi, deputy general manager,design divisionAtsushi Yamada, chief designer, MazdaR&D center YokohamaPeter Birtwhistle, chief designer, Germany Franz von Holzhausen, chief designerCalifornia

Studios: Mazda Motor Corporation3-1 Shinchi Fuchucho Akigun Hiroshima 730-8670 Japan

Mazda R&D Center Yokohama2-5 Moriya Kanagawaku Yokohamashi Kanagawa-ken Japan

Mazda Europe GmbHEuropean R&D and ProductionHiroshimastrasse 161440 Oberursel, Germany

Mazda North American Operations1422 Reynolds AvenueIrvine, California 92614, USA

MEL DESIGNMenard EngineeringLeafield Technical Centre,Langley, Witney, OxfordshireOX29 9EF, EnglandTel: +44 1993 871000

Senior design executives:Andrew Mill, head of design, Andrew Miles, modeling manager



Design studios

October 31, 2005

MITSUBISHI

Senior design executives:Kitaori Kikuzo, presidentEfi Maas, general manager, design

Studio:Mitsubishi Motor R&D of EuropeHead Office & Design StudioDiamantstrasse 165468 Trebur, Germany

NISSANSenior design executives:Satoru Tai, vice president designStephane Schwarz, design director

Studio:Nissan Design Europe181 Harrow RoadLondon WZ 6NB, England

OPELSenior design executive:Bryan Nesbitt, executive director design,GM Europe

Studio:General Motors EuropeITDC IPC 86-0165423 Rüsselsheim, Germany

PSA/PEUGEOT-CITROENSenior design executives:Gerard Welter, chief designer Robert Peugeot, executive vice president,innovation and quality

Studio:Automotive Design Network (ADN)Route de Gisy78943 Velizy Villacoublay Cedex, France

PININFARINA Senior design executive:Ken Okuyama, creative director

Studio:Pininfarina Ricerca e Sviluppo Strada Nazionale 30,Cambiano, Turin, Italy

PORSCHESenior design executive:Michael Mauer, chief designer

Studio:Dr. Ing. h.c.F. PorscheForschungs- und Entwicklungszentrum(Research and Development Center)Porschestrasse71287 Weissach, Germany

RENAULTSenior design executives:Patrick Le Quement, senior vice president,corporate designAnthony Grade, vice president, car exteriordesign programs

Jean-Francois Venet, vice president, lightcommercial vehicle/commercial vehicledesign and special programsMichel Jardin, director, concept car design

Studio:Technocenter, Direction du DesignIndustriel, 1 Avenue du Golf78288 Guyancourt, France

SAABSenior design executive:Simon Padian, design manager

Studio:Saab Automobile 461 80 Trollhättan, Sweden

SEATSenior design executive:Luc Donckerwolke, design director

Other senior styling managers:Juan Perez, exterior designJuan Manuel Lopez, interior designSimona Falcinella, color and trim

Studio:Design Center EuropeAvda. Navarra s/n08870 Sitges, Spain

SKODASenior design executive:Thomas Ingenlath, head of design center

Other senior styling managers:Andres Meyer, head of interiorPeter Wouda, head of conceptsRadek Simon, head of computer animateddesignVaclav Capouch, head of visibility

Studio:Skoda Auto DesignVaclava Klementa 869293 60 Mlada Boleslav, Czech Republic

SMARTSenior design executive:Hartmut Sinkwitz, chief designer

Studio:Leibnitzstrasse 271032 Böblingen, Germany

TOYOTASenior design executives:Kazuo Okamoto, executive vice presidentin charge of research and development,design groupHirai Wahei, managing officer in charge ofglobal design management division, Toyotaand Lexus design divisionsTokuo Fukuichi, president Toyota EuropeDesign Development

Studios:Toyota Europe Design Development (ED2)2650 Route des Colles, BP 25306905 Sophia-Antipolis Cedex, France

Toyota Technical Center (Head Office)Toyota City, Aichi prefecture, Japan

Tokyo Design Research and Laboratory(Technical Center)Ishikawa, Hachioji City Tokyo, Japan

Calty Design ResearchNewport Beach, California 92660, USA

VALMETSenior design executive:Aimo Ahlman, vice president productdevelopment

Other senior styling managers:Jouni Koskinen, head of exterior design Esa Kiiski, head of interior design

Studio:Valmet Automotive Technical CenterPO Box 4, FIN 23501, Autotehtaankatu 1423500 Uusikaupunki, Finland

VOLKSWAGENSenior design executive:Murat Günak, vice president of design

Studios:Volkswagen Design Center Brieffach 168328436 Wolfsburg, Germany

Design Center California 82 W. Cochran StreetSimi Valley, California 93065, USA

VOLVOSenior design executive:Steve Mattin, vice president & designdirector (design director of Volvo’s 3 studios)

Other senior styling managers:Lars Erik Lundin, operations managerDavid Ancona, operational manager &chief designer

Studios:Volvo Car Corp., Product Design,51000 PVS, 405 31 Gothenburg, Sweden

Volvo Monitoring and Concept Center700 Via AlondraCamarillo, California 93012, USA

Volvo Barcelona Studio,Calle Diputacio 246 3-108007 Barcelona, Spain

ZAGATOSenior design executive:Andrea Zagato, chairman and CEO

Studio:Via Arese, 3020017 Terrazzano di Rho, Milan, Italy



Profiles of new-model developmentALFA ROMEO SPIDERCode-name: 946Market launch: March-April 2006Project leader: Carlo Andrea ArcelloniPlatform: Alfa Romeo premium platform,already used by 159 sedan and Brera coupeDevelopment notes: Originally planned for2003, the car was delayed 3 years because of2 complete changes to its platform and acomplete change to the design. Design: Italdesign Giugiaro and PininfarinaKey suppliers: Canvas roof system fromWebasto subsidiary Oasys Where built: Pininfarina’s plant in SanGiorgio Canavese, near TurinTechnology: All gasoline engines havedirect injection. It is the first Alfa Spiderwith 4wd and diesel engines.Production target: 20,000 to 25,000(includes the Brera coupe from which theSpider is derived)

AUDI Q7

Code-name: AU716Market launch: March 2006Project leader: Gerhard HametnerPlatform: SUV platform shared withVolkswagen Touareg and Porsche CayenneDevelopment notes: The Q7 has a longerwheelbase than the Touareg and Cayenne,which gives it room for a seven-seat interior.Design: Dany Garand under Walter de’ SilvaWhere built: Bratislava, Slovakia,alongside the Touareg and CayenneTechnology: Lane departure warning Production target: 60,000

AUDI TT

Code-name: AU354Market launch: Mid-2006Project leader: Matthias MüllerPlatform: PQ35/PQ36 platform derivativeshared with VW Golf, Audi A3 and othersDesign: Under Walter de’ SilvaWhere built: Bodies are manufacturedand painted in Ingolstadt, Germany, thenshipped to Gyor, Hungary, for assembly.Production target: 40,000

BMW X5

Code-name: E70Market launch: Autumn 2006Development notes: The X5 will becomea bigger car than its predecessor and sharemodules with the entire BMW lineup, eventhe entry-premium 1 series.Design: Under Chris BangleWhere built: South Carolina, USA

BMW X6

Code-name: E71Market launch: 2008 or laterDevelopment notes: The X6 will be a 4-doorSUV with a coupe-like roofline. It is heavilybased on the X5.Design: Under Chris BangleWhere built: South Carolina, USA

BMW SPACE-FUNCTIONALCONCEPT

Code-name: E62Market launch: 2008 or laterPlatform: Modular platform, loosely basedon 5, 6 and 7 seriesDesign: Under Chris BangleDevelopment notes: The space-functionalconcept will have a new interior conceptsimilar to a minivan, but the car will ridelower to the ground than a minivan.Where built: Dingolfing, Germany

CITROEN C6

Code-name: X6Market launch: December 2005Project leader (marketing): Jean-DenisBigotPlatform: Platform 3 for large sedans;shared with the Citroen C5, Peugeot 407Development notes: Citroen ManagingDirector Claude Satinet spearheaded thecarmaker’s effort to produce an up-marketcar in the tradition of the Citroen DS. Design: Marc PinsonWhere built: Rennes, FranceTechnology: Head-up display; lanedeparture warning Production target: 25,000

NEXT-GENERATION XSARA PICASSO

Market launch: Late 2006Development notes: There is speculationa 7-seat version of the car will be launchedin late 2006 and a 5-seat version in spring2007. Citroen does not say whether the newversion will retain the Picasso name. Thecarmaker paid Pablo Picasso’s family anundisclosed amount for the right to use thefamily’s name on the first generation of theminivan.

FERRARI 600 (IMOLA OR MONZA)

Code-name: F139Market launch: Mid-2006Platform: Short-wheelbase version of the612 Scaglietti’s aluminum spaceframeDevelopment notes: The car, which willbe called either the Imola or Monza, willreplace the 575M Maranello, the last Ferrarito have a steel frame. The new model’sarrival completes Ferrari’s switch toaluminum for its cars’ frames and bodypanels. The switch began in March 1999with the 360 Modena.Design: PininfarinaKey suppliers: Aluminum frame and bodypanels from Alcoa’s plant in Modena, Italy;Brembo supplies optional compositeceramic brake discsWhere built: Maranello, Modena, ItalyProduction target: 800 to 1,000

CITROEN C7Market launch: Mid-2007Platform: Shared with Mitsubishi’s lower-medium Lancer and its Outlander SUVDevelopment notes: Bought fromMitsubishi, this vehicle will have SUV looks but won’t be built for serious off-roaddriving. The total development time of the

car, which also will be built for Peugeot, will be 30 months. The length suggestsPSA/Peugeot-Citroen is working todifferentiate the bodies of the Citroen andPeugeot from Mitsubishi’s Outlander. PSA also wants to fit its own engines in the SUVs. Where built: Mizushima, JapanProduction target: 15,000 each forCitroen and Peugeot

Illus

tratio

n:C

hris

tian

Sch

ulte

The new Mitsubishi Outlander (far right) is the basis for SUVs forPeugeot (far left) and Citroen. All 3 are due in 2007.



Profiles of new-model development

October 31, 2005

FIAT PUNTO

Code-name: 199Market launch: 2005Project leader: Cristina SilettoPlatform: Small Common Components &Systems (SCCS) co-developed withOpel/Vauxhall, which will use it for theCorsa replacement due in Q1 2006. Development notes: To avoid confusionwith the second-generation Punto, whichwill be produced until at least the end of2006, Fiat often refers to the third-generation Punto as the Grande Punto,which means big Punto in Italian. At4030mm, the new Punto is the biggestsmall-segment car ever. It took 22 months to develop the car. Design: Exterior, Italdesign Giugiaro;interior, Fiat styling centerKey suppliers: Magneti Marelli suppliesthe common-rail system for the 1.3-literdiesel engine; Bosch for the 1.9-liter. Fiatexpects 60 percent of Punto sales to bediesels.Where built: Melfi, Italy; starting in early2006, Mirafiori, Italy, near TurinProduction target: 360,000-450,000

FIAT SEDICI

Code-name: 196Market launch: March 2006Project leader: Enrico GenchiPlatform: Lengthened version of Suzuki’sA platform that was first used on the newSuzuki SwiftDevelopment notes: Lancia will be thethird brand after Fiat and Suzuki to have aversion of the medium SUV. The Lanciadebuts in early 2008.Design: Italdesign GiugiaroWhere built: Esztergom, HungaryTechnology: The 4wd variant uses Suzuki’sElectric Control Coupling Device. Thedriver can select one of the ECCD’s threemodes: fwd only; fwd with rear driveautomatically activated when driving onslippery surfaces; and permanent 4wd. Production target: 90,000 (60,000 forSuzuki, 20,000 for Fiat and 10,000 for Lancia)

FIAT STILO REPLACEMENT

Code-name: 198Market launch: Q1 2007Project leader: Gianfranco RomeoPlatform: A highly modified version of theC-frame introduced on the Stilo in 2001.Development notes: Fiat’s new lower-medium model – which will abandon theStilo name – will be offered as a 5-doorhatchback only. Currently, the Stilo also has3-door and wagon variants. Fiat is workingwith Magna Steyr of Austria to get the car to

market in just 18 months. Design: Fiat brand styling centerWhere built: Cassino, Italy Production target: 120,000 to 150,000

FORD GALAXY

Code-name: CD340Market launch: Mid-2006Project leader: Jens Ludmann Platform: Ford’s global C/D (upper-medium) architectureDevelopment notes: Second-generation ofFord Europe’s large minivanDesign: Ford Europe design, Cologne,Germany, and Dunton, UK, under MartinSmithWhere built: Genk, BelgiumProduction target: 55,000

FORD CROSSOVER

Code-name: CD 340Market launch: Mid-2006Project leader: Jens LudmannPlatform: Ford’s global C/D (upper-medium) architectureDesign: Ford Europe design, Cologne,Germany, and Dunton, UK, under Martin SmithWhere built: Genk, Belgium

HONDA CIVIC

Code-name: DMMarket launch: January 2006Project Leader: Yoshiyuki Matsumoto Development notes: The car’s 2.2-literdiesel is assembled in Swindon, England,using components shipped from Japan. TheCivic’s fuel tank is under the rear seat,which creates more cargo space in the cardespite it being 35mm shorter than itspredecessor.Design: Toshiyuki OkumotoWhere built: Swindon, EnglandProduction target: 80,000 in 2006

HONDA LEGEND

Market launch: July 2006Development notes: The new Legend isexpected to include a pedestrian-friendlypop-up hood system.Where built: Hamamatsu, JapanProduction target: 50,000

MASERATI ENTRY-LEVEL SPYDER

Market launch: Late 2007. Platform: The car will use Alfa Romeo’sPremium platform, which underpins theAlfa 159.Development notes: Early this year,Maserati killed a new Spyder derived fromits Quattroporte sedan because its stickerprice would have been close to E100,000. AtE70,000, Maserati hopes the entry-levelSpyder will help the brand increase itsvolume to about 10,000 units by the end of the decade. Design: PininfarinaProduction target: 5,000

MAZDA2

Market launch: 2007Platform: Ford global small-cararchitectureDevelopment notes: The new model,which was hinted at by the Sassou conceptshow at the 2005 IAA in Frankfurt, will come in various body styles.Design: Mazda design in Oberursel,Germany, under Peter BirtwhistleProduction target: 100,000

MERCEDES CL CLASS

Code-name: W221Market launch: October 2006Project leader: Hans MulthauptPlatform: Coupe derived from S-classsedanDesign: Under Peter PfeifferWhere built: Sindelfingen, Germany

MERCEDES S CLASS

Code-name: W221Market launch: October 2005Project leader: Hans MulthauptPlatform: Large rwd platformDesign: Under Peter PfeifferWhere built: Sindelfingen, GermanyTechnology: The S class features the latestin electronic equipment, including pre-crash sensors and radar-based driverassistance systems.

MERCEDES GL CLASS

Code-name: X164Market launch: Early 2006Project leader: Uwe ErnstbergerPlatform: Modular SUV platformDevelopment notes: The GL class is thefinal derivative of the new SUV platformthat already serves as the basis for the M class SUV and the R class crossoverDesign: Under Peter PfeifferWhere built: Vance, Alabama, USA



Profiles of new-model developmentMINI

Market launch: Early 2007Platform: Compact fwd Development notes: BMW’s second-generation Mini will come in at least threebody styles – 3-door hatchback, convertible,and station wagon. It will feature newengines jointly developed with PSA.Design: Gert HildebrandWhere built: Oxford, England

NISSAN MICRA C+C

Code-name: E11AMarket launch: September 2005Project leader: Colin DodgePlatform: B, shared with Renault Development time: 31 monthsDesigner: Nissan’s design center inLondon, led by Satoru Tai Key supplier: Folding hardtop systemfrom Karmann of GermanyWhere built: Sunderland, EnglandProduction target: 20,000

NISSAN NOTE

Code-name: X11EMarket launch: March 2006 (sales inJapan started in autumn 2004) Project leader: Colin Dodge Platform: B, shared with Renault. Development notes: Replaces the AlmeraTino Design: Taiji Toyota Where built: Sunderland, EnglandProduction target: 100,000

NISSAN QASHQAI

Code-name: P32L Market launch: Early 2007Project leader: Colin DodgeDesign: Nissan’s design center in London Where built: Sunderland, EnglandProduction target: More than 100,000

OPEL/VAUXHALL ANTARA

Code-name: C105Market launch: Late 2006Project leader: Peter Mertens Platform: General Motors’ global mediumSUV architectureDevelopment notes: The car is thesuccessor to the Opel/Vauxhall Frontera SUV.Design: GM Europe in Rüsselsheim, underBryan Nesbitt Where built: By GM Daewoo Auto &Technology, South KoreaProduction target: 30,000

OPEL/VAUXHALL CORSA

Code-name: 4400Market launch: Q1 2006Project leader: Klaus Nüchter Platform: Small Common Components &Systems (SCCS) co-developed with Fiat,which uses it for the third-generation PuntoDesign: GM Europe in Rüsselsheim, underBryan Nesbitt Where built: Zaragoza, Spain; Eisenach, GermanyProduction target: More than 450,000

PEUGEOT 407 COUPE

Code-name: D25Market launch: November 2005Platform: Platform 3 for large sedans;shared with the Citreon C5 and C6Development notes: The 407 coupe wasdesigned in-house. Italy’s Pininfarinadesigned the car’s successful predecessor,the 406 coupe, which achieved sales of107,000 units between 1997 and 2004. Where built: Rennes, France Production target: 25,000

PEUGEOT 207

Market launch: Spring 2007Platform: Platform 1 for small cars; sharedwith Peugeot 107, 1007 and Citroen C2, C3Development notes: In Europe, thesmall-segment car will replace the 206,Peugeot’s all-time best seller. The 206 willcontinue to be sold in developing markets.Peugeot is expected to build station wagon,coupe-cabriolet and minivan versions of the207. The minivan, which likely will be calledthe 2007, will have power sliding doors. Where built: Poissy, France; Trnava,Slovakia; Villaverde, Spain

PORSCHE PANAMERA

Code-name: E2Market launch: 2009Platform: Large rwd platformDevelopment notes: The Panamera,Porsche’s first 4-door sedan, will share manyof its components with the 911 and Cayenne.Design: Michael MauerProduction target: 20,000

RENAULT CLIO

Code-name: X85Market launch: September 2005 Platform: B platform; shared with theModus and Nissan’s Micra and NoteDevelopment time: 28 months, a recordlow for RenaultDesign: Under Patrick Le Quement Where built: Flins and Dieppe, France;Bursa, TurkeyProduction target: 450,000

RENAULT LAGUNA

Code-name: X91Market launch: 2007Development notes: The second-generation Laguna has failed to make itsmark in the upper-medium segment. Thethird generation is expected to be largerand more powerful. There is speculationthat the car could have coupe and cabrioletderivatives.Where built: Sandouville, France

SMART FORTWO

Market launch: Early 2007Platform: Mid-engine small-car platformDevelopment notes: The second-generation ForTwo is designed to meet UScrash-test and emissions standards so thatit is possible to export it to the world’slargest market.Design: Hartmut SinkwitzWhere built: Hambach, France

VOLKSWAGEN GOLF SUV

Market launch: 2007 or laterPlatform: PQ35Development notes: The Golf-based SUVwas delayed because cost reductions weresought.Project leader: Joachim RothenpielerDesign: Murat GünakWhere built: Wolfsburg, Germany

VOLVO C30

Market launch: Late 2006Platform: Ford’s global C1 (lower-medium)architectureDevelopment notes: New entry for Volvoin lower-premium segment.Design: Started by Peter Horbury; finalizedunder Steve Mattin Where built: Gent, BelgiumProduction target: 50,000

VOLVO S80

Market launch: Summer 2006Platform: Ford global C/D (upper-medium)architectureDevelopment notes: First application ofFord’s upper-medium architecture for alarge VolvoDesign: Started by Peter Horbury; finalizedunder Steve Mattin Where built: Gothenburg, SwedenProduction target: 65,000


2005 Guide Advanced Technology New-Model Development

Documents

Transcript of 2005 Guide Advanced Technology New-Model Development