AuTe 03 PDF

www.AutomotiveTestingTechnologyInternational.
com March 2012
MARCH 2012
Chris Biggs
Euro 6
Chevrolets global
vehicle line director
has taken big steps
to improve small cars
The 2014 regulations are fast

approaching. Be prepared with
the latest technology
EcoSport
Ford aims for new generations in new

markets with the EcoSport, the first
One Ford car to be developed in South
America, and the first to be built in India
Aerodynamics
UKIP Media & Events Ltd
Is CFD blowing away wind tunnels?

Seven experts debate the future
BMW 3 Series
The junior exec against which
all others are judged. The 2012
model features great advances
Transport Canada
Could Quebecs new crash
test facility be the most
accurate in the world?
ATP
The return of the facility test.
In this issue: can Germanys
ATP retain five-star status?
www.AutomotiveTestingTechnology International.com
Froude Hofmann
Join us on our visit to the dyno
gurus UK HQ to fi nd out why it
is a major player in the market
Leading partner in
Test & Mechatronic Simulation
Take your mind

off the deadline
LMS SCADAS
Flexibility. Performance. Precision.
The quality leader for fast, single-run data acquisition
Fit-for-purpose frames for lab, field, or autonomous
recording applications
Scalable platform, from 8 to hundreds of channels
Lab-Mobility: mix-n-match all types of LMS SCADAS
systems
Optimally tuned for noise, vibration, acoustic and
durability testing
More information on www.lmsintl.com/scadas

Ad AutoTTI SCADAS January.indd 1
23/01/12 13:44
CONTENTS
COVER STORY
008 Ford EcoSport
This SUV is a milestone for Ford. We

attended the cars unveiling in New Delhi,
one of the companys key target markets
008
WHATS NEW
004 BMW 3 Series
Major advances in a major international

product. Find out how the new 3 Series has
been developed for a new world
012 Automotive Testing Expo India
Indias foremost auto testing event takes place

in Chennai, March 6-8. Read our taster of the
exhibitors and technology on show
042
030
FEATURES
030 Euro 6
With Euro 6 implementation a mere 30

months away, now is the time to invest in
emissions testing technology
036 Aerodynamics
A panel of experts debate: are CFD advances

making wind tunnels redundant?
042 Interview: Chris Biggs
Chevys global vehicle line director reveals

how the brand is making a fresh start in
the world of small cars, with an eye to
international penetration
048 Smash lab
Transport Canadas new crash test facility in

Blainville is claimed to be the most accurate
and reliable in the world and you can use it
048
056 Site visit: Froude Hofmann
Discover how Froude Hofmann earned its

stellar reputation in dynamometer technology
www.AutomotiveTestingTechnologyInternational.com
MARCH 2012
001
CONTENTS
REGULARS
014 Read
A weighty problem
016 Theodore
EMC is not as easy as ABC
018 10 questions: Mustang
Donald Ganzhorn, chief engineer of

Mustang Dynamometer, discusses being
a social techie and growing concerns
020 Ask Alex
Our resident automotive lawyer

considers the toughest test of a vehicle
020 Recall roundup
The latest vehicle roundup news

from the first quarter of 2012
022 Proving ground news
Keith Read brings you proving

ground news from around the world
027 Facility test
The return of the regular facility test scores.

ATP scored the full five stars back in 2003:
can it retain the honor?
096 Testbed legends
A tribute to the Mercedes-Benz NAFA,

a clever car that conceived a smart generation
Editors note
It looked so promising: a cheap
sorry, very cheap car for
a massive population enjoying
increasing wealth and keen to
join the motoring world. At about
US$1,900 for a new car, how
could it fail? I was among those
impressed by the ethos of the Tata
Nano, its pared-down features, and
how so much could be had for so
little. Indeed, Ive been itching to
drive one.
Sadly, not so many shared
my enthusiasm, with sales
considerably lower than expected.
Curiously, the problem was its
remarkable price, which gave rise
to an image of being a poor mans
car. The alternative of buying
a more prestigious but older
car was finding favor. Happily,
a higher specification, improved
dealerships, and attractive
financing are creating a rise in
demand, though time will tell if the
production capability of 250,000
units a year will be reached. It just
goes to show that logic has no
place in the automotive sector.
However, keen to get in on the
strengthening rupee, many other
manufacturers are developing cars
created with India and other new
markets in mind. And the great
Editor
Adam Gavine
Chief sub editor
Alex Bradley
Deputy chief sub editor
Nick Shepherd
070
Proofreaders
Aubrey Jacobs-Tyson,
Frank Millard
PRODUCTS AND SERVICES

061
065
068
070
072
074
077
Innovative powertrain testing systems

Frequency domain technique for simulation
Virtual preparation for Le Mans
Testing in Arctic conditions
Lab-to-line test systems
Euro 6 emissions challenges
Products and services directory
FREE reader enquiry service available at

www.ukipme.com/recard/temcard_mag.html
002
MARCH 2012
Head of production/logistics
Ian Donovan
Deputy production manager
Lewis Hopkins
Production team
Carole Doran, Cassie Inns,
Robyn Skalsky
Art director
James Sutcliffe
Design team
Louise Adams, Andy Bass,
Anna Davie, Andrew Locke,
Craig Marshall, Nicola Turner,
Julie Welby, Ben White
Printed by
William Gibbons & Sons Ltd,
26 Planetary Road, Willenhall,
West Midlands, WV13 3XT, UK
published by
UKIP Media & Events Ltd
Contact us at:
Automotive Testing Technology International
Abinger House, Church Street, Dorking,
Surrey, RH4 1DF, UK
Tel:
+44 1306 743744
Fax:
+44 1306 742525
Editorial fax: +44 1306 875824
Email:
testing@ukipme.com
news is that they have access to

a growing number of Indian
proving grounds and test facilities,
due to massive investment by the
likes of NATRiP, which has finalized
six facilities around the country.
For track work, there is the Kari
Motor Speedway, and even time
on the shiny new Buddh
International Circuit can be
negotiated. Meanwhile, Maruti
Suzuki is investing millions in an
R&D center in Haryana that will
become its global research hub,
complete with tracks, and Daimler
Indias commercial vehicle division
is also investing heavily in test
tracks near Chennai.
India is now one of the most
exciting automotive markets in
the world, and big events such
as Automotive Testing Expo India
and Auto Expo are giving glimpses
into the potential of this area.
A prime example is the modern,
youthful Ford you see on this
issues cover. Forward-thinking
design, great quality, dynamics
worthy of the blue oval badge,
and made in India.
I just hope they make it
expensive enough.
Adam Gavine
Contributors
John Challen, Brian Cowan,
Alex Geisler, Dave Gorschkov,
Graham Heeps, Nick
Kurczewski, Peter Lyon,
Mike Magda, Jim McCraw,
John Miles, Keith Read,
Michael Scarlett, Satnam
Singh, Dean Slavnich, Richard
Stobart, Chris Theodore,
Adam Towler
CEO
Tony Robinson
Managing director
Graham Johnson
Sales & marketing director
Dominic Cundy
Editorial director
Anthony James
Publication manager
Jason Sullivan
International sales
Rob Knight
Circulation manager
Suzie Matthews
The views expressed in the articles and technical papers are those of
the authors and are not necessarily endorsed by the publisher. While
every care has been taken during production, the publisher does not
accept any liability for errors that may have occurred. ISSN 1751-0341.
This publication is protected by copyright 2012. Automotive Testing
Technology International USPS 018-628 is published quarterly in
February, April, September, and December by UKIP Media & Events Ltd,
Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK. Annual
subscription price is US$88. Airfreight and mailing in the USA by agent
named Air Business Ltd, c/o Worldnet Shipping USA Inc, 155-11 146th
Street, Jamaica, NY11434. Periodicals postage paid at Jamaica, NY11431.
US Postmaster: send address changes to Automotive Testing Technology
International c/o, Air Business Ltd, c/o Worldnet Shipping USA Inc, 155-11
146th Street, Jamaica, New York, NY11434. Subscription records are
maintained at UKIP Media & Events Ltd, Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK. Air Business is acting as our mailing agent.
Subscriptions US$88
2012 Moog Inc. All rights reserved.

Top automotive manufacturers listed in Automotive News Data Book, Global Sales Rankings.
85% OF TOP AUTOMOTIVE MANUFACTURERS RELY

ON A MOOG ADVANCED TEST SOLUTION.
Leading-edge automotive testing solutions allow test professionals to market new designs faster, manage increased
regulatory pressures and maintain cost efficiencies through rapid, reliable and versatile testing. Our unsurpassed
expertisecombined with close customer collaborationmake Moog a leader in providing both simple and complex
structural and performance test solutions.
Ready to master the automotive test solutions that put you in the drivers seat?
Contact us at test@moog.com or download our free white paper on the automotive tests
of the future at http://info.moog.com/h2il
WHAT MOVES YOUR WORLD
www.moog.com/test
3
WHATS NEW
BMW
BMW embraced new markets and new

approaches to testing in the development
of its premium sedan
WORDS BY JOHN CHALLEN
004
MARCH 2012
WHATS NEW
Given the breadth of BMWs

product portfolio, the fact
that, every year, the 3 Series
sedan accounts for one-fifth of the
companys global sales is an
impressive one. It is also the reason
why more time was spent on, and
more attention paid to, the seventh
generation of the car, otherwise
known as F30, than ever before.
F30s lengthy development period
(four years from when work first
started to production) was used to

consider new approaches to testing.
Martin Sautter, responsible for small
vehicle architecture and integration
at BMW, reveals that many elements
of the program were tweaked in a bid
to increase efficiency, mirroring one
of the key aims of the vehicle itself.
We had a very small number
of mule vehicles, but a lot of new
systems, he explains. Using
experience from previous test
procedures we were able to reduce

the number of these initial vehicles
to just five. Our new philosophy is
putting the money into fewer but
more state-of-the-art mule vehicles
for initial evaluations.
It was at this early stage in
proceedings that the decision was
taken to concentrate more on virtual
test methods much earlier in the
program than BMW would typically
expect to. We made a lot of
MARCH 2012
005
WHATS NEW
simulations, and one of the main
challenges was to get the results
of the hardware testing on the
prototypes to interact closely with
the virtual evaluations we had done
previously, says Sautter.
This was the focus of the
different teams that we put together;
we had to have engineers that work
on the hardware working together
with the simulations team much
more closely than they have before.
The new process we devised is called
integrated validation and testing,
thereby bringing results from the
virtual world together with the real
data we get from hardware testing.
Sautter says that this fresh
approach to simulation helped to save
BMW a lot of time and money on
prototype vehicles, but neglects to
put a figure on the final bill. BMW
applied the same philosophy from its
F30 mules to its prototype vehicle
range, which arrived 30 months prior
to SOP. The 200, more mature,
models were also fewer than in a
standard BMW program, despite the
fact that the development map took a
different direction. The standard
facilities were visited test sites
around Munich, the Nrburgring, the
USA and Scandinavia but evaluation
in Asia become a major priority.
We had a major focus on China,
more than for any other BMW
development program in the past,
reveals Sautter. China is a very
big market for us, and therefore
we undertook some specific testing
on the traffic conditions, which are
006
Need for speeds
very different to what we have

experienced in the past, and how
our customers there use the car in
Chinese megacities. With Sautter
expecting China to be one of the top
three markets for the new 3 Series,
it was important to have a greater
presence than with previous test
programs. BMW conducted two
years of continuous development in
China using an unspecified number
of the 200 prototypes, fine-tuning
everything from fuel compatibility
to dynamics to crash behavior.
The official literature about the
new 3 Series details an emphasis
on sporting prowess, elegance, and
comfort. Sautter explains that focus
was placed on certain areas of the
cars underpinnings early on in the
program to achieve these goals.
ABOVE: The F30

is larger than its
predecessors. This is
partly because interior
space is critical to
success in China
BELOW: The
dashboard is angled
7 toward the driver
for a focused feel
One of our top priorities

was to cut weight because
we had made the car bigger
to gain more interior space
MARCH 2012
The new 3 Series features the first appearance in

its class of an eight-speed automatic gearbox,
which indicates one place where the savings made on
development vehicles was offset.
The main challenge was the cost of getting a gearbox
designed for a 5 Series [to fit] into a 3 Series, admits
Sautter, who adds that from a testing point of view, the
biggest hurdle was on the software side, getting the
parameterization right. We had to work very closely
with the supplier to ensure that all the software features
work, which meant intensive application and testing.
This also meant [doing similar work] for the whole range
of 3 Series engines, and that is when you need a lot of
competent people and engineers doing their jobs.
For F30, we concentrated on driving

dynamics, for which we developed
a very stiff, but very lightweight,
body-in-white, he says of the car
benchmarked against the Mercedes
C-Class, Audi A4, Lexus IS, and the
Infiniti G37. We used this to carry
out the main test and refinement
work for the cars new damper
system. F30 has linear dampers,
which give very good ride comfort
and sporty behavior, as well as a very
good chassis. Familiar facilities were
used to hone the new variable
dampers, namely ATP Papenburg,
and the Nordschleife.
F30 is bigger than its predecessor,
but clever material choice means the
car is lighter in some cases by up
to 50kg (110 lb). One of our top
priorities was to cut weight because
we had made the car bigger to gain
more interior space and to integrate
the head-up display, recalls Sautter.
We added a lot of metal, so we had
to compensate with lightweight
options. We used a lot of ultra-highstrength steel in load areas, and in
the C-pillar we have hot-formed steel.
These were areas where we used a lot
of simulation work to optimize the
body. For the exhaust, we used a new
high-strength steel, which enabled
us to make the system lighter, and
we also used some aluminum parts.
Sautter states that more simulation
work did help to save time and
money, but that physical testing was
still essential. We carried out some
fatigue testing on the test track and
also on rigs, where we devised
specific tests for the new materials
that we were using, he explains.
And, he says, despite streamlining
on manpower by using more and
more simulations, the project still
had 1,000 dedicated test engineers
at its peak.
XXL performance in mini format.
Reliable. Universal. Flexible.

QuantumX by HBM The new generation of data acquisition systems
Professional test and measurement is the key to success in the automotive industry. Heres the data acquisition system
which delivers results you can trust and offers maximum flexibility and the highest reliability in your test stands:
QuantumX by HBM.
_ Universal data acquisition system, supporting all common transducer and bus technologies
_ New: Autonomous data recoder module for failsafe acquisition of measurement data.
Data recording and evaluation without a PC connection
_ Worldwide exclusive APM technology: Advanced Plug and Measure for immediate setups of your measurement
_ Small, compact, light-weight, expandable up to innumerable channels.
See all the benefits at: www.hbm.com/quantumX
measure and predict with confidence

Americas: HBM, Inc. 19 Bartlett Street Marlboro MA 01752 USA Tel. (800) 578 4260 Email info@usa.hbm.com
Asia:
Hottinger Baldwin Measurement (Suzhou) Co., Ltd. 106 Heng Shan Road Suzhou 215009 Jiangsu China
Free hotline: 4006217621 (only in China) Tel: +86 512 682 47776 Email: hbmchina@hbm.com.cn
Europe:
HBM GmbH Im Tiefen See 45 64293 Darmstadt Germany Tel. +49 6151 8030 Email: info@hbm.com
qx_Ad1104_215x275_en_art110627.indd 1
26.07.11 12:17
WHATS NEW
Ford
EcoSport
The all-new EcoSport will be the driver
for Fords growth in India and beyond
WORDS BY SATNAM SINGH
The EcoSport is the latest

One Ford global product set
to expand Fords footprint
in the worlds fastest growing auto
markets, including India. The car
which will be sold in nearly 100
markets worldwide will be
produced at ultra-modern assembly
plants in India and Brazil, and other
markets yet to be announced.
The new EcoSport reflects our
commitment to serve our customers
008
MARCH 2012
with the cars and trucks they truly

want and value, says Alan Mulally,
president and CEO of Ford. India
is an increasingly important auto
market, and EcoSport will play
a key role in Fords aggressive global
plan to achieve a 50% increase in
worldwide sales by the middle of
the decade to eight million vehicles
a year. Asia-Pacific and Africa is
expected to deliver 60-70% of that
target. He also assures that the
model will be launched in India

with a high level of localization.
The EcoSport is the second of
eight products Ford plans to bring
to India by the middle of the decade.
We are investing US$142 million
in setting up the platform for
manufacturing EcoSport at our
Chennai plant, reveals Michael
Boneham, president and managing
director of Ford India. The compact
SUV fits in the current product
WHATS NEW
range between the Figo small car

and the Fiesta B-segment sedan in
the Indian market. Its compactness
is likely to make it a success on the
crowded Indian roads. With the
road presence of a larger vehicle,
EcoSport is small enough for the
city, yet strong and rugged enough
for trips to the mountains or
countryside. The new model will
eventually be sold in nearly 100
markets around the world.
Ford is also bringing EcoBoost

powertrain technology to India for
the first time, in the form of its
newest and smallest ever EcoBoost
engine. With only three cylinders
and 1 liter of displacement, the
latest EcoBoost engine will provide
fuel-efficient power for the EcoSport
as fuel economy plays a key role
for the success of any model in the
Indian car market. Despite its small
capacity and size, the engine delivers
performance to rival a traditional

1.6-liter petrol engine, with less
than 140g/km of CO2. The EcoBoost
engines feature direct injection,
turbocharging, and other
technologies, and replace larger
engines with no loss of performance
and with lower fuel consumption.
This new engine will also be
made available in Ford models
in China, Europe, North America,
and other regions.
ABOVE: The cars

lines were penned at
Fords design center
in Camaari, Brazil,
which is now part of
a global network of
Ford design studios
collaborating on new
global products
MARCH 2012
009
WHATS NEW
The 1-liter EcoBoost is one of the most

technically advanced and efficient engines
Ford has ever designed and produced
Joe Bakaj, vice president of global powertrain engineering at Ford
ABOVE: The cast-iron

EcoBoost engine is
light and lean ideal
for the emerging
markets Ford is keen
to penetrate
010
Developed at Fords Dunton

Technical Centre in the UK, this
direct-injected EcoBoost engine
features a new compact, highperformance turbocharger design.
The extremely fast response of the
turbocharger and its ability to reach
nearly 250,000rpm results in
virtually no turbo lag and peak
torque of 170Nm from 1,3004,500rpm.
Ford has made certain
innovations in the engine to suit the
Indian conditions. The EcoBoost
engine also features an exhaust
manifold cast into the cylinder head,
which lowers the temperature of the
exhaust gases and in turn enables the
engine to run with the optimum fuelto-air ratio across a wider rev band.
An advanced split cooling system
reduces fuel consumption by
warming the engine more quickly
and unique to the 1-liter engine
cast iron has been selected for the
block, reducing the amount of energy
needed for warm-up by up to 50%
MARCH 2012
over aluminum. Intelligent ancillaries

such as a variable air-conditioning
compressor and oil pump also reduce
demand on the engine improving
economy and emissions and
special coatings for engine
components and intricate
development of engine geometry
result in minimal frictional losses.
Like its larger capacity siblings, the
1-liter EcoBoost engine will use twin
independent variable camshaft
timing (Ti-VCT) to further improve
performance and economy. Ford has
also employed an all-new camshaft
actuator to speed up response times
without sacrificing durability.
Ford believes these innovations
combined with optimized engine
mounts will deliver a truly refined
performance feel, perfected during
447,000 miles of tests including
224,000 miles of durability trials and
6,000 miles of environmental testing.
Fitted with a long list of innovative
technologies, the 1-liter EcoBoost is
one of the most technically advanced
and efficient engines Ford has ever

designed and produced, says Joe
Bakaj, vice president of global
powertrain engineering at Ford.
This new engine demonstrates
Fords laser focus on improving fuel
economy without compromising
performance. It will be an engine
that not only surprises and delights
our customers but also offers them
great value in the lower cost of
ownership.
Ford believes that this
combination of attributes will make
the EcoSport appealing in growth
markets such as India and Brazil.
EcoSport is the first One Ford
product to be designed and
developed in South America by
a global team, marking that regions
increasing importance in Fords
worldwide product development. The
creativity behind the EcoSport was
sparked in Brazil, a nation dominated
by compact cars that has become one
of the worlds key emerging markets
as India is fast becoming.
sentinelEX
U N R I VA L E D P E R F O R M A N C E
U N R I VA L E D S I M P L I C I T Y
I N T E G R AT E D DATA AC Q U I S I T I O N S I G N A L C O N D I T I O N I N G S Y S T E M S
SentinelEX, VTI Instruments 4th generation of Smart dynamic and static
data acquisition instrumentation, builds upon a proud legacy, established in
the 1980s, by continuing to deliver trusted solutions to the marketplace.
Part of the largest worldwide install-base of precision data acquisition instrumentation, these innovative products are truly the gold standard for physical
measurements, delivering unmatched confidence and performance.
FPGA-based synthetic instrument customization
Corporate wide cloud data management and access
Flexible open architecture hardware and software designs
Exceptional analog measurement and excitation performance
Comprehensive health monitoring and run-time self-calibration
Precision distributed measurement synchronization and control
SentinelEX Series solutions are the perfect fit for a broad range of applications including noise, vibration and harshness (NVH), temperature, strain,
voltage, parallel high-speed acquisition, and pyroshock.
DOWNLOAD COMPLETE SHORTFORM TODAY AT :
http://www.vtiinstruments.com/SentinelEX.aspx
High-Speed
Modal or GVH
Shock Testing
Vibration Testing
Order Analysis
Rotating Machinery
Acoustics
Temperature Monitoring
Structural and Fatigue
R E L I A B L E
DATA
F I R S T
T I M E
E V E R Y
T I M E
WHATS NEW
India insight
One of the worlds fastest-growing automotive markets is home to one
of the industrys fastest-growing events: Automotive Testing Expo India
Following a tremendously
successful launch in
Hyderabad in 2010, this years
Automotive Testing Expo India
is set to be an even bigger event.
For 2012 the show, which takes
place on March 6, 7, and 8,
moves to Chennai, one of the
main automotive manufacturing
regions of India and home to
BMW, Caparo, Ashok Leyland,
Nissan, Daimler India, Ford
India, Hyundai Motor
Engineering, Hindustan Motors,
Mahindra & Mahindra, and
many more.
Over 120 exhibitors will
display technology covering
every aspect of automotive test
and evaluation, including test
simulation, NVH analysis,
engine and emissions testing,
vehicle dynamics testing, and
materials testing.
With exhibiting companies
such as MTS Systems, Horiba,
National Instruments,
Automotive Test Systems,
Expo highlight
The TRL/Olympus/Xcitex
stand will incorporate a
regular live impact sled test
to showcase the quality of
all the components of the
system: a TRL sled, Olympus
cameras, and Xcitex motion
analysis software.
Activated from a central
control booth, the working
4m sled will be fired on
a regular basis. Visitors can
follow the entire workflow
sled setup, control, and
operation, review the quality
of the video footage, and
perform detailed 3D motion
analysis at the stand,
demonstrated and discussed
by experts from each of the
partner companies.
and AVL, Automotive Testing

Expo India 2012 is a mustattend event for any automotive
test engineer.
Highlights for visitors will
include: the announcement
of an agreement between
Olympus, TRL, and Xcitex
that will see the companies
pool their strengths to deliver
turnkey impact test facilities;
the launch of Honeywells
completely digital TMS 9250
digital telemetry torque
measurement system; and the
CT-1000, which its developers,
Control-Tec and Drew
Technologies, claim is the
ultimate data acquisition and
telematics system. In addition,
Automotive Test Systems is set
to reveal plans for its facilities
in Chennai, including setting up
an NVH lab with a state-of-theart listening studio and a tire
test lab that will provide the
tire industry and OEMs in India
with an opportunity to test
their products domestically.

There is also an invaluable
free-to-attend technology
workshop on each morning
and afternoon of the show
featuring speakers from
around the world who will
be sharing their knowledge
of the latest automotive
testing techniques.
The inaugural event in
February 2010 welcomed
nearly 4,000 visitors from
Indias car and component
manufacturing industry.
As N. Prabu, deputy manager
of engineering at Renault
Nissan said in Hyderabad,
From a vehicle
manufacturers perspective,
its great to have the
equipment suppliers all
under one roof.
Why not pay a visit? Entry
is free, and the experience is
invaluable. To register, simply
visit www.testing-expo.com/
india and fill in your details.
1310 Kalamazoo Street

South Haven, Michigan 49090
Phone: 269.639.7229 Fax: 269.639.7306
Dynamometers
-Small Engine Dynamometers
-Gasoline/Diesel Dynamometers
-Types of Dynamometers
-New and used Dynamometers
Engine Handling
-Dynamometer Risers
-Engine Handling Carts
-Engine Cart Receivers
-Small Engine Test Stands
-Engine Handling Accessories
Drive Line Components

-Torsional Couplings (Voith
Kusel)-Driveshafts
-Driveshaft Guards
-Flange Adapters
-Flywheel Systems
Cooling Systems
-Engine Coolant Cooling
-Engine Oil Cooling
-Oil Tempering Systems
-Combination Systems
-Dynamometer Cooling Systems
Fuel Systems
-Diesel Fuel Systems
-Fuel Supply Systems
-Fuel Measuring Systems
-Fuel Tempering Systems
Actuator Systems
-Standard Duty Throttle Actuators
-Heavy Duty Actuators
Developers of Engine and Powertrain Testing Accessories

WWW.APPENGINC.COM
012
MARCH 2012
THE ULTIMATE IN ADVANCED VEHICLE POWERTRAIN TESTING
A DVA N C E D F LE X I B I LIT Y, A DVA N C E D S IM U LAT ION , A DVA N C E D E N G I N E E R IN G

FROUDE HOFMANN
FROUDE
HOFMANN has
has developed
developed and
and supplied
supplied the
the ultimate
ultimate in
in vehicle
vehicle chassis
chassis and
and powertrain
powertrain testing
testing
technology with
withits
itsmulti-vehicle
multi-vehicle
test
system
able
to exceed
emission
standard
accuracy
and correlation,
technology
test
system
able
to exceed
emission
standard
accuracy
and correlation,
while
while achieving
the flexibility
to latest
test the
latest innovations
in driveline
technology
achieving
the flexibility
to test the
innovations
in driveline technology
across
a rangeinofmotorcycles,
applications
electric
vehicles to
and
4x2 or
4x4 medium
vehicles.
Thevehicles.
four rollers
each
independently
from
motorcycles
electric
vehicles
and 4x2duty
or 4x4
medium duty
Theare
ability
to test
hybrid and
controlled
by separate
motors and
accurately
synchronised
through
the road
simulation.
The
kinetic
energy
recovery systems
is enhanced
with
the flexibilitytotoprovide
test Traction
Control
Systems,
ABS brakes,
ability to test
hybrid and
energy
recovery
systems
is enhanced
with
the flexibility
to testCombined
Traction
cornering
simulation
and kinetic
electronic
driver
assistance
systems,
such as
collision
avoidance.
TM
Control
Systems,
ABS brake
systems,
cornering
collision
systems
. Combined
with
Froude
Hofmanns
vDriver
real world
roadsimulation
simulationand
package
andavoidance
automated
robot driver,
testing
TM
with Froudehas
Hofmanns
vDriver real
simulation
package
andrepeatability
automated and
robot
driver, testing
technology
been re-engineered
to aworld
new road
advanced
level of
accuracy,
flexibility.
technology has been re-engineered to a new advanced level of accuracy, repeatability and flexibility.
F RO U D E H O F M A N N E N G I N E E R I N G S U C C E S S
Froude Hofmann
Blackpole Road, Worcester, WR3 8YB, United Kingdom
sales@froudehofmann.com| Tel: +44 (0) 1905 856 800
www.froudehofmann.com
resized.indd 1
09/02/2012 15:56
OPINION
A WEIGHTY PROBLEM
No one can deny the enormous strides
that auto makers around the world,
specifically those in the massive US market,
have made in designing and producing
engines that are far more fuel-efficient than
those of 25 or 30 years ago. Driven by the
twin demands of diminishing oil reserves
and the need to reduce climate-damaging
emissions, engineers have all but surpassed
themselves with their achievements to
date and the encouraging prospects
for future models.
But there is a problem, a big problem.
And its particularly serious in the USA,
where gas prices are still incredibly low
compared with fuel costs in Europe and many
other major vehicle-using territories. Despite
great improvements in engine fuel efficiency,
actual mpg figures in the USA are nowhere
near as good as they should be because
not being too bashful about it cars have
become more muscular and obese.
Its taken an economist at the Michigan
Institute of Technology (MIT), which is
renowned for its work in the automotive
sector, to highlight the statistics that show
two key facts. One, when gas prices are too
low, customers demand big, powerful, and
thirsty automobiles; and two, auto makers
have given in to this demand with little or
no apparent regard for the consequences.
So who is the whistle-blower? His name
is Dr Christopher Knittel, who joined the
faculty at MIT last year having taught
previously at UC Davis and at Boston
University. Knittel received his BA in

economics and political science at the
California State University, Stanislaus,
an MA in economics at UC Davis, and a PhD
in economics at UC Berkeley. And, because
he is a research associate at the National
Bureau of Economic Research, his views
clearly carry (without being facetious)
a lot of weight.
In a powerful presentation entitled
Automobiles on Steroids he points out that
between 1980 and 2006 the average fuel
economy of autos sold in the USA improved
by just over 15%. But the average curb
weight of those vehicles increased by
26% and horsepower shot up by 107%.
However, if Americans were today driving
cars of the same size and power that was
typical in 1980, the CAFE for the nations fleet
of autos would have jumped from an average
of 23mpg to about 37mpg, well above the
current CAFE of around 27mpg. The 10mpg
discrepancy comes, says Knittel, as a result
of most of the technological progress in fuel
efficiency having to compensate for the
increased weight and higher horsepower.
It has, therefore, in effect been wasted.
In terms of the environment, he points
out that with the transportation sector
producing more than 30% of US greenhouse
gas emissions, turning the full improvement
in fuel economy would have produced
notable environmental benefits. Indeed,
had cars in the USA remained at roughly
the same weight and power as those of 1980,
Actual mpg figures in the USA are

nowhere near as good as they
should be because cars have become
more muscular and obese
014
MARCH 2012
the country would already be boasting a fleet

average economy some 1.5mpg better than
the CAFE target of 35.5mpg set by President
Obama for achievement in 2016.
Interestingly, Knittel does not hold the
auto industry entirely responsible for the
wasted benefits. Quite the opposite. He
praises the development and introduction
of turbocharging and efficient fuel-injection
systems that have replaced carburetors.
He points out that most vehicles now have
multiple camshafts that enable a smoother
flow of fuel-air mixture into the engine and
exhaust gases out. He applauds variablespeed transmissions, dual-clutch
developments and gearboxes with six,
seven or eight ratios that optimize
engine performance.
Whats more, he says that because there
has been no [government] incentive to direct
these innovative technologies toward
reducing overall fuel consumption, he can
find little fault with the auto makers. He
cites the 30% reduction of gas prices (when
adjusted for inflation) as counter-productive
and believes that raising gas taxes is the
best way to reduce automotive emissions.
Knittel has this message to all auto
manufacturers: now is the time to shift
your focus to making vehicles more efficient
for the sake of overall efficiency not
performance. It can be done without
sacrificing weight or performance.
That, of course, is a message longadvocated in Europe and, in many cases,
comprehensively adopted. Former F1 race car
designer Gordon Murray has been telling us
for many years that the fastest, easiest and
cheapest route to cutting fuel consumption
and reducing CO2 emissions is to cut the size
and weight of our cars.
Surely its time now for the US authorities
to listen to Murray and Knittel and act.
Keith Read spent many years as
communications manager at MIRA before
becoming an industry commentator
OPINION
EMC IS NOT AS EASY AS ABC

The issue of EMC is something that we
all need to understand. Im no expert
on EMC, but it is an important part of the
vehicle development process.
As a mechanical engineer, I dont trust
anything I cant see, and todays complex
automobiles require us to control things
we cant see or suffer the consequences.
Five decades ago, the worst that could
happen with electromagnetic interference
might be poor AM radio reception. Now
the consequences can be catastrophic.
EMC design and testing in the automotive
arena have come a long way, but it is clear
that the state-of-the-art must improve
rapidly. The current state is to manage EMC
at the component, systems, and vehicle level.
Electrical components must be designed
to minimize electromagnetic emissions and
maximize immunity to external emissions
(from other vehicle components or the
external environment).
Today there are few analytical, physicsbased tools to simulate EMC using both
circuit simulation and electromagnetic
theory. That leaves the bulk of the work
to testing compliance at the component,
systems, and vehicle levels, including
wiring harnesses.
Things get even more difficult as hybrids,
PHEVs, and BEVs become more prevalent.
With the addition of high-power, highvoltage electronic devices, complexity
grows exponentially. I experienced this
first hand while conducting Car of the
Year judging: starting up a new BEV, the
right rear passenger window decided
to lower itself!
Whether this was due to a software
error, bus communication problems, or
electromagnetic interference, Ill never
know. One thing is certain: my experience
demonstrates how critical EMC will be
in this brave new world.
Toyotas unfortunate experience

last year with unintended acceleration
demonstrates the high stakes associated
with failures we dont understand.
Imagine the potential consequences
with the advent of autonomous vehicles.
Product liability attorneys will have a field
day making manufacturers prove that
something unexplained cant happen.
Its only a matter of time before sunspots are
blamed for vehicle failures in plaintiffs suits.
EMC must be taken seriously. This is
a mysterious subject that Automotive
Testing Technology International will allow
readers to understand better. As they say,
an ounce of prevention
Chris Theodore has more than 30 years

experience in automotive development,
including stints at each of the Big Three
in the USA
EMC design and testing in the automotive

arena have come a long way, but it is clear
the state-of-the-art must improve rapidly
016
MARCH 2012
WKbSW
WKbSW
SdO^RO
SdO^RO
WYWOX^
WYWOX^
SFRGLPD[+'+'
SFRGLPD[+'+'
+LJK6SHHGDQG+LJK5HVROXWLRQ
+LJK6SHHGDQG+LJK5HVROXWLRQ
)JHIMJHIUT
)JHIMJHIUT
sISV#[SL[HO+'
sISV#[SL[HO+'
ISV#[SL[HO+'
ISV#[SL[HO+'
sELWG\QDPLF
sELWG\QDPLF
sLPDJHPHPRU\XSWR*%
sLPDJHPHPRU\XSWR*%
sPXOWLSOHWULJJHURSWLRQV
sPXOWLSOHWULJJHURSWLRQV
sVPDUWEDWWHU\FRQWURO
sVPDUWEDWWHU\FRQWURO
ZZZSFRGH
ZZZSFRGH
LQ$PHULFD
ZZZFRRNHFRUSFRP
LQ$PHULFD
ZZZFRRNHFRUSFRP
ACS is a single-source provider of fully integrated facility and equipment solutions, serving the international
engine- and vehicle-testing markets. We specialize in the comprehensive design, construction, integration, and
commissioning of development and production test facilities for engine, vehicle, and components manufacturers.
Learn about this test facility and more at:
http://www.acscm.com/CaseStudies.aspx
Headquarters: ACS / Madison, WI / USA / P 608.663.1590 / acs-us@acscm.com / www.acscm.com
10 QUESTIONS
Donald
Ganzhorn
Chief engineer and vice president, Mustang Dynamometer
How did you start working with
dynos?
And your least favorite?
At the age of 16, I designed and built my

first dynamometer test-stand system. By
the age of 18, I was in the field repairing
and working on dynamometers. When
I was 22, prior to graduating from college
with a degree in electrical engineering,
I bought Mustang Dynamometer with my
brother, Dean. Dynamometers have been
in my blood and under my fingernails for
as long as I can remember.
What is your favorite part of the job?

Im a social techie, so I love helping
people use technology to solve complex
problems. I really like to work directly
with our customers and my creative
team of application engineers to develop
innovative solutions and then watching
the positive reactions of our customers.
I wish there were more than 24 hours

in a day. I dont like leaving the office
without completing the work I have
scheduled for the day.
What is your proudest career

achievement to date?
Creating a multinational company that

innovates, engineers, and manufactures
some of the most advanced testing
equipment in the world. Im proud of
assembling, leading, and working with
a team of brilliant mechanical, software,
and systems engineers.
What are your goals for the next

five years?
Growing the company both domestically

and internationally through acquisition,
partnering, and expansion of existing
Auto ATTI ads 1_12 Sure microphone:Layout 1
1/31/12
10:44 AM
markets with new product innovations.

We have a lot of traction with turnkey
installations with many customers.
I also want to bring some new virtual
vehicle simulation toolbox technologies
to market for our transmission and
powertrain product groups for advanced
simulation of vehicle inputs to the
traditional and hybrid transmission
and powertrain.
What could legislators do to make

your working life easier?
From a product development standpoint,

it would be helpful if legislators could
provide a product development fund to
create monetary incentives for companies
to expand their workforce based on new
product development. The product
development fund should have a simple
set of guidelines based on a ratio of jobs
Page 1
Acoustic
Measurements?
sure
We Do! We do it all
TM
PCB Automotive Sensors Division

Toll-Free in USA 888-684-0014
E-mail automotivesales@pcb.com www.pcb.com/auto
ISO 9001 Certified A2LA Accredited to ISO 17025
018
MARCH 2012
- sensors to measure
vibration, acoustics, force, pressure, load,
strain, shock and torque - Sure we do!
Photo Curtesy of ETS-Lindgren
www.pcb.com/microphone
10 QUESTIONS
BIG RIG TESTING
Dynamometers have been in my

blood and under my fingernails
for as long as I can remember
created, with respect to new product
development, and to the amount of
money received.
What are the trends in your field?

As a multi-tiered dynamometer supplier,
were seeing trends in several of our
product areas. Control systems are
moving away from proprietary hardware
and data-acquisition systems, and are
operating with off-the-shelf hardware.
Were noticing a high demand for hybrid
powertrain testing systems with battery
simulation and hardware-in-the-loop,
and for fast-responding, low-inertia
dynamometers that develop a higher
torque-to-inertia ratio. Many companies
are also trying to reduce track testing
in favor of more advanced component
testing in a controlled environment with
a dynamometer system.
Could a powertrain be developed

purely on a dyno?
Yes, we first performed this with Allison

Transmission in 1999 using hardware-inthe-loop to develop a two-mode parallel
hybrid electric transmission powertrain.
The system had 22 modes of control
operation. The control system was first
developed and tested in MatLab with
Allison, prior to the mechanical and
electrical engineering stage of the project.
Because it was a hybrid system, we also
controlled the battery simulator to the
powertrains electric motors. The test
stand performed Common DC Bus
automated testing, or the operator used
a drivers trace and throttle pedal to
drive the simulated vehicle. NVH was
monitored, durability tested, shift
calibration tables were developed,
and performance validated.
What is the big news at Mustang?
Our new 31,000ft2 expansion is now

completed and operational, bringing our
facility up to 100,000ft2. We also have
an exciting project in progress building
a helicopter main mast and tail-rotor
transmission test stand for the military.
Our 10-test-cell transmission repair
facility at Anniston Army Depot is also
nearing completion.
What will you be showing at

Automotive Testing Expo India?
We will be focusing on turnkey full-engine,

chassis and powertrain emissions
certification systems, calibration
systems, and R&D systems. We will
also be discussing the importance
of production-testing equipment for
the development of complete vehicles
and vehicle components.
Shift to
best in energy performance

We provide test systems for shared success
Chambers

Temperature and Climate

Head Wind, up to Climatic Wind Tunnels

Rain and Solar Light

Altitude

NVH

Corrosion
e.g. for Exhaust Emissions Analyzing, SHEDs
Test Beds

Engines from XS to XXL

Gearboxes

HVAC Components

Vehicle/Engine Heat Exchangers
Supply Modules for all kinds of media
Imtech Deutschland | Centre of Competence Environmental Simulation/Test Bed Engineering | Hammer Str. 32
22041 Hamburg/Germany | Phone +49 40 6949 2527 | Fax +49 40 6949 2513 | sales.umsi@imtech.de | www.imtech.de/umsi
MARCH 2012
019
ALEX GEISLER
ASK ALEX
What is the toughest test

of a vehicle?
If asked, I would say the courtroom. I say if asked
because strictly speaking I wasnt. In a break from
tradition, this question comes not from the readership of
Automotive Testing Technology but from its very pages. The
question appeared on the Ask The Experts page in the
November/December 2011 issue (p14). It prompted some
interesting offerings from the panel, including the Mexican
rocky road and the Dubai dessert melter, both of which
sound like ice cream sundaes. David Streeter from MIRA
had a lateral view, suggesting that virtual sign-off is the
toughest test.
Now, those who have experienced 3g on the edge of
the Nrburging might contest this, but I maintain that
the courtroom offers the toughest test of a vehicle. The
courtroom is a unique test chamber. You could be forgiven
for thinking it has similarities to a wind tunnel, but these
are superficial. The first key difference is of course
lifecycle. The vehicle under scrutiny in a courtroom is
a post-catastrophe vehicle. It has been in the real world
and something sinister has happened to it. That
intervening event or agent may well prove to be pilot
error, but this has to be proved. Now of course in most
jurisdictions the onus of proof is on the plaintiff. Fine,
but now imagine a US courtroom and a wall-size blow-up
picture of the index vehicle with A and B pillars destroyed
and a grotesquely deformed roof. So much for the burden
of proof.
The next difference is legislation. In the testing
environment the governing legislation is largely
bureaucratic, with minimum tests for different territories,
differing type approval processes and such like. In the
courtroom, the prevailing legislation and governing case
law are all about liability, causation, and damages. Then
finally, of course, there is the test instrumentation. In some
countries it will be a single judge, maybe even one with
an engineering background. But in other jurisdictions it
will be a lay jury.
Of course there are countless tales of competent
courts dispensing excellent justice. But these make less
entertaining anecdotes than the goings-on within the less
efficient tribunals. One notoriously belligerent English
judge dispenses his own version of Noise, Vibration, and
Harshness. And then there are the eccentrics. One of
my favorite such tales is the judge dealing with a case
on the Isle of Wight. My expert gave an impressive, albeit
high-speed, dissertation about ride and handling. But
the accident happened in Ventnor, interrupted the judge.
Why are you telling me about Ryde and
Shanklin?
Alexander M. Geisler is a partner at Duane Morris.

HeHe
hashas
2020
years
yearsexperience
of experience
in thein automotive
the automotive
sector
sector
and
and is retained by OEMs, Tier 1 and Tier 2 suppliers,
test facilities and engineering companies. He is our
resident legal columnist. Alex can be reached at
amgeisler@duanemorris.com, +44 20
2077786
786 2111
(London)
(London) and
and +1
+1 215
215 979
979 1000
1000 (Philadelphia).
(Philadelphia)
020
MARCH 2012
recall round-up
The latest automotive recall news for
Europe and North America during the
first quarter of 2012
Make
Model(s)
Concern
BMW
Diesel-engined
1 Series, 5 Series,
7 Series, X3 and X5
Risk of fire
BMW
5, 6 & 7 Series,
Alpina B5 & B7
Short circuit may occur
MINI
Cooper S, John
Cooper Works and
All 4 Countryman
Risk of fire
Volvo
V70, S80, XC60,

and XC70
Possibility of loss of drive
MercedesBenz
E-Class and CLS
Steering may become heavy
MercedesBenz
ML
Cruise control may fail to deactivate
MercedesBenz
Atego
Risk of fire
RollsRoyce
Ghost
Alfa Romeo 8C Competizione
Rear wheels may lock up
Chevrolet
Cruze
Engine may stall
Audi
A3
Fuel may leak
Toyota
Lexus RX300 and

RX400h
Steering may be affected
Honda
Civic Type R
Volvo
C30, S40, V50 & C70
Fluid may leak into wiring harness,

which may cause fire
MercedesBenz
Sprinter
Control may be lost
Volkswagen
T5, Passat, Golf,

Tiguan, Eos &
Scirocco
Fuel may leak
Koni
Shock absorber
models 30-1720
and 30-1721
Driver may lose control
Ford
Fiesta
Fumes may enter passenger

compartment
Yamaha
VMAX
Engine may fail
Toyota
Verso
Panoramic roof glass may detach
Mitsubishi
Outlander GS45X
Rear wheel and hub may detach
Ford
F-150 & F-250
Risk of fire
Citron
C3 & DS3
Airbag may not deploy correctly
Citron
C3 & DS3
Engine may cut out
Citron
C3 & DS3
Suspension fixings may loosen
The most important dates for

your diary in 2012
Die wichtigsten Termine fr
Ihren Kalender 2012
I am impressed with the Expo.

There are a lot of good ideas here.
We have to look at the ideas of suppliers
and other OEMs. We want to be the best
so we have to think about everything
Dr Gerrit Kiesgen,
general manager, BMW
PROVING GROUNDS
UK facilities report boom

LONDON Three UK proving
GM sells MESA
MESA General Motors
has finally sold off the
last 3,200 acres of the
Mesa Proving Ground in Arizona
for US$265 million. The land
will be developed for housing.
Mesa was opened in 1953
to complement GMs Milford
Proving Ground in Michigan
the industrys first dedicated
automobile test facility, dating
from the early 1920s and
provide year-round hot-weather
testing. GM sold the first 1,800
of the sites 5,000 acres in 2004.
In July 2009, the General
joined the US Army at its Yuma
Proving Ground, Arizona,
opening a new hot-weather test
facility there. The auto maker
signed an agreement to
co-develop and administer

the site with the Army.
Despite defense cuts, the
Yuma Proving Ground was the
US Armys busiest test center in
2011, clocking up 2.77 million
direct labor hours, which
accounted for 30% of the
Armys total test workload.
YPG spokesman Chuck
Wullenjohn said the recordbreaking feat was largely due
to a huge increase in vehicle
testing done by the Combat
Automotive Division, which
accumulated 1.07 million labor
hours, a 6% increase on 2010.
He expects the level of testing to
remain steady this year: There
arent going to be any huge
increases or decreases.
Yamaha revives fifth test facility

KIKUGAWA Yamaha is reviving its plan to build a fifth test
facility in Japan. Work on the Kikugawa proving ground

which was due to start in 2009 and be completed toward the end
of 2012 but fell victim to the recession will start soon but with
a reduced budget.
The facility will cover 121 acres its largest in terms of area and
feature a 1.18-mile closed course. This is shorter than the originally
planned 1.86-mile track. Yamaha will use the test facility to develop
its high-performance and small-displacement motorcycles intended
for developing markets. It will be far from a conventional, flat race
speed track as it will incorporate dusty and hilly sections to
simulate real-world conditions.
grounds have reported booming

business with record turnover.
MIRA saw revenue increase in
2011 to almost US$64.5 million
from US$57 million in 2010
itself a record year.
A big increase in defense
contracts has, says MIRA CEO
Dr George Gillespie, helped to
boost earnings. We have a
forward-looking order book of
US$30.5 million. In the sectors
we serve were not seeing any
signs of a double-dip recession
just continued growth.
Bruntingthorpe Proving
Ground started 2012 by winning
the MIA Business Excellence
Award for services to the
high-performance engineering
industry as well as planning
consent from its local authority
to develop an innovation park
(pictured above) within its
670-acre site a former USAF
Cold War airbase.
Bruntingthorpes managing
director, Dave Walton, said, Our
new, ultra-modern development

will bring opportunities and
commercial benefits to what is
a thriving industry one that
is contributing greatly to the
national economic recovery.
Millbrook also reported a
record year in 2011. Neil Fulton,
head of sales and marketing,
said, All areas did exceptionally
well, especially vehicle test and
durability, and powertrain and
emissions. We have seen
powertrain test labs running
around the clock and an
unprecedented number of
vehicles on our tracks. In 2011,
there was 75% more track-based
vehicle activity than in 2010.
Fulton also revealed plans
to upgrade the emissions and
vehicle safety facilities.
Former Chrysler proving ground manager retires

DEARBORN Sue Cischke
has retired after a 35-year
career in the automotive
industry. Since joining Ford
in 2001, Cischke has served
as the companys top
environment and safety officer
and was appointed group VP
of sustainability, environment,
and safety engineering. But it
was at Chrysler that she started
her career and held various
key positions,
including general
manager of
scientific labs
and proving
grounds.
Its been an honor to work
35 years in the auto industry
and dedicate my career to
delivering ever-safer and
more efficient vehicles to
our customers, she said.
Tree time at Studebaker

INDIANA Half a mile long
and visible from space, the

Studebaker arboreal sign at its
former proving ground now
owned by Bosch is causing
some concern. The 5,000 red
and white pine trees, planted by
the Civilian Conservation Corps
in 1938 some 12 years after

Studebaker opened the site,
have survived without a
maintenance budget. But thats
about to be put right with the
help of a US$2,500 endangered
places grant to preserve and
maintain the sign.
Proving ground directory

Aberdeen Test Center
www.atc.army.mil
ACTS
www.acts.de
Arctic Falls AB
www.arcticfalls.se
Arctic Testing Services
www.arctictesting.fi
Arjeplog Test Center
www.arjeplogtestcenter.com
ATP Papenburg
www.atp-papenburg.com
Bosch
www.bosch.us
022
CERAM
www.ceram-mortefontaine.fr
Cooper Tire and Vehicle
Test Center
www.tvtc.us
Dayton T. Brown
www.daytontbrown.com
Defiance Testing
and Engineering
www.defiancetest.com
IDIADA
www.idiada.com
Gerotek Test
Facilities
www.gerotek.co.za
MARCH 2012
Keweenaw Research Center

www.mtukrc.org/school.htm
Magna Steyr
www.magnasteyr.com
MGA Research
www.mgaresearch.com
Michigan Proving Ground
www.testprofessionals.com
Millbrook
www.millbrook.co.uk
MIRA
www.mira.co.uk
Nevada Automotive
Test Center
www.natc-ht.com
PMG Technologies
www.pmgtest.com
Prodrive
www.prodrive.com
Prototipo
www.prototipo.org
Smithers Winter
Test Center
www.wintertesting.com
Southern Hemisphere
Proving Ground
www.shpg.co.nz
Southwest Research
www.swri.org
TNO Automotive
www.automotive.tno.nl
Transportation Research
www.trcpg.com
MORE GROUNDS ARE LISTED AT

WWW.AUTOMOTIVETESTINGTECHNOLOGYINTERNATIONAL.COM
If you would like your facility to be included in the Automotive Testing Technology
International proving grounds directory, please contact Jason Sullivan on:
+44 1306 743744, or email: jason.sullivan@ukipme.com
Bigger and better

than ever before
Noch grer,
noch besser
There are many manufacturers

of machinery and parts, and it is
very interesting. I didnt think
it would be so large. It is such
an interesting place
Bernd Eberle,
project manager,
BMW M GmbH
ASAM (Association for Standardisation of

Automation and Measuring Systems) will once
again jointly host the Open Technology Forum
at Automotive Testing Expo Europe 2012.
Following the huge success at Automotive
Testing Expo last year, ASAM has put together
a comprehensive three-day Open Technology
Forum with presentations from leading OEMs
and Tier 1 and 2 suppliers.
The Open Technology Forum is free of
charge to attend, and will commence each
morning of the show.
Europes leading automotive testing,

evaluation and quality engineering trade fair
N RU
LO EW M NNI
CA
N
TE ESS G A
DB ES TT
Y T TUT HE
HE TG
AIR AR
PO T,
RT
June 12, 13 and 14, 2012

Stuttgart Messe, Stuttgart, Germany
Register for your FREE entry pass/badge NOW online at
www.testing-expo.com
AUTOMOTIVE TESTING EXPO EUROPE 2012

Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744
Fax: +44 (0) 1306 877411
email: expo@ukipme.com
www.testing-expo.com
Focused Relevant
Unmissable
Zielgenau Relevant
Ein Muss
It is useful, with a lot of exhibitors.

It gives us some ideas
Vincent Jacquier,
mechanical chief engineer,
PSA Peugeot Citron
Complete Engineered Solutions
Flexible Connections for your Test Application Needs
INSTRUMENT
At VPC, our engineers will work with you throughout the test system design
process. From interface connections, to wired test adapters, to cabled
secondary connectors, we support your total test application requirements.
Low I/O connectors enable flexibility in automatic test system
configurations. Our popular iSeries provides quick and reliable solutions
for any small connector needs. All VPC products use the same highly
reliable signal, coax, power, and fiber optic contacts.
Visit vpc.com to learn how we can meet your total interconnect needs.
INTERCONNECT SOLUTION
Wire+ Advantage
VPCs wire capabilities range from patchcords to cable
assemblies to complete wired test adapters. We engineer
and manufacture solutions to your specifications. Producing
both wire and PCB solutions ensures that we can meet any
interconnect requirement.
Visit vpc.com/wire to learn about our Wire+ Advantage.
UUT - UNIT UNDER TEST
iSeries cable
assemblies enable
you to pin your own
configuration specific
to your UUT need.
Need assistance with your configuration?

Visit us at vpc.com/done.
FACILITY TEST
ATP
Back in 2003, we
were blown away by
Automotive Testing Papenburg
(ATP), the vast proving ground
just west of Bremen in northern
Germany. We called it probably
the finest proving ground in
Europe, and one of the best in
the world. Praise indeed!
Almost a decade later, theres
no sign of ATP resting on its
laurels. There has been steady
investment in new facilities and
equipment, with more planned
in the short and medium term.
Perhaps the most important
addition of recent years is the
Nine years after its first visit,

Automotive Testing Technology
returns to the ATP proving
ground to see if the German
giant has still got what it takes
WORDS BY GRAHAM HEEPS
GPS-based Traffic Control

System (TCS). Co-developed
with Bosch, BMW, and
Volkswagen, this monitoring,
messaging, data-recording,
and emergency-detection system
was implemented for the first
time at Papenburg, some 2.5
years ago.
We watched an ATP
technician fit the required
antenna, black box, in-car
screen, microphone, and power
supply to a Mercedes test car
in a little over five minutes,
although up to 15 minutes may
be required for the trickiest
TCS is by far the most

comprehensive and safest means
of proving ground control that
this reviewer has experienced
applications. But once the

systems on board, the test
driver no longer has to notify
the dispatcher each time he
moves from one test track
to another, as his position is
automatically relayed to the
screens in the control room.
Moreover, the driver need no
longer monitor the radio to
listen out for the positions of
other cars up to 70 of them
at peak times leaving him
free to concentrate on driving.
If a driver has an accident,
they can press an emergency
response button on the TCS
microphone, which will sound
an alarm back at the control
room. The system also has
a number of automatic
emergency detection alarms
built in that detect incidents
such as a car leaving the paved
track or becoming stationary
in an unexpected location. This
provides additional reassurance
that in a worst-case scenario,

an unconscious driver wont
be left undiscovered by others
during a night-time durability
run, for example.
In short, TCS is by far the
most comprehensive and safest
means of proving ground
control that this reviewer has
experienced. And by linking
it to its booking and billing
systems, ATP has made its
administrative life easier, too.
In the future, such a system
could be the basis for fully
autonomous proving ground
operation, improving safety
yet further.
In terms of the tracks
themselves, its still all here:
the real-world durability routes,
on which cars can be driven by
ABD robots if desired; the vast
dynamics pad (now with the
option of a recently introduced,
in-house-developed ADAS test
vehicle); the brake-test area
MARCH 2012
027
FACILITY TEST
with different friction strips
(there are plans to rebuild
this area with a more efficient
flooding system, too); and
above all, the 12.3km (7.6-mile)
high-speed oval, with its 4km
(2.5 mile) straights and handsoff-at-250km/h (155mph), up
to 49.7 banked ends.
This signature track remains
a big draw for ATPs customers
some 300 of them in 2011
with 60% booking time on the
oval, where the straights are
scheduled to be resurfaced
within the next couple of years.
Theres no upper speed limit,
making it an attractive place
not just for AMG to run its hot
Mercs, but for tuning companies
to run their highly modified
cars and SUVs in relative safety.
The fastest recorded speeds to
date more than 400km/h
(250mph) were set by a RUF
9ff Porsche and a 1,407bhp
Pontiac Firebird!
Tire companies a crucial
client base for ATP also use
the oval to develop high-speed
rubber, as well as the UNECE
117-certified rolling noise and
wet-grip tracks. Forthcoming
changes to standards mean
that the former will need a new
surface in the coming years.
In the case of the latter, ATP
acknowledges that the wethandling facility used for
the grip tests has some
shortcomings: its very flat, has
constant-radius curves, and is
irrigated by water sprays not
always ideal in a windy location.
To rectify them, plans are
in place to construct a new
wet-handling track at the
southern end of the 780ha
facility, which will have some
elevation change, more dynamic
curve combinations (including
some faster, wider corners), and
a flood-based irrigation system.
With the necessary financing
still to be put in place, no date
has yet been set for completion.
And given the investment
required, ATP is consulting
extensively with its customers
to ensure the design will meet
their every need, before it gives
the green light for construction
to begin.
Another proposed new,
tire-related investment concerns
028
ABOVE: The workshops at ATP are

available for customer use, and are
extensively stocked with equipment
Plans are in place to construct

a new wet-handling track at
the southern end of the facility
rolling resistance measurement.
With the introduction of
environmental labeling to tires
sold in the EU from November
2012, ATP knows it will need to
acquire a tire rolling resistance
test bench in order to offer
services in this area. The next
facility to be added to the roster
MARCH 2012
will, however, be a new NVH

test track, which is being built
by an ATP customer and will
be completed later this year.
With this and other
investment projects in the
offing, such as the introduction
of a new ambulance planned
for this summer, ATP is in
good health. Following the

bankruptcy of former co-owner
Karmann in 2009, the company
is now 100% owned by Daimler
subsidiary MBtech. It rode out
the economic downturn with
a temporary period of shorttime working and has
diversified its business to
generate other income streams.
It performs contract testing
(at ATP and elsewhere), hosts
car club and small-scale
motorsport events at weekends,
hosts visiting groups in an
old Routemaster bus, and has
developed a proving ground
consulting business to share
its experience of building and
operating a test facility with
external clients, particularly
in developing markets.
Verdict
ATP remains hard to fault, not

least because its management
is anything but complacent.
If the plans for new tracks and
refurbishment works all come
to fruition, the competition
will have an even harder job
keeping pace.
EURO 6 STANDARDS
ssense
ense
Three companies reveal how they are preparing OEMs
for the Euro 6 standards that come into force in 2014
WORDS BY SAUL WORDSWORTH
030
MARCH 2012
EURO 6 STANDARDS
LEFT: Gasoline direct
injection engines such
as Fords EcoBoost
V6 may require further
research to avoid the
need for particulate
filters to be fitted
The legislation for Euro 5 Phase 2 was implemented

from September 2011, and the more stringent
Euro 6 will begin in September 2014. Once this
comes into force member states must refuse the approval,
registration, sale, and introduction of vehicles that do not
comply with the tougher new emissions limits. OEMs are
hastily preparing.
The NOx emissions reduction [dictated by] Euro 6 will
increase the health benefits by approximately 60-90% over
Euro 5, says Nikolaus Steininger, Enterprise and Industry
Directorate-General at the European Commission. Europe
as a whole welcomes any initiative that reduces pollution
from vehicles.
New emissions standards are always a challenge, adds
Walter Puetz, director for certification,environment, and
regulatory affairs at Daimler. The key is to make customers
understand that our engines are as clean as all other
engines. The process may cost us a little but if it means
making engines cleaner today, thats a good thing.
Euro 6: The facts
New emissions standards are

always a challenge...the process
may cost us a little but if it means
making cleaner engines today,
thats a good thing
There are two major changes in the move to Euro 6 from

the current Euro 5. The first is the introduction of a solid
particle number standard (PN) for positive ignition (PI)
gasoline direct injection (GDI) vehicles. This level was
finalized in December 2011. The decision was to set the
limit as 6 x 1012 particles per kilometer for three years and
to reduce this to 6 x 1011 (the same level as Compression
ignition vehicles) from September 2017. The decision to
delay implementation of the lower limit gives manufacturers
of light-duty vehicles sufficient time to develop improved
injection/combustion technology and vehicle calibrations
to avoid the use of particulate filters that would adversely
affect fuel consumption and CO2 emissions. The second
change is the requirement to more than halve the current
NOx standard for compression ignition vehicles from
180mg/km under Euro 5 to 80mg/km under Euro 6.
The introduction of the new PN standard for gasoline
direct injection (GDI) vehicles will require research and
development into direct injection systems and combustion
if the use of particulate filters is to be avoided. For some
vehicles, however, it may be necessary to install particulate
filters in order to meet the new limits, especially bearing in
mind future requirements to demonstrate compliance
under off-cycle driving (when the engine is tested in an
unknown random test and also for in-service compliance),
which can be expected under new procedures currently
under discussion. Meanwhile the reduction of the NOx
MARCH 2012
031
Constant? Dynamic?
SINGLE high-performance temperature
control and cooling systems use liquid
media for either maintaining constant
operating temperatures or for running
dynamic temperature profiles on test
benches. Distinguished by their high
reliability and precision, these systems
control either the flow rate or the operating pressure and cover temperatures
of between -40 and +350 C: tailor-made
temperature control technology for operating and safety tests of engines, pumps
or heat exchangers.
Your competent partner for test bench
optimisation.
Pressurised water unit

up to 200 C
www.single-temp.de
SINGLE Temperiertechnik GmbH
Ostring 17-19, 73269 Hochdorf, Germany
Phone +49 7153 30 09-0, Fax: +49 7153 30 09-50
info@single-temp.de
_Tacho ATTI Anz en 58x250.indd 1
11.01.12 11:43
Euro 6 more than halves the

permitted NOx emissions limits
for diesel vehicles
BELOW: The AVL
iGeneration is claimed
to enhance every
aspect of emissions
testing, from improved
gas analyzers to
more accurate and
optimized sampling
systems
limits for compression ignition vehicles is likely to require

the use of aftertreatment systems for some vehicles. The
aftertreatment could be LNT (lean NOx trap) or SCR
(selective catalytic reduction), depending on the vehicles
specification and duty.
Number crunching
Horiba Group has been a key supplier of exhaust emissions
measurement systems for certification and R&D for more
than 40 years, and its Automotive Test Systems (ATS)
division is a leading supplier of engine test systems,
driveline test systems, brake test systems, wind tunnel
balances, and emissions test systems.
Horiba developed the first production-level solid
particle number counting system, the MEXA-1000SPCS,
says Les Hill, ATS product planner at the company. This
was to meet the initial draft specifications and procedures
introduced by the PMP [Particle Measurement Programme],
a working group that was formed to study low-level PM
emissions and to develop new instruments and procedures
for its measurement. Further modifications and refinement
of the specifications and procedures enabled a new model
[MEXA-2000SPCS] to be developed that is much smaller
and simpler in design.
According to Hill, the introduction of the PM and PN
standards for GDI vehicles means that some chassis
dynamometer test cell systems are now being upgraded for
EURO 6 STANDARDS
measurement by the installation of dilution tunnels, PM

samplers, and PN counting systems.
The extension of the PN standard to the PI direct
injection gasoline vehicles means this parameter will be
critical for the development and calibration of these
powertrains in the engine test cell stage, he says.
Accordingly, Horiba has recently introduced a new model
[MEXA-2100SPCS] that is designed to measure the PN
from the raw, undiluted exhaust gas without the need for
the CVS and dilution tunnel equipment that is necessary
for the chassis dynamometer based certification. Similarly,
the reduction of NOx emissions for Compression ignition
vehicles will require improved instrumentation for the
measurement of nitrogen compounds.
In addition to the FTIR (Fourier transform infrared)
analyzer that has been available for many years, Horiba
has introduced a new type of analyzer (MEXA-1400QLNX) that uses a mid-infrared energy source called the
Quantum Cascade Laser, which has become commercially
available in the last few years.
The MEXA-1400QL-NX measures the NO, NO2, NH3
and N2O concentrations from the engine exhaust with a
lower limit of detection and wider dynamic range than
other infrared-based instruments. Its performance will be
very important in the research and development of engine
combustion as well as the research and development of a
number of exhaust aftertreatment devices such as CRTs
[continuous regenerating traps], LNTs, and SCRs that are
expected to be used for Compression ignition light-duty
vehicles to meet Euro 6 and beyond.
Analysis
Cambustion is a spin-off company from the Cambridge
University Engineering Department, and was formed in
1987 with the invention of a fast FID for measurement of
transient HC emissions. This occurred just as researchers

were grappling with the (then) new technology of
sequential fuel injection and three-way catalytic converters.
Given increasing demands from legislators worldwide
to control emissions to lower levels, Cambustion is
continuing to develop new products and invest in its test
facilities to help vehicle manufacturers meet these new
requirements through control of engine-out emissions and
exhaust aftertreatment.
Euro 6 more than halves the permitted NOx emissions
limits for diesel vehicles and will almost certainly require
the addition of aftertreatment systems such as LNTs or
SCRs, says Mark Peckham, the director of Cambustion.
ABOVE: An emissions
test cell at Horibas
test center in
Obuerursel, Germany
TOP RIGHT AND
ABOVE RIGHT:
Horibas MEXA1400QL-NX analyzer
uses a Quantum
Cascade Laser
Cost and speed

Cost will be an issue with Euro
6, especially for diesels. Data
from the Euro 5 impact assessment
was used to evaluate the impact of
a second step of emissions limits.
The data suggested that the cost of
ensuring a diesel vehicle meets the
proposed Euro 6 limit value for NOx
will be 213 more than for Euro 5.
The industry knows this so in
principle [the cost] applies to all
of them equally and should not
lead to a big price distortion,
says Nikolaus Steininger of the
European Commission. It would
mean the price gap between diesel
and petrol cars will become a little
bigger but this is compensated for
by CO2 regulations, which come
into force around the same time
as Euro 6; they favor diesel engines

and as a result competing effects
cancel each other out.
Euro 6 will be a race of
technology and marketing, says
Walter Puetz of Daimler. The
ones who first have their portfolio
moved forward in fulfilling Euro 6
legislation will promote this and
catch some additional market
share because customers are
becoming more and more sensitive
to emissions and want to be as
clean as possible, where
affordable. We want our customers
to understand that these engines
are as clean as all other engines.
Its an important step for us to
demonstrate that we are capable of
meeting all emissions standards.
MARCH 2012
033
EURO 6 STANDARDS
Analyzers launched
With Euro 6 due to come into force from 2014,
a new limit on the particle number emissions
of gasoline direct injection vehicles is imminent,
coupled with the tightening of NOx limits for diesels.
As with many emissions challenges, two routes
are available; either to reduce engine emissions
through calibration and strategy optimization, or to
use aftertreatment to reduce engine out emissions
to acceptable tailpipe levels.
Many tens of thousands of dynamometer hours
have been expended investigating NOx and
particulate emissions, and the Cambustion DMS500
fast-response particulate analyzer and the CLD500
fast-response NOx analyzer represent two valuable
tools for effective engine and aftertreatment
development. See page 74 for more detailed
information.
These new aftertreatment requirements will drastically

increase the cost and complexity of emission control for
vehicle manufacturers, making diesel-engined vehicles
more expensive for the consumer. Many OEMs (and
Cambustions Engineering Services division) are actively
evaluating and applying such technology to meet the
legislative requirements.
The prevailing Euro 5b legislation for diesel PN has
already meant the fitting of DPFs to most diesel passenger
cars, and Cambustion has been heavily involved in the
implementation of this technology. DPF development
requires repeatable and reliable systems for evaluating
DPF characteristics, and Cambustion has developed a
diesel particulate generator (DPG) that can help vehicle
manufacturers, filter substrate manufacturers, and catalyst
coaters optimize their products. The DPG enables rapid
loading of soot onto a DPF to allow pressure-drop and
regeneration characteristics to be assessed without use of
an engine dyno or vehicle chassis rolls.
Peckham believes the most challenging aspect of Euro
6 for gasoline vehicles is the proposed application of a
(staged) PN limit applied to GDI vehicles. Such engines
generally emit higher numbers of nanoparticles than
conventional port-fuel-injected gasoline engines, but the
suggestion that such particles may pose a public health
risk has brought about this legislation, and now engine
researchers and calibrators are investigating methods of
meeting the stringent number standard.
The use of gasoline particulate filters (GPFs) has been
proposed, but considerable efforts are also being made to
optimize direct injection hardware and calibration, states
Peckham. Cambustions DMS500 fast-response particulate
analyzer is being used by OEMs and suppliers across the
world to investigate measures to improve the engine-out
particle number and hence avoid the use of additional
aftertreatment to control GDI particle emissions.
ABOVE: The
Cambustion DMS500
fast particulate
analyzer combines
electrical mobility
measurements of
particles with
sensitive electrometer
detectors, to give
ouputs of particle
size, number and
mass in real time
These new aftertreatment

requirements will drastically increase
the cost and complexity of emission
control for vehicle manufacturers
034
MARCH 2012
Measurement
AVL Emission Test Systems GmbH is, according to its
company officials, the worlds largest privately owned
independent company for the development of powertrain
systems with IC engines as well as instrumentation and
test systems. Uwe Krummenhler is chairman of its
management board.
We believe our emissions measurement system, the
iGeneration, meets the current and future challenges of
the industry, he says. It is already the technology leader
and will soon be the most used system and reference. We
were able to prove our ability to fulfill future legislations,
and this is why emissions legislators the Environmental
Protection Agency (EPA) and TV decided to go for the
AVL emissions test solution. Our particulate measuring
device PSS/APC a combination of the conventional
gravimetric particulate sampler and first for EU5+
implemented advance particulate counter enables our
customers to upgrade their existing testbeds to be ready
for Euro 6.
The iGeneration is claimed to have improved every
aspect of emissions testing, from improved gas analyzers
to more accurate and optimized sampling systems. The
testing requires less floor space and has a lower total cost
of ownership. iGeneration certainly appears to have the
backing of Dr Werner Kummer, manager of Audis exhaust
gas and endurance test center at Ingolstadt.
Productivity and availability are two of the most
important requirements for an exhaust gas measurement
system, he explains. I generally appreciate the increased
repeatability and detection sensitivity of the AVL
iGeneration devices as well as the possibility of a complete
remote-controlled maintenance down to analyzer level.
Meet Cambustion at:

SAE World Congress Detroit 24-26 April Vienna Motor Symposium 26-27 April
DPF Testing Systems Fast response Emissions Analyzers

In-cylinder residuals
Cyclical NOX for SCR dosing
Cyclical AFR
DPF Testing Systems
Cyclical EGR
DPF/GPF efficiency
Particle number calibration
EGR control
Key development tools for Euro 6 and other transient test cycles
Unique insights into engine and aftertreatment behaviour from fast response emissions data:
Particle number emissions from a 1.6 litre GDI vehicle during NEDC
3.0E+12
1.2
2.5E+12
1.1
2.0E+12
1.5E+12
End of catalyst heating strategy

causes increased particle emission
1.0E+12
0.8
Particle Number from Cambustion DMS500

Air Fuel Ratio excursions cause
varying particle emission
Particle Number from PMP / CPC

5.0E+11
0.7
Vehicle Speed
0.0E+00
0
10
20
30
40
Time (s)
60
70
80
90
0.6
100
Established in 1987, our products are used in over 25 countries worldwide.

Our customers include vehicle OEMs, Tier 1s, engineering consultants, universities and researchers.
www.cambustion.com
0.9
Pre-catalyst Lambda
Particle Number
Pre-catalyst Lambda
AERODYNAMICS
Fluid
movement
As the industry intensifies its demands on technology to provide greater cost
savings, it is the ideal time to revive the debate about whether CFD technology
will ever fully replace the use of wind tunnels. Automotive Testing Technology
speaks to industry leaders to discover their thoughts on the matter
WORDS BY KARL VADASZFFY
036
MARCH 2012
AERODYNAMICS
LEFT: CSTB
engineers
recommend CWTs
for calculating
two-phase flow such
as rain, snow and dust
The introduction of CFD to the automotive

industry may have received a mixed reception 20
years ago, but the past five years have seen its use
become more widespread. While its use in testing has not
yet replaced wind tunnels, CFD technology has indeed
become more accessible because its usability has become
simpler and computers have become cheaper. Plus, users
have noted improved functionality and accuracy, which
has led to advanced capability and reliability. As David
Mann, team leader of aerospace and automotive at ANSYS
UK, says, CFD is now an essential tool in the design
process, without which the modern car could not exist.
A bold claim, and one that Manuel Henner, simulation
manager for fan system and airflow management at Valeo,
agrees with: CFD really does broaden the range of
applications for a product, he says.
But although Henner recognizes the need for CFD, he
acknowledges the benefits of physical testing. Simulation
has enabled us to reduce the number of tests, but physical
tests are still needed to validate quality and accuracy of
simulation methodologies, and for final qualification.
There is a strong focus on CFD throughout the industry,
but wind tunnels continue to play a major role in day-today testing. At TitanXs Mjllby R&D center, CFD coexists
with wind tunnel testing. Heat transfer coordinator
Ludovic Vaugarny explains the importance of tunnels to
its cooling systems research: We continuously upgrade
and keep our tunnels up to date to remain competitive,
and have the correct tools for product development.
Wind tunnel facilities at the Swedish site include
thermal performance, fan testing, and climatic testing.
The purpose of thermal performance testing, the 36 year
old comments, is to control the level of performances of
our heat exchangers. We can, for example, test radiators
with water or glycol, up to 7kg/s coolant flow and 10kg/s
airflow, up to 300kW, and charge air coolers with up to
0.7kg/s charge airflow, 3 bar relative pressure, 250C
[482F] charge air temperature and 130kW.
In the companys CWTs, where the focus is on heavyduty activity including trucks, buses, and genset, the
vehicle is tested as in its real environment. They can be
tested between -20C (-4F) to +45C (113F) ambient
temperature, up to 150km/h (93mph) wind speed and
vehicle speed, the ability to brake up to 420hp on a twowheel chassis dyno, play with the humidity, and simulate
sun effects with solar lamps totalling 66,000W.
MARCH 2012
037
Bringing aerodynamics and vehicle

dynamics together
Frequency C h a m p io n :
20 Heart b e a t s/ S e c.
50 Fla p s/ S e c.
The humming bird sets standards for frequencies
in nature for torsional vibration analysis these
are set by our measurement system PikesPEAK.
Inspection of rotating systems

Exact speed analysis
Highly accurate angle determination
Identication of resonances and deviations
This measurement system masters

your challenges!
Powerful multiprocessor architecture
Sampling rate of analogue signals with up
to 500 kHz
Speed logging with a resolution < 0,1 ns
Dynamic measuring range adjustment at
16 bit resolution
Combination of analogue and digital signals
Modular in structure and mobile in use
easuring
Extreme m
ing
and analyz
AFT Atlas Fahrzeugtechnik GmbH

Gewerbestrasse 14 D-58791 Werdohl
Tel. + 49 2392 809-310
www.pikespeak.de
In 1990, the RUAG Automotive

Wind Tunnel Emmen (AWTE)
was one of the first facilities to
use a moving belt system to
simulate reality more accurately.
This resulted in a major
improvement of the correlation
between wind tunnel and road
data. More than 20 years later,
another big step has been taken
at RUAG. Using its unique shaker
system, researchers and developers
now have the possibility to
investigate the aerodynamic
response of a vehicle, not only for
stationary conditions, but also for
dynamic pitch and heave motions.
The interaction of aerodynamic
effects with vehicle dynamics
an issue affecting performance,
comfort, driveability and safety
was found to change significantly
when considering transient
aerodynamic effects rather than
using static or quasi-static data
only. New methods based on

these findings are on the brink
of becoming established in
development processes of OEMs.
A customers experimental
study in the AWTE, supported by
a significant CFD effort, allowed
it to develop a model of the
motion-dependent aerodynamic
effects, which can now be used
to assess vehicle behavior prior to
road tests with improved reliability.
These findings will be presented
at the SAE World Congress 2012.
CFD is now an essential

tool in the design process,
without which the modern
car could not exist
David Mann, ANSYS
European tunnels
To those who believe wind tunnels are a dying breed,
Carlo Panzeri, manager of CWTs for Fiat Group says, In
Europe, a lot of manufacturers are upgrading or building
new aerodynamic and CWTs so that results become even
more precise and accurate. So wind tunnels are most
certainly a very relevant part of testing today.
And its with testing in tunnels that Panzeri reminds us
the latest European rules for fuel consumption and
pollution reduction can be met: There is a huge push for
us in the industry to reduce aerodynamic drag. CFD might
be useful in the very beginning of the process, but it cant
help us do this effectively.
At CSTB in France, Jean-Paul Bouchet, who is team
leader for transportation and severe climatic conditions
activities, agrees that CFDs main benefit is at the beginning
of the development process. He says there are many
benefits to the use of CWTs when exploring aerodynamics,
aero-acoustics, two-phase flow (rain, snow, and dust), and
thermal problems: They provide reliable readings and
lead engineers to effective solutions.
FGAs Panzeri explains that work on CWTs reduces the
number of physical road tests needed. The 36-year-old
Italian says, A lot of testing is no longer completed on the
road. For example, we can test at -30C [-22F], so we dont
have to wait for winter or go somewhere else in the world.
AERODYNAMICS
LEFT: Hornreich does
not believe that CFD
advances will ever
make BMWs wind
tunnels redundant
BELOW LEFT:
Physical testing at
TitanXs Mjllby site
Consequently, engineering time is reduced. Christa

Hornreich, team leader of testing methodology for CWTs
at BMW, agrees that CWTs provide constant and repeatable
conditions all year round during the development process,
resulting in savings of time and resources.
The next steps in CFD

Valeos Henner recognizes that processes have changed to
speed things up, but he looks to what has happened with
CFD to quantify this: Fifteen years ago the development
time for a car was five or six years, he explains, now its
less than one year and many manufacturers want it done
in six months. With simulations we can change a design
far more easily and reduce the number of standard tests.
However, as specifications become more demanding,
test complexity increases, and we have to look at measuring
simultaneous phenomena, such as thermal radiation,
aerodynamics, and aeroacoustics. Sometimes highly
sophisticated techniques are needed to provide detailed
measurements, with numerous local recordings of data,
possibly with transient flows.
Despite the benefits, Sylvain Aguinaga, an aerodynamic
engineer at CSTB, acknowledges that there is a downside
to CFD. Nowadays, especially with the rise of Opensource
codes such as OpenFOAM, anyone can make CFD; a lot of
start-ups offer to perform CFD simulations in very
complex cases. One day, if Moores law is still right,
computers will enable us to simulate those cases using
DNS (direct numerical simulations), which means
modeling the flow with a close-to-perfect model, but this
is currently so consuming of computer resources that it
can be applied only to model things such as pipe flows.
Meanwhile, we have to simulate the flow in CFD using
RANS [Reynolds-averaged Navier-Stokes] or LES [large
eddy simulation] models, which are less expensive in
terms of computer resources but paradoxically more
complex in terms of the physics involved, adds Aguinaga.
If you look at CFD codes such as Fluent or OpenFOAM,

you have dozens of models for RANS simulation and LES
to model fluid turbulence. Im not referring to more complex
simulations involving multiphase flow or heat transfer,
when its even more difficult. So there isnt yet a universal
model. Moreover, some models are excellent in academic
cases but perform poorly for a complex flow such as a car.
ANSYS UKs Mann, however, believes CFDs attractions
are more all-encompassing: There are improvements in
cost and productivity along with enhanced scope for
undertaking aerodynamic design, he says. CFD provides
results without the need for physical geometry; all that is
required is a CAD model or faceted geometry such as STL
[stereo lithography format]. There are no limitations to the
dimensions of the computational model analogous to
constraints of the walls of a wind tunnel, which introduce
an artificial error to the results.
Modifications to geometry can be made easily by using
a parametric model or mesh morphing, he continues,
and these technologies can be linked to automatic
optimization tools to search for the optimum geometrical
shapes based on criteria of your choosing. Scenarios such
as overtaking, cornering, and acceleration, which cannot
be practically set up in any wind tunnel, can be modeled.
ABOVE: ANSYS
attributes much of
modern automotive
progress to CFD
The future of tunnels

So, will the result of continued developments in CFD be
the extinction of wind tunnels?
TitanXs Vaugarny sees the need for both methods: To
do good CFD simulation, the most important thing is to
have correct inputs and these inputs come from wind
tunnels when doing an initial calibration of the model.
Henner at Valeo reveals, There isnt a major argument
among experts of experiment and CFD about one replacing
the other. The argument is more among non-specialists
who may see potential savings. There will be more CFD,
but it will always be validated by experiments.
MARCH 2012
039
AERODYNAMICS
Mercedes-Benz invests in test tunnels

Mercedes-Benz has
inaugurated two new
climatic wind tunnels at
its technology center in
Sindelfingen that are designed
to bring extreme weather
conditions indoors.
The tunnels are housed in an
18m-high (59ft) building, which
covers an area of 70 x 60m (230
x 197ft). One of the tunnels is a
cold tunnel, with a temperature
range of -40 to +40C (-40
to +104F), and the hot tunnel
offers a temperature range
of -10 to +60C (14F to 140F).
Each tunnel is equipped with
an integrated twin-axle roller
dyno that enables speeds
of up to 265km/h (165mph).
Special sensors and an
effective air extraction system
mean that fuel-cell vehicles
can also be subjected to tough
test programs in the tunnels.
Around two-thirds of the
building is taken up by two
test rigs and their associated
offices, including the control
room. The test rigs are
designed with an overall

output of 600kW; under
overload conditions even
780kW is possible for short
periods. As a result, top speeds
of up to 265km/h (165mph)
are possible. The maximum
tractive force of the
dynamometer is 12,000N per
axle, under overload 20,000N.
During braking tests, the
rollers produce a similarly
high negative force.
The turbine can produce any
form of airflow required. As an
extreme example, snowstorms
with hurricane-force winds
of up to 200km/h (124mph)
are also possible.
Of course, wind speed can
also be regulated as required.
The airflow is controlled via a
speed-regulated fan as well as
by air jets with an adjustable
airflow cross-section.
As well as by adjustment of
the wind speed, the sensitive
regulation of climatic
conditions is made possible
by the ability to set the relative
humidity in both the cold and

hot tunnels to a level between
5% and 95%.
In the hot tunnel, it
is possible to generate
temperatures of -10 to +60C
(14F to 140F). The facility
also includes a system for
simulating the sun. Its 32
lamps radiate light with an
intensity range equivalent
CSTBs Bouchet says that, in some cases, physical tests

are more reliable. Whatever the future of computational
tools, wind tunnels will never be redundant, he affirms.
CFD requires very large computing resources and a
considerable investment of time. In addition, two-phase
flows are still poorly modeled due to the complexity of
phenomena for example, the problem of liquid films with
separations, drops, and splashing. Were a long way off
CFD being able to do this on its own.
BMWs Hornreich suggests that the day CFD acts alone
will likely never be seen: In terms of detailed information
about the functionality of certain measures, only a real test
can give a reliable answer. An example is the cooling
system, where a critical testing scenario is dynamic driving.
Todays CFD tools are unable to do precise calculations on
3D transient thermal processes. Looking to the future, it
might be possible, but one also has to take into account the
cost and resources required for complex CFD calculations.
Although Mann agrees that CFD and wind tunnels are
In terms of detailed
information about the
functionality of certain
measures, only a real test
can give a reliable answer
Christa Hornreich, BMW
040
MARCH 2012
to that of real sunlight. Over

an area of 8 x 2.5m (26 x 8ft),
it is possible to regulate this
intensity to between 200W/m2
and 1,200W/m2.
A further tool used in the
hot tunnel is the simulated hot
road surface, the temperature
of which can be set on
a continuously variable scale
of 50 to 70C (122 to 158F).
complementary, he advocates CFD as a powerful tool that

can be used for much more: It is no longer possible to be
competitive in aerodynamic design without using CFD as
the major workhorse for analyzing proposed designs. It
can produce results that are at least as accurate as
experiments while being far more comprehensive for a tiny
fraction of the cost without the need for physical hardware.
He argues that there is no need to resort to scale models
because CFD provides a level of detail of the flow field that
cannot be matched by experiment, with all variables such
as pressure and velocity components being known at every
cell in the computational domain. In experimental work,
this resolution of detail can be approached only by LDA or
PIV results, and only for a partial region of the flow field.
In the near future, I expect the use of wind tunnels for
runs other than benchmarking CFD and corroboration to
be eliminated, he says.
Mann concludes by quoting renowned fluid dynamics
expert P. J. Roache. There is a saying in the CFD world
that sums up the importance of confidence in simulation
and overconfidence in experimental results: No one
believes the CFD results except the one who performed
the calculation, and everyone believes the experimental
results except the one who performed the experiment.
CSTBs Aguinaga looks instead to a positive relationship
between wind tunnels and CFD in the future: Why does
one need to bury the other? he asks. Its time for people
to think about the two working together to provide a better
understanding of the aerodynamics at work. It would be
interesting if the people who made the simulations were
the same ones who conducted the experiments.
So should we instead be talking about exploring the
best of both worlds?
HIGH-PERFORMANCE TESTING
FOR MOTORSPORT AND BEYOND
TOYOTA Motorsport GmbH

(TMG) is where the new TS030
HYBRID has been designed,
developed and tested before its
debut season in the FIA World
Endurance Championship.
TMGs large R&D centre features unique test rigs specialised for motorsport and vehicle
development. These include:
Transmission test system for high-dynamic, real-time simulation to prove and develop durability
or performance.
Full-car road simulator for replay of all forces and moments, with six degrees of freedom.
Seven-post rig for vertical dynamics optimisation.
A complete range of testing solutions for individual chassis or engine components.
Find out about all TMGs state-of-the-art facilities on our website: www.toyota-motorsport.com
Contact us:
contact@toyota-motorsport.com
+49 2234 1823 0
CHEVROLET
042
MARCH 2012
CHEVROLET
small
world
Chevrolet may be an evocative name in the USA, but in its
quest to become a world force the company has gone
back to basics. Chris Biggs is in charge of developing test
programs that will create small cars for the whole world
WORDS BY ADAM GAVINE
Mention the name Chevy to most people and

what do they think of? A lithe Corvette or a
muscular Camaro, perhaps? Maybe an imposing
Suburban or Avalanche. These cars are great, no question,
and are the halo products that built the brand. However,
the world is changing and what a brand for the masses
needs to succeed today is a great range of affordable small
cars, suitable for customers the world over.
Cars wearing the famous bow-tie badge have been
enjoying success in the USA and the Far East, but the
current focus is on penetrating the European market.
Chevy is a growing brand in Europe and, with all-new
products across our line-up, it has come a long way from
where it was just a few years ago, says Chris Biggs, global
vehicle line director. We want to compete around the
world using what Chevy stands for especially in the USA
which is good-value, highly competent products that
meet the needs of the market. And that focuses on value in
every sense of the word, giving customers more than they

expect, great fuel economy, unquestionable quality, and
compelling design that excites. Were trying to bring to
Europe what weve brought to other parts of the world.
This is admirable, but before we can discuss the future,
a blot in Chevys European history must be addressed: its
period of selling rebadged Daewoos hardly an exercise in
thorough engineering. I think thats fair, responds Biggs.
GM as a company has had great small cars in the past, but
I dont know that weve had great small cars around the
world. Weve been successful in some instances in Europe
and Brazil, but we havent had that in other parts of the
world the USA, for example. And even though it might
sound like a clich, for the first time in my experience we
really have pulled together a very international group.
Even though we are based in Korea and use a lot of
engineering resources there, we have a very international
group, with many Europeans, Brazilians, and Americans
LEFT: Aveo
prototypes spent as
much time on rough
tracks as test tracks
to ensure they were
suitable for some
emerging markets
MARCH 2012
043
WINDTUNNELS
TEST FACILITIES
MCE provides windtunnels and other
test facilities as a turnkey supplier.
The client does not need to
worry about any interfaces
between the single systems
and can rely on the project
management experience
of the general contractor in
combination with the technical
expertise from a windtunnel
technologist.
Reference projects such as: the
largest climatic windtunnel
in the world, test centres and
climatic windtunnels for the
automotive industry as well
as assembly structures for the
largest passenger aircraft on
earth illustrate the capability
of MCE putting visions into
practice.
> INNOVATIVE PLANT

ENGINEERING
> SYSTEM
INTEGRATION
We involve the
customer very
closely in the
process from the
very beginning
of the project
development till
the successful
handover of the
entire facility.
BU
TEC ILDIN
G
HN
OLO
GY
SU
MA BSYST
NAG EM
EM
ENT
P
MA ROJEC
NAG T
EM
ENT
WIN
TEC DTUN
N
HN
OLO EL
GY
TELL US YOUR VISION AND

LET US MAKE IT HAPPEN!
MCE Stahl- und Maschinenbau GmbH & Co KG

TEST FACILITIES & ENTIRE SYSTEMS
4031 Linz, Lunzerstrae 64, Austria
Phone: +43 732 6987-8807 Fax: +43 732 6980-8652
ofce-ds1@mce-smb.at www.mce-smb.at
CHEVROLET
Were now trying to bring to Europe

what weve been able to bring to
other parts of the world
TOP AND ABOVE:

A camouflaged
prototype undergoes
cold weather tests in
northern Sweden
ABOVE RIGHT: Wind
tunnel tests confirmed
the virtual predictions
working on programs such as the new Aveo, so we have

a lot of that expertise in-house during development,
continues Biggs. But also, in particular cases, even though
the lead engineering center for a particular project might
be Korea, well also ask different units of GM to apply their
particular area of expertise to a problem. So for rough road
packages, for example, weve had Brazil involved in
supporting us in development, test, and evaluation, as well
as providing knowledge and expertise in the suspension
design, to make sure we meet that particular requirement.
So how does a company make one car for the whole
world, with all its differing roads, expectations, and
requirements? We try to use what we call plug-and-place
solutions; we try to be common with the vehicle around
the world where we can, explains Biggs. But where it

makes a difference is in terms of legal requirements, of
which there are many in the various markets around the
world. Or if there is a direct need or customer benefit, then
well create a different solution for that particular market,
but again one where, as best we can, we have a plug-andplace solution. In some cases thats fine-tuning, in some
cases that will be a different powertrain, and in some cases
that will be tuning the general common parts of the
chassis, but tuning for a specific market taste and need. So
it can vary from a little bit of work such as tuning, to
different hardware solutions for that market.
So how is a global Chevy small car test program
operated? Our development program, as with all GM
programs, is rigorous. The small car program is perhaps
the third out of three segments where we developed a
global architecture mid-size products and compacts have
done so, and now also small cars, explains Biggs. Weve
done testing all around the world in hot and cold
conditions, durability in every location for different
requirements, and engineering validation in all parts of
the world, as well as extensively at our base in Korea.
Weve gone through an extensive period of development
on the Aveo over the past four years. In addition to the
hardware testing and development, we put a rigorous set of
gates in for virtual development, not just on the product
side, but on the manufacturing side, in how to build the
car, the best way to build it, the highest quality way to
build it, and trying to find solutions up front virtually
before we actually realize them by producing prototypes
and production hardware. We like to think this saves
money, too the more rigor we put up front, the more it
pays off in the end.
MARCH 2012
045
CHEVROLET
Small but beautifully formed

The Aveo is the last
piece of the puzzle,
says Chris Biggs,
talking about Chevys allimproved and revitalized model
range. This car is a complete
change from previous Chevy
small cars, with an all-new
architecture that will spawn
many new models.
We have leveraged the best
from GMs small car
development, from the people
that know small cars around
the world, and a lot from our
experiences in Brazil. We have
completely re-engineered the
Aveo as an all-new car that can
meet requirements all over the
world and be a car of which
were truly proud. As I like to
say, the Aveo is a world-class
car that happens to be small.
Were taking the best of what
we have now and learning from
cases when we havent had
the best car, and then, from
the ground up, clean-sheet
engineering an all-new car.
Biggs describes
benchmarking on the project
in terms of north, south, east,
and west. In the east and
west, we certainly look at
direct competitors in that
area and benchmark them
extensively from a design and
technical perspective, and
Im very proud of the Aveo

product and I think its a very
strong step-up for Chevy
will often tear apart the car to
analyze the parts in detail, he
explains. But we also look at
the north and south, looking
at vehicles one segment above
and below to see how we
compare. In certain instances,
we may pick an item where we
want to excel in a particular
area that may not be
conventional in that segment,
but its through benchmarking
The four years of the Aveo program may shorten for

subsequent small car programs. This length of time was
needed because it was a ground-up project, featuring allnew underpinnings and architecture and destined for new
markets. Biggs team treated each market region as having
equal importance, so each markets requirements had to
be addressed in the program.
So will Chevys learnings filter through to other GM
programs? I think the extensive use of virtual work up
front will, says Biggs. I think the company is learning
from each successive program. In certain areas we have
been able to save on development and hardware because
of what we can do up front. I think thats happening on a
regular basis, across all our programs.
For the virtual work, CAE experts were working at GM
sites all around the world and, where required, component
specialists in various locations also had input. We have a
center of expertise for airbags, for instance, and the person
in charge of that item can be involved in the virtual work
up front, and even though all the engineering work is
consolidated in Korea, he can review and participate in
how that part is developed into the car, and whether it is
to specifications. Our best practices and findings on that
component will continue to evolve, so over the course of
development they might come back and learn from
another program, and incorporate it into another car.
046
MARCH 2012
that we do so. We pick and

choose areas where we want
to stand out and be distinctive.
The Aveo excels in a couple
of areas. We used the best
knowledge we had at the
time on small cars in terms
of chassis development and
design, and we had the
freedom to design the
architecture on a blank
canvas. We used the findings
we had from benchmarking,

both inside and outside GM.
We looked at those areas and
decided to do more than might
typically be expected.
Another major aspect of the
project was safety, with tougher
and tougher requirements in
Europe and the USA pushing
the Chevy team to include
many safety features. We
wanted to make this car much
safer than its predecessor. Our
European ratings were not so
good before, but were hoping
to achieve the highest possible
levels now.
Plans are in place to mount
different body styles on the
chassis, whether for emerging
markets, or for established
markets such as Europe, where
SUV-type vehicles may be
suitable. Were not ready to
talk about them yet, but theyre
the kinds of things we can do,
says Biggs.
Im very proud of the Aveo
and I think its a very strong
step-up for Chevy, especially in
Europe. We recognize that this
segment is very competitive,
and it is probably no more
competitive anywhere else
in the world than in Europe,
so we are very respectful of
our competitors, and are also
very proud of our product.
In terms of physical tests, for durability, parts are now

tested until failure, so the expected vehicle lifetime can be
predicted. Also, many of the safety-critical parts are tested
to double-life or longer, and often to failure so they can be
understood. Every component is validated, and then
validated within the vehicle itself.
So has Chevy shown the ultimate faith in its new
program with a lengthy warranty for its new products?
We looked at companies such as Kia [which offers a
seven-year warranty], and in Korea we have announced a
five-year warranty for the Aveo, with seven years roadside
assistance. The USA is doing something similar. So with
our new products and our confidence in these products,
thats part of the benefit. We strongly believe that the
products we have now are better than the products we had
yesterday, and that will enable us to do that type of thing.
ABOVE AND ABOVE

LEFT: Biggss team
has tested the Aveo
around the world to
ensure its NVH levels
are competitive.
Likewise, much work
went into safety, with
the car achieving five
stars in the EuroNCAP
crash tests
1760 Opdyke Court

Auburn Hills, MI 48326 USA
Tel: +1-248-270-7777
Fax: +1-248-876-9289
info@re-sol.com
www.re-sol.com
Enhancing vehicle
Enhancing vehicle
SAFETY
SAFETY
Safety testing at Millbrook
helpshelps
vehicle
manufacturers
and
Safety testing at Millbrook
vehicle
manufacturers
suppliers
the
and their suppliers focustheir
on the
areasfocus
of on
interaction
areas
of
interaction
that drive improvement.
that drive
improvement.
From industry-standard whole-vehicle and sled based tests to

award winning solutions developed to solve specific customer
From industry-standard whole-vehicle and sled
requirements, Millbrook provides cost-effective results from
based
tests to award winning solutions developed
development
to certification.
to solve specific customer requirements,
Millbrook provides cost-effective results from
Fortofurther
information:
development
certification.
contact Ben Rodger-Brown on

+44 (0)1525 408215
ben.rodger-brown@millbrook.co.uk
www.millbrook.co.uk
For further information:

contact Andrew Britton on
+44 (0)1525 408278
andrew.britton@millbrook.co.uk
www.millbrook.co.uk
CRASH TESTING
Crash
course
How Transport Canadas claims that its new crash
test facility in Blainville is the most accurate and reliable
in the world could indeed be justified
WORDS BY STEFAN SAGNER
048
MARCH 2012
CRASH TESTING
In the idyllic little town of Blainville, in the

Canadian province of Quebec, there is a crash
test facility that is claimed to be the most accurate
in the world. It belongs to Transport Canada, the Canadian
Ministry of Transport, and, for a fee, is also available to
private or partly state-run companies for testing. Built by
German specialist Messring Systembau, it went into
service a short time ago, following more than two years of
planning and building.
The experimental procedure is demanding: two cars
each weighing around 1 metric ton, crammed with sensors
and the most modern measurement technology, are ready
for impact. One vehicle is accelerated along the test track
at 37mph (60km/h) and then, after driving more than
328ft (100m), is hit by the second car, which is moving at
a speed of 50mph (80km/h), at an angle of exactly 90
within 1mm of the height of the B-pillar. In theory, it
sounds like a mathematical task that is solvable; in
practice, for those who have to grapple with real factors
such as friction coefficients, temperature fluctuations,
pressure loss, and material wear, this is a formidable
challenge for technicians and engineers.
In Blainville, theory and practice join forces with
precision. In the crash test scenario above, the deviation
LEFT: During
the crash test,
over 200 sensors
and cameras
record hundreds
of measurement
readings and
images
MARCH 2012
049
CRASH TESTING
The more precise the test, the more meaningful

results we achieve. No other facilities worldwide
work so accurately and reliably at such a high level
Dierk Arp, Messring
050
MARCH 2012
CRASH TESTING
CAPE drives for the future
By continually investing in
advanced testing solutions,
the Center for Advanced Product
Evaluation (CAPE) a division of
IMMI has established itself as
North Americas premier crash
and structural test facility for
commercial vehicles. CAPEs
recent expansion and upgrade
of its 50,000ft2 facility included a
Seattle Safety 2.0MN reverse fi ring
ServoSled, which expands CAPEs
dynamic sled testing capabilities
and enables almost any test pulse
to be recreated. The ServoSled
can perform tests up to 104g, with
changes in velocity up to 56mph.
As well as offering a high level of
accuracy and repeatability, the sled
provides extremely high-frequency
response and inherent negative- g
and side-impact pulse capabilities.
The new ServoSled enables us to
offer the best technology available
to our customer base. Were excited
about how this technology can be
used by our automotive, child seat,
motorsports, and accident
reconstruction clients, says Tom
Chezem, vice president of CAPE.
With the new sled, CAPE can offer
better support to manufacturers in
a continued effort to improve safety.
For automotive and accident

reconstruction customers, the
inherent negative- g capability
enables them to conduct tests with
complex pulses that cannot be
reproduced on other types of sleds.
The high acceleration capability
will enable motorsport customers
to push their designs further and
approach the 100 g target for
testing. Additionally, child-seat
manufacturers can quickly change

pulse characteristics to mimic
various sled pulses without having
to test multiple sleds.
By expanding our space,
CAPE also now stands as the test
house of choice for OEM litigation
defense, adds Chezem. Our
enhanced facility enables us to
respond quickly and accurately in
reconstructing accident scenarios.
from the ultra-thin marking on the B-pillar was less than

5mm horizontally and 0.5mm vertically. Just the way you
would want a hit to be, says Alain Bussires, president of
operating company PMG, which runs the test facility on
behalf of Transport Canada. The results we achieve here
exceed all our expectations. The constantly high accuracy
is unparalleled, he adds.
requires a lot of experience. It begins with the quality of

the mechanical components, which are all manufactured
in Germany and tested in advance by Messring engineers
at an in-house facility. And it encompasses other complex
processes, from structural analysis through software and
measuring technology, up to the safety systems that protect
the engineers and technicians at the location.
Good things come in large packages
Extreme conditions
The 5,300m 2 test center, which was financed by the

Canadian government with an investment of around
CA$15 million, has been running since April 2011 with a
considerably wider range of functions. It is claimed that no
other test facility in the world produces work that is as
accurate as the Transport Canada Motor Vehicle Test and
Research Centre. And that is despite its enormous size and
the fact that it can stage not only crashes against fi xed
barriers, but also collisions between two vehicles and at
any angle between 90 and 180.
The secret of this accuracy lies in the construction of
the facility and the way that all the components used are
an exact coordinated fit, says Dierk Arp, CEO of Messring,
who commissioned the planning, production, and
installation of the facility: The various puzzle pieces of a
crash test facility have to fit together perfectly and that
In Blainville, where vehicles weighing up to 40 metric tons

are tested, the mechanical components have to be able to
withstand extreme loads. The 722ft-long (220m) hall was
planned in such a way that the enormous horizontal forces
can be deflected over the foundation. All the fi xtures are
firmly attached to the building, says Arp. Despite the
brute force that prevails here, the facility is almost
indestructible.
An electrically driven (approx. 1,600PS) trolley pulls
the vehicles along a MicroTrack rail embedded in the floor.
The rail, which was developed by Messring specifically for
this type of facility, is just 2.76in (7cm) wide, enabling
traveling distances of millimeter precision. In crash tests,
vehicles accelerate up to a maximum speed of 75mph
(120km/h), before they hit the 300-ton reinforced concrete
block, which serves as a stationary obstacle. In staged
LEFT: Blainville
is publicly
accessible for
frontal, backward
and sideway
crashes with
two vehicles
MARCH 2012
051
Onboard LED Controll Unit

Onboard Smart Battery
1.200 Watt
Onboard High Speed

Mini Cameras
Onboard Linkbox
for Camera Supply
Onboard High Brightness
LED Lighting
Multi Camera Control Software Visart
Offboard Linkbox for Camera Supply

Offboard High Resolution
High Speed Cameras
!
e
c
r
u
o
s
e
n
All from o
ing in the
ff-board test
For on and o
High Speed Vision GmbH

Gerwigstrae 10 | 76131 Karlsruhe | Germany
fon: +49 (0)721 66324-22 |fax: +49 (0)721 66324-29
mail: info@hsvision.de
automobile
industry
s
Camera System
ks
or
w
Net
s
LED Powerlight
e
ar
Softw
www.hsvision.de
CAPE focuses on crash and structural testing and analysis

to help evaluate commercial vehiclestrucks, buses,
fire trucks, ambulancesand implement products that
improve safety for thousands of people every day.
Call for your unique or urgent project needs.
4113P
18881 U.S. 31 North Westfield, IN 46074 USA
Tel: 1-317-867-8225
capetesting.com info@capetesting.com
CRASH TESTING
crashes between two vehicles, speeds of up to 62mph
(100km/h) can be reached on each track. With a diameter
of around 131ft (40m), the safety zone is dimensioned so
that a crash can be carried out at any desired angle without
any risk.
Special software is required for the facilitys control
system. It takes all the parameters of the testing procedure
into consideration, and offers access to all the safety
systems, while ensuring that the valuable data from the
crash test is reliably recorded without a break. With
CrashSoft, Messring has developed its own program,
which gives a detailed overview of all the parameters and
measuring instrumentation throughout the test. Arp is, of
course, not willing to disclose details of the design or the
algorithms used, but comments, Our software guarantees
maximum safety for the test engineers while providing
highly precise data evaluation.
All the relevant components of a crash test facility are
regulated with CrashSoft: from the exact control of the
various measuring devices, determining, and evaluating
the data, through to the technical safety aspects such as
the automatic locking system of the hall door. The data
obtained during the test is available to the operations
engineer for immediate evaluation. Because of all the
testing instrumentation being synchronized and the userfriendly interface of our software, our facilities can be
operated by one person alone, explains Arp. Using an
online interface, Messring can also monitor all the facilities
Are LEDs ready for the crash testing market?

For many years LEDs were
those little specks of light
peeking through small holes in
panels to indicate the status of
some sort of electronic function.
The idea of them being used to
replace a light bulb was difficult to
imagine. Recently, however, Philips
won a US$10 million prize for its
new 10W LED, which provides the
equivalent light of a standard 60W
(tungsten) light bulb. LEDs are now
popping up everywhere including
in streetlights, factory bays, and
of course automotive lighting.
LED progress
LEDs for high-speed image capture
are just beginning to show some
promise. Early low-wattage
versions had either narrow
concentrated beams that covered
a limited area, with anything
outside of the narrow beam left
in total darkness, or they had
very widespread beams that lost
intensity quickly as the distance
from the light to the subject
increased. Additionally, the color
temperature and color quality
was often not optimized for

compatibility with modern image
sensors. As a result, there was
some hesitation, and only a few
early adopters. Today, with the
great variety of component choices
available from a multitude of
manufacturers, careful selection
and testing can result in LED
fi xtures that are small, lightweight,
extremely bright, and have proper
color qualities for optimal images.
LEDs today
Onboard lighting for vehicle
testing has been restricted for
years by lights that were too large,
too heavy, and too dim to produce
good images. Many onboard lights
were homemade configurations
with all these limitations, plus
some limits in reliability. Today,
professional, state-of-the-art
onboard lighting is possible with
LED, without the compromises
of the early days. Very small
packages with unimaginable
intensity such as a 1,100W LED
weighing only 2 lb are now
available from Luminys.
around the globe by computer from Krailling, and can also

accommodate clients requests to change technical settings.
The test center is, due to its size and facilities,
exceptionally versatile an essential precondition for
profitable operations. Blainville is the only publicly
accessible crash test facility in North America, where
frontal, backward, and sideways crashes with two vehicles
can be carried out, explains Suzanne Tylko from Transport
Canada. We let everything that has wheels crash together
here, from small cars to large trucks, even up to railway
carriages. All types of vehicles can now be tested, including
new lightweight vehicles with very low ground clearance.
Transport Canada has been conducting moving car to
moving car frontal narrow offset tests, as well as moving
car to moving car perpendicular and oblique side impact
tests with excellent results. A cooperative program
between Transport Canada and the Government of
Australia involving paired perpendicular and oblique pole
tests is nearing completion. The results will serve to
provide technical support to the side impact Global
Technical Regulation that is under development. Tests
have also been conducted by PMG in a variety of
LEFT: The
220m-long hall was
planned in such a
way that enormous
horizontal forces
can be deflected
over the foundation
MARCH 2012
053
CRASH TESTING
LED light for onboard crash test
Following two years of
development, a highperformance LED illumination
system, which conforms to the
demands of automobile test
centers (a fact confi rmed by
numerous tests by automobile
manufacturers, suppliers,
and service providers) will
be presented at Automotive
Testing Expo Europe 2012
by High Speed Vision GmbH.
Each of the new, wide-angle
240W LED heads exhibited has
been specially designed and
developed for the vehicle
interior. The wide 120 emitting
angle and enormous light
output mean that the complete
footwell of the vehicle can
now be illuminated by an LED
head, without the object in
view being exposed to heat.
The color temperature of
5,500K is close to daylight, and
therefore perfectly coordinated
to the color sensors. Due to the
extreme restrictions on size
RIGHT: Collisions
between two
vehicles can be
staged at any angle
between 90 and
180 at the facility
054
ABOVE: The 240W LED heads are

specially designed for the vehicle interior
output pair affected will switch

off; the other pair will remain
operational. Each pair of
outputs provides a maximum
power of 600W; the same
power is also available from
just one output of a pair. A total
capacity of 7.5Ah is available
at nominal 24V output. The
battery is protected against
overload, deep discharge, and
excess temperatures; an LCD
shows the current charge
status. If the charge level sinks
too low, the display will blink
red and an acoustic signal will
sound. During recharging, an
LED shows the current state of
charge. A press of the control
key provides a brief visual
indication of the charge level.
The new technology used for
recharging enables up to 2,000
recharge/discharge cycles.
The Smart Battery is also fitted
with a remote input, enabling
it to be switched on and off
with a remote control switch.
configurations for private clients, but for reasons of client

confidentiality the details cannot be divulged.
Its all in the detail

The scrap that is produced at the crash tests in Blainville
generally serves a good purpose. New types of vehicles,
waiting for approval for the Canadian market, are
thoroughly checked here to see if they comply with
Canadian safety regulations. Coaches and school buses are
tested to check that they offer sufficient protection for
passengers in a worst-case scenario. Manufacturers let new
products be tested childrens car seats, for example. And
specific crashes are also simulated to resolve liability
questions, for instance. The list of clients who register for
testing is accordingly varied: among them are various
automotive manufacturers, insurance companies and
consumer protection organizations, as well as industrial or
government enterprises.
Maximum precision is of paramount importance with
all the tests. The more precise the test, the more
meaningful results we achieve, says Arp. There are no
other facilities worldwide that work so accurately and
reliably at such a high level.
Since its opening, the facility in Blainville has been in
full swing. At peak periods, a crash test takes place every
day. The preparation, including computer simulation, is
complex, often taking several hours, or even days. Then
the actual test is over within a few seconds. During the
crash, more than 200 sensors and cameras record
hundreds of measurement readings and images. Part of the
recording camera is placed under the crash site in a pit
area in the floor protected by a thick acrylic glass panel.
Messring was awarded the contract to build this unique
crash test facility by the Canadian Ministry of Transport
primarily because of its high level of technical know-how
and its many years of experience in this area. A crucial
MARCH 2012
and weight, compromises have

had to be made regarding the
operating time. Nevertheless,
the current maximum operating
time of two minutes under full
load still exceeds the time
requirements in test operations.
The intelligent LED
control module allows up
to two WA-LED heads to be
operated. To enable optimal
incorporation of the lighting
system into an existing
infrastructure, control
can be programmed with
a USB interface that enables
parameters such as trigger
flank, lighting duration,
and temperature monitoring
to be set.
For operation independent
of main power supply, the
HSV-Power Box 4753 can
power up to four devices. Four
outputs are available each
protected from overload and
arranged in pairs. If an
overload occurs, only the
factor for us was the high level of precision when

monitoring the vehicle direction and the speed when one
or two vehicles crash, explains Tylko, the crash test
expert. Or to use the words of Dierk Arp: Our facility
scraps vehicles superlatively.
Future programs are expected to investigate front and
rear seat occupant protection in car-to-car narrow offset
crashes, car-to-car side impact crashes and compare the
results to current international requirements. The
development of WorldSID dummies and associated sensor
technologies like the Rib-Eye, a multipoint optical chest
deflection sensor will expand to include the WorldSID
female and the THOR family of dummies.
ANN_AU_90x250_en_Testing Technology 31.01.12 14:03 Page1
MOTORSPORT
CONNECTORS
M SERIES
Noise Control
AMP
Enjoy the silence
Aero-acoustic
wind tunnels
Anechoic
test chambers
Reverberation
rooms
Silencers
A ratchet screw system enables
quick and secure coupling of
the connectors.
An innovative solution
for harsh environments
very high contact density
ratchet screw coupling
mechanism
8 different sizes
lightweight aluminium shell
2 to 114 contacts
optimum space saving
oil and fuel resistant
IP 68
high shock and vibration
resistance
vibration absorbtion flange
LEMO SA - Switzerland
Phone : (+41 21) 695 16 00
Fax : (+41 21) 695 16 02
info@lemo.com
Soundproong
walls
Sound enclosures
Architectural
acoustics
Noise calculations
FAIST Anlagenbau GmbH

86381 Krumbach / Germany
Phone +49 82 82 88 80 - 0
Fax
+49 82 82 88 80 - 88
anlagenbau@faist.de
www.faist.de
SITE VISIT
Driving
force
For more than 130 years, the name Froude
together at various times with the names of
companies it acquired has been synonymous
with innovative, high-quality dynamometers. It was
William Froude, a noted rail and naval engineer, who
invented the hydraulic (water brake) dynamometer for the
British Admiralty to test large marine engines and he
established the Froude Number, still used today as the
hydrodynamic equivalent of the Mach number.
But it is the developments in recent years that have
focused the eyes of the world on Froude Hofmann (FH). It
started with its 2007 acquisition by the Harris Watson
Group, today known as HWH Investments Group (HWH).
With the backing of John Harris, FH has effectively
reinvented itself as a global organization with products
specifically designed to meet the challenges of automotive,
marine, and gas-turbine companies worldwide.
At the companys red-brick headquarters office building
and adjoining 6,000ft 2 manufacturing facility in Worcester,
UK, international marketing manager Simon Drain says
056
MARCH 2012
Automotive Testing Technology visited Froude

Hofmanns UK headquarters to discover how
the company became such a big name in the
manufacture of dynamometers
WORDS BY KEITH READ
SITE VISIT
the HWH investment in FHs global expansion was a very

bold move and has enabled the company to achieve
further success, even during a time of economic recession.
Weve opened up sales and technical support offices in
several overseas locations including the BRIC territories
so that we span the globe, weve introduced new products
to meet the new challenges of hybrid and EV development
and testing, were exporting more than ever, and were
recruiting high-caliber personnel. Currently we have 160
people here in Worcester and several open positions we
need to fill with a further 60 people overseas.
Sales and application director Gareth Deakin takes up
the story of FHs expansion: Our first move was to open
up in China. We started there with two people, now there
are over 20. Then we opened sales and technical support
facilities in Australia and Brazil, followed by India. We
also have manufacturing facilities in Detroit and Germany.
We deliberately set out to be local yet global.
Drain points out that wherever a sales office is opened,
technical support staff are also put in place. Once weve
sold a customer a product, our duty to that customer is to

keep the machine running. And keeping them running is
no FH pipe dream part of the extensive Worcester facility
is dedicated to refurbishing equipment produced in the
past. Under renovation at the time of our visit were a
number of dynos all 20+ years old from various customers.
One dyno project was originally installed in Russia in
1961 and, when it is returned following completion of the
refurbishment, will probably still be in use in 2061!
The Worcester HQ incorporates training facilities for
customers and staff including engine test cells and test
Once weve sold a customer

a product, our duty to that customer
is to keep the machine running
FAR LEFT: A 4x4

independent roll
chassis dynamometer
MIDDLE:
Containerized test cell
LEFT: An eddy
current dynamometer
ABOVE: A climatic
chassis dyno facility
MARCH 2012
057
SITE VISIT
One innovative FH-designed and

assembled product needs no training.
It trains itself
ABOVE RIGHT:
A dynamometer
test cell in the
companys Worcester
headquarters
facilities for the FH range of products, from electronic

components and data-acquisition equipment, to the
standard chassis dynos with 48in rolls, right up to the
largest at 2.5m diameter. However, one innovative FHdesigned and assembled product needs no training. It
trains itself
The third-generation automatic robot driver calls on
more than 30 years of FH experience with robot drivers
and is designed to accommodate all the latest customer
requirements. The unit is constructed using composite
materials wherever possible to reduce weight without loss
of strength. From the moment the base unit is strapped
into the drivers seat and computer and engine-sensor
connections made, it takes less than three minutes for the
robot driver to familiarize itself with maximum pedal
ABOVE: A screenshot
of the vDriver software
RIGHT: Simon Drain
(left) and Gareth
Deakin (right) in the
main assembly hall
058
MARCH 2012
travel, clutch bite-point, and gearshift gate. And it can do

so in left- or right-hand drive vehicles.
Among its many applications, the robot driver can be
used in conjunction with another of FHs products. vDriver
is a software package, developed in-house, that records
a given route and registers numerous factors including
events, gradients, weather and distance variations. This
information is combined with different driving styles in a
virtual simulation to bring true real-world conditions to
laboratory-based testing.
Identifying opportunities in the market, and being
flexible in approach to challenges, have proved a profitable
route in the companys development. By serving both R&D
and production markets, FHs products are to be found at
the development of new vehicles and at the end of the
assembly line when those vehicles are run up and validated
before dispatch to showrooms. And not just new cars, but
also motorcycles, vans, HGVs, agricultural tractors, and
materials-handling trucks not forgetting gas turbines
and marine engines, some of which are massive.
The acquisition of Go Power in the USA a decade ago
gave FH a route into the specialist and motorsport sectors.
The Go Power range of portable dynamometers which
weigh around 25kg (55 lb) can be bolted to an engine or
even a trucks propshaft. Motorsport is a key area for Go
Power dynos, says Deakin. FH in North America recently
launched its GPR557 race engine dynamometer test system
complete with engine cart specifically designed for the
performance race engine market.
Another opportunity that FH has successfully taken is
to provide containerized test cells to customers with a lack
of space. With at least two containers one for the control
room and one for the dyno hardware the facility can be
assembled and tested before shipment to the customer. On
arrival, the containers are paired up inside the factory or
outside and services connected ready to begin testing.
Additional dyno hardware containers can be added to the
control room container to provide a suite of test facilities.
Of the companys four basic types of dynamometers
eddy current, hydraulic, portable, and AC the latter is
proving popular with customers wanting to be green, as
power generated by the dyno when it is being driven by
the engine/vehicle under test can be returned to the grid.
To complement its dyno range, FH also produces control
systems and portable emissions gas analysis machines.
What Drain and Deakin like to call the modern Froude
Hofmann and its products are a far cry from those the
founder would have recognized. But the bloodline and
pedigree still run true.
is a full service supplier to the automotive industry.

We provide engineering, construction, systems integration, operations, and maintenance services for the automotive
and motorsport industries most complex testing, research, and development facilities. We also provide unique
consulting services ranging from test planning to high powered computer simulation.
Our experience encompasses virtually every type of technical facility and specialty system for automotive and
motorsport testing, including driveability and emissions test cells, aerodynamic, acoustic, and climatic wind tunnels,
altitude chambers, and engine and powertrain test cells. The latest release of our automated test measurement and
control software, Test SLATE, offers a proven solution for integrating diverse hardware and subsystems, managing
test configurations, maximizing test productivity, and transforming test data into meaningful results.
Jacobs Technology Inc.

600 William Northern Blvd.
Tullahoma, TN 37388 USA
Phone: +1 931.455.6400
Fax: +1 931.393.6211
www.jacobstechnology.com
www.testslate.com
ALTERNATOR & STARTER TESTERS

Laboratory, End Of Line Production and Durability Testing
ALT-72
LABORATORY ALTERNATOR TESTER WITH THERMAL CHAMBER
ST-118
HIGH VOLUME PRODUCTION STARTER TESTER
D&V Electronics Ltd.

130 Zenway Boulevard, Woodbridge, Ontario Canada L4H 2Y7
sales@dvelectronics.com
1 905.264.7646
www.dvelectronics.com
ALT-262
ALTERNATOR TESTER FOR AUTOMATED PRODUCTION LINE
Manufacturers are producing sophisticated new testing solutions

that have the flexibility to handle the latest vehicle, powertrain,
and driveline developments
Froude Hofmann
Email: sales@froudehofmann.com
Web: www.froudehofmann.com
Innovative powertrain
testing systems
501
in the automotive industry

to ensure that its products
meet new sophisticated and
stringent demands.
As a result of this close
liaison and in-depth industry
knowledge, Froude Hofmann
now enables R&D and testing
labs to test all powertrain
configurations, including
electronic driving aids, under
real world conditions in one
development system. These
multi-vehicle solutions are
now installed in facilities
throughout the world and
have been shown to exceed
emissions standards accuracy,
while achieving the flexibility
and versatility that facilities
demand for testing state-ofthe-art drivelines.
With more emphasis
being placed on the evolution
of new energy sources and
powertrains, it is becoming
increasingly important to have
testing systems that accurately
reflect real-world driving
conditions. With this mind,
Froude Hofmann is actively
supplying advanced 4x4
all independent chassis
dynamometers for hybrid
and fuel-cell vehicle
development. The unique
roll synchronization control
capability of these chassis
dynamometers enables various
powertrain configurations
to be tested in accurately
simulated road and
operational conditions.
The Froude Hofmann
solution provides a highly
flexible, multipurpose test
system with four individual
motor-roll assemblies,
ONLINE READER ENQUIRY NUMBER
Increasing demand for

energy and growing
concern regarding
climate change is driving the
automotive industry to
develop more sophisticated
engines and powertrain
systems particularly electric
and hybrid technologies.
The challenge facing
vehicle manufacturers is to
find testing solutions that
are both sophisticated and
accurate, but have the
flexibility to handle future
innovations in vehicle,
powertrain, and driveline
configurations. With
substantial investment in
R&D, Froude Hofmann is
developing and installing new
dynamometer systems that
meet industry demands.
Conventional chassis
dynamometer test systems do
not provide the flexibility to
keep up with the standards
now being demanded. The
technology involved in the
latest hybrid developments,
with complex energy
distribution strategies, is
pushing the limits of the
conventional dynamometer
test cell. This, combined with
the demand to test more
accurately, under realistic
operating conditions, on
increasingly complex driveline
configurations, means that
designers and manufacturers
of test systems are having to
develop solutions to replace
conventional methods.
Froude Hofmann has
a long history in dynamometer
testing systems, and today
works with world leaders
ABOVE: The vehicle energy facility

(VEF) is the UKs only purpose-built
hybrid powertrain testing facility
for the automotive sector that is
not owned and operated by an
individual automotive company
whereby all four wheels of

the vehicle are effectively
under independent control. In
normal operation, all four rolls
are accurately synchronized
to present a through the road
simulated condition to the test
vehicles powertrain. This is
achieved while ensuring that
the sum of the forces applied
to all the rolls correctly
simulates the total vehicle
inertia and road-load force.
The actual forces applied
individually to each roll by the
AC motors are automatically
and dynamically adjusted to
ensure that the four rollers
operate at the same speed.
MARCH 2012
061
062
This movement of forces is

highly responsive to the force
distribution produced by the
vehicle through the specific
powertrain configuration. This
ensures accurate roll-speed
synchronization and thereby
enables the powertrain to
perform as if operating on the
road. Under these conditions,
the energy-flow management
strategies of the vehicle will
function correctly.
But its not just the
dynamometer systems that
will help the automotive
industry test in more accurate
conditions. Two vital
developments at Froude
Hofmann further add to
the flexibility and accuracy
of the system. vDriver is
a software package that is
designed to reduce the
product development cycle
by simulating the variability
associated with particular
driving styles and routes.
This, together with the
automated robot driver, brings
real-world simulation testing
directly to the development
engineer in the test facility.
Unlike many existing test
cell drive cycles which are
time based, vDriver records
any route driven anywhere in
the world, based on distance.
Time becomes the variable
dependent on traffic
conditions and driver styles.
This differs from conventional
time-based systems, where
the test cycles contain
no information on route
activity or gradient, thus
ABOVE AND BELOW: The unique

synchronized dual dynamometer
architecture provides full road load,
inertia, and driveline simulation
vDriver is an
innovative software
package that is
designed to reduce
the product
development cycle
by simulating the
variability
associated with
particular driving
styles and routes
MARCH 2012
compromising the accuracy

of the results. Once recorded,
the route can be loaded and
driven precisely and
repeatedly in the test cell,
providing accurate real-world
simulation of road conditions
and different driver
characteristics. Fuel economy
can also be monitored for
different driving styles, and
the engine control unit can be
calibrated under a variety of
complex real-world situations.
The new Mk III Automatic
Robot Driver System is now
available for all vehicle and
powertrain testing
applications, including
emission and fuel economy
testing, accelerated endurance,
climatic/environmental,
and automated performance
testing. This system can
be supplied as a standalone
unit for operation on several
facilities, or as a fully
integrated control system
configuration. The integrated
control configuration creates
an advanced automated
test facility that includes
a chassis dynamometer,
instrumentation, data
acquisition, auto fuel filling,
airspeed simulation, and
test automation system.
By combining Froude
Hofmanns simulation tools,
the vehicle powertrain chassis
dynamometer system becomes
the heart of an advanced
hardware-in-the-loop
powertrain test facility.
By installing this single
system, laboratories are able
to test various applications

such as: powertrain testing
of innovative driveline
configurations including
hybrid and kinetic energy
recovery systems that enable
complex energy-flow strategy
developments; ABS brake and
TCS traction-control system
testing; corner simulation
for differential and driveline
testing; and vehicle electronic
driving aids, including
collision-avoidance systems.
And its not just cars and
trucks that can be tested with
this versatile system. The
independent configuration
provides a multi-vehicle test
capability providing accurate
and effective testing for
motorcycles, small electric
vehicles, and both LDVs
and MDVS in 4x2 and 4x4
configurations.
Now, thanks to a unique
setup at the University of
Warwick in the UK, all
companies can carry out tests
using the Froude Hofmann
system. The vehicle energy
facility (VEF) is the UKs
only purpose-built hybrid
powertrain testing facility
for the automotive sector that
is not owned and operated
by an individual automotive
company. The unique
synchronized dual
dynamometer architecture
provides full road load,
inertia, and driveline
simulation.
The VEF has been built
for R&D across the whole
spectrum of vehicle types,
from passenger car through to
heavy-duty applications. It can
test any internal combustion
engines or electric machines
for hybrid vehicle architecture
testing; powertrain component
testing and characterization;
control strategy development
and refinement; fuel economy;
and emissions testing.
The VEF allows OEMs and
researchers quick, accurate,
and repeatable assessment
of existing and emerging
technologies. It enables the
objective assessment of
driveability using real/
virtual components through
hardware-in-loop.
AND A QUESTION OF ABSOLUTE PRECISION.

The to
tough
ughest
ugh
ug
est sa
s fetty test
test
estss deete
teerm
rmi
m ne
ne the suucce
c esss of
cc
of a prod
oduct
uuct
ct world
world
wo
ldwid
dwid
wide.
wide.
e. Except
Exxxcept
Exc
eptio
eption
ep
ion
onal
a M
MES
ES
SSRI
SR
SRI
RING
NG pre
precis
cision
ion ennsur
su eess tha
that ttest
esting
est
ing
ng taasks
skks are
are solvved wit
ar
w hin
wi
hin
the cl
close
osest
ose
st tol
t era
to
erance
ncess and
nce
and eeve
ven the
h str
strict
icttest
ictest
ic
es Eu
Euro
ro NCA
NCAPP guid
guid
uideli
elines
eli
nes
e ar
aree easi
asily
lyy met
met.. MESS
MESS
S RIN
NG Car2
Car2Car
ar2
r2Car
C cr
c ash
assh fa
facil
ciliti
cil
i es
iti
e ach
achiev
ievee unri
iev
unri
nrival
valed
val
ed acc
a ura
raacy
c tha
thanks
nks
too the peerfe
rf ct
ct co
com
mbin
binati
ati
t on of
o pre
pr cis
cisee cont
cont
o rol en
e ginneer
ering
ing,, idea
ing
eall machine
ach
chhine
nnery
ry con
constr
struct
str
uction
uct
on, and
and dri
d ve techno
techno
tec
hnolog
hn
logy
log
ogy tthat
hhat
at pr
p ove
ovess itse
itse
tself
lff dai
daily
lyy inn glo
global
ba us
bal
u e lilike
k
ke
a our la
at
lates
testt faci
facilit
c ityy in Blai
lainvi
ainvi
nv llee, Cana
Can
anada,
da lilikel
k ly the
kely
the
h mos
ost prec
ost
recise
ise
se of
o its
itts kind
n inn th
thee worl
worl
orld.
d. Tak
d.
T e adva
adva
dvanta
nttage
ntage
g of the
he woorld ma
marke
rkeet lead
a er
er s eexpe
xpeerti
rtise
se and tu
turn
rn
sa etyy in
saf
into
to a ques
questio
tionn of
of abso
absolut
lutte prec
preccisi
ision.
o WWW
on.
W.ME
M SSR
S IING
SS
N .CO
.COM
M
Messring_Anzeige_215x275-RZ.indd 1
13.02.12 15:39
Ahead of the Curve
Road Simulation: Hybrid Vehicle
Leading Technology, Unmatched Expertise

Manufacturers and suppliers worldwide turn to MTS for the next-generation testing
technology and expert support they need to design and develop more efficient,
higher performing passenger, commercial and recreational vehicles.
Vibration Testing: Hybrid/Electric Vehicle Battery Pack
Whether you test materials, components, subsystems or full vehicles, partnering

with MTS will help you meet your objectives with greater speed and confidence.
Contact us today to discover how innovative MTS solutions can optimize the
accuracy and efficiency of your mechanical testing processes.
Visit us at Automotive Testing Expo India 2012, Stand #3096
www.mts.com
info@mts.com
2012 MTS Systems Corporation.
MTS is a registered trademark of MTS Systems Corporation.
Road simulator photo courtesy of Fraunhofer LBF
RTM No. 211177.
Force & Moment Measurement: High-performing Tire
Road simulation tests can be undertaken without the time-consuming

iterative process when they are carried out in real time using
a frequency domain technique
Data Physics
Tel: +1 408 437 0100
Email: sales@dataphysics.com
Web: www.dataphysics.com
Frequency domain
technique for simulation
502
Multi degree of
freedom (MDOF) time
waveform replication
is used to drive four-posters
and other multishaker rigs for
testing automotive structures.
There is a large installed base
of such rigs around the world
supplied by companies such as
MTS, Shenck, and Shimadzu.
The majority of these test
systems use an iterative
technique that often takes
several hours to derive the
drive signals that are used
to replicate field data,
representing an hour of
test duration. The iterative
technique is derived from the
time-domain technique that
involves additive corrections
to the drive-signal set based
on measured error between
the control and reference
time histories.
An alternative technique
that is based in the frequency
domain can dispense with
the iterative process, enabling
direct replication of field
data where the drive signals
are computed in real time.
Needless to say, dispensing
with the several passes of
calculating the drive signals
in the iterative process can
amount to a significant saving
of test-system time.
The frequency domain
technique uses the reproduced
time histories and the drive
signals to evaluate the system
transfer function matrix
and continuously update the
inverse transfer functions used
to derive the drive signals.
This process, which does not
depend on evaluating an error
ABOVE: A multi degree of freedom replication test in progress
MARCH 2012
065
matrix, works because it

adapts to the variations in
the system transfer functions.
The mathematical process
is straightforward, as the array
of recorded time histories are
convolved with the inverse
transfer function matrix to
produce the array of drive
signals. The convolution itself
is performed in the frequency
domain because the direct
evaluation of the convolution
integral is extremely timeconsuming. Instead, the use
of the FFT to transform the
data to the frequency domain
allows the convolution to be
replaced by a multiplication,
thus allowing the process to
run in real time.
The technique applies
equally well to applications
of single or multiple shakers.
Multishaker testing can be
either single degree of freedom
(SDOF) or MDOF. Multishaker
SDOF testing is typically used
for reproducing single-axis
motion on large structures
that require the force to be
distributed along the
structure, or require more
by Team Corporation with a

Data Physics SignalStar Matrix
vibration controller. The test
structure was a durability test
fixture for automotive truck
mirrors. The structure had
two commercial truck doors
mounted at the same distance
from each other as they were
on the vehicle. In actual
testing, test-track data is
measured in the field and
used as the reference time
histories for the test.
The experiment showed
accurate control of test-track
data using both the time
domain iterative technique
The frequency domain technique includes

the ability to store the calculated drive
signals and iteratively correct the drive
signals incrementally to reduce error
force than can be achieved
with a single actuator. MDOF
control is still required in
this case to compensate for
differences in impedance seen
by the actuators and the modal
characteristics of the structure.
As an example, an extensive
experiment was conducted
controlling a six degrees of
freedom system manufactured
066
and the frequency domain

real-time correction
technique. Although both
techniques showed good
control of the test, the
frequency domain technique
required considerably less
time to execute the entire test.
Frequency domain-based
control has successfully been
applied using SignalStar
MARCH 2012
TOP: SignalStar matrix controller

ABOVE: A pre-test FRF matrix
Matrix vibration controllers

on a number of multishaker
test rigs from various
manufacturers, including
MTS, Shore Western, Team,
and Schenk. In each case, the
vibration-control drive signals
were connected to the inputs
of the servo-control system
driving the actuators.
One limitation of the
is that it is not able to
accurately reproduce time
histories that include
non-linear responses. The
FFT technique depends
on linearity for the accurate
transformation of the time
histories to frequency spectra.
If the recorded time histories
resulted from non-linear
responses such as bottoming
of springs when subjected to
extreme levels of motion, then
such data will not necessarily
be correctly reproduced by the
convolution with the inverse
transfer function matrix,
which does not include the
non-linear behavior of springs
bottoming out.
To deal with such data, the

includes the ability to store
the calculated drive signals
and iteratively correct the
drive signals incrementally
to reduce error. This is an
exceptional process that
allows for non-linear
simulation situations and is no
worse than the time-domain
technique in the utilization
of system time; the important
distinction being that it is
a real-time simulation except
when dealing with extreme
cases of non-linear behavior.
On the other hand, the
frequency domain approach
does offer a number of
advantages. It does not require
lengthy iteration since the
control is based on the system
FRF matrix, and it also
provides for real-time
updating of the drive signals
during a test, and as
components fatigue dynamics
may change. Because the
FRF matrix is used for control,
it is possible to modify the
reference time histories during
a test without stopping and
repeating the iteration phase.
Another interesting
advantage of applying the
is the flexibility of test types.
The same controller can be
used for frequency domain
time replication control,
iterative time domain control,
and other general vibration
test approaches such as
broadband random or
real-time closed loop sine
vibration control. The
potential time savings, plus
the flexibly of performing
different test types, makes
frequency-based replication
control an attractive
alternative to the traditional
time iteration approach.
Piezoelectric
Accelerometers for
Modal Analysis and NVH
dytran instruments offers a wide range of piezoelectric

accelerometers for automotive and off-highway NVH and
modal analysis applications, featuring:
LOW-NOISE, MINIATURE AND LIGHTWEIGHT DESIGNS
CHOICE OF SENSITIVITIES
IEPE OR CHARGE MODE TYPES
OPTIONAL TEDS CAPABILITIES
CUSTOMIZED SENSOR AND CABLE DESIGNS
New from Dytran Instruments:

3097A Series (IEPE)
Miniature cubic design
Low mass (4.3 grams)
10, 100 or 500 mV/g sensitivity
10, 50 or 500 g range
Shear construction and titanium housing
Low noise with 10-32 side connector
Optional TEDS
3224A Series (IEPE)

Ultra-miniature and lightweight (0.2 grams)
500, 1000 or 2500 g range
Lightweight integral cable
Adhesive mount
3333A Series (IEPE)

Miniature triaxial design
Lightweight (2.3 grams)
Ultra-low frequency response
Dytran Instruments, Inc.

21592 Marilla Street
Chatsworth, CA 91311 USA
t e l : (818) 700.1818
fa x : (818) 700.7880
info@dytran.com
o r d e r o n l i n e at
www.dytran.com
Toyotas motorsport drivers are preparing for the Le Mans Challenge

using TMGs 6DOF driving simulator
Toyota Motorsport GmbH

Tel: +49 2234 1823 0
Email: contact@toyota-motorsport.com
Web: www.toyota-motorsport.com
503
Virtual preparation
for Le Mans
068
Toyota will this year

return to Le Mans
after a 12-year
absence, but the engineers
and drivers will be far from
strangers to the unique
challenges of the Circuit de
la Sarthe; in fact, the famous
course will be very familiar to
them before the TS030 Hybrid
car even leaves the factory.
All three confirmed Toyota
drivers Alex Wurz, Nicolas
Lapierre, and Kazuki
Nakajima have already
driven the new hybridpowered car at Le Mans in
the virtual environment of the
driving simulator at Toyota
Motorsport GmbH (TMG).
Toyotas World Endurance
Championship team is based
at TMG in Cologne, Germany,
where engineers and drivers
have access to some of the
most sophisticated automotive
development facilities in
Europe, including the driving
simulator.
This state-of-the-art facility
was constructed exclusively
for TMG as a dedicated
driver-in-the-loop
development tool. As with all
TMG facilities, the driving
simulator is available to rent
for external clients as well
as Toyota projects.
Using actual data from
the track, TMGs two wind
tunnels, various test rigs, and
simulation tools, an extremely
accurate vehicle model can
be developed for any kind
of motorsport vehicle.
In recent months TMGs
focus has been on its new
LMP1 car the TS030 Hybrid
and as R&D activities

intensified, these results were
fed into the driving simulator
software to create an accurate
model of the new machine.
In parallel, an incredibly
accurate three-dimensional
simulation of the Circuit de
la Sarthe has been produced,
recreating every bump and
curve of the famous 13.629km
(8.47-mile) layout. Combined
with a 6DOF electric motion
platform, this attention to
detail enables drivers to truly
feel the behavior of the TS030
Hybrid on the track, and
consequently make progress
on aerodynamic and
mechanical setups without
ever leaving the factory.
Japanese driver Kazuki
Nakajima, an ex-Formula 1
driver preparing for his Le
Mans debut, says, The
driving simulator at TMG is
very realistic; the steering feel
MARCH 2012
ABOVE: The simulator is at the very

pinnacle of virtual technology, and
can be used in third-party applications
and sensation is the same as

in the real car. The best thing
for me is that we can use this
tool to learn the track before
we actually go to Le Mans.
As I dont know the Le Mans
track it is a very big help and
I am sure it will be an
advantage for us.
But the simulator is more
than just for drivers because it
is helping the car development
too. We can test a lot of items
on the simulator so we collect
this data to refine setups and
choose the right direction in
terms of aerodynamic and
mechanical development.
Track time is very limited
in the real world so it is very
good to use the simulator to
gain time and accelerate the
development process.
Nakajimas colleagues
have also been busy in the
TMG driving simulator, with
Wurz and Lapierre adding
their experience to the chassis
development program before
the TS030 Hybrid ever turned
a wheel on the track.
The simulator was
developed originally for
Toyotas Formula 1 program
and features most Grand Prix
circuits. Le Mans and the
Nrburgring Nordschleife
were added last year to
expand its potential into
endurance racing, and the
addition of LMP1, GP2, and
GT vehicle models delivers
greater flexibility.
To complement its works
motorsport program, TMG
remains an active supplier
of engineering services to
third-party clients in the
automotive industry and
beyond.
NV Solutions
Delivering complete NVH

test solutions and consulting
www.nvs.co.kr
www.memmert.com
Climatic Test Chamber CTC

The high-flyer in testing technology!
Fast and precise temperature changes from -42 C
to +190 C lastingly reduce your process times! Innovative technology and the highest operating comfort
combined to create a powerful duo for controlled material and function tests, with the TTC temperature test
chamber and the CTC climatic test chamber with active
humidification and dehumidification.
A top performance by the experts for controlled atmosphere. Efficient and flexible environmental testing and
simulation. Worldwide.
Memmert GmbH + Co. KG

P.O. Box1720 | D-91107 Schwabach | Tel. +49 (0) 9122 / 925 - 0
Fax +49 (0) 9122 / 145 85 | E-Mail: sales@memmert.com
The platform for experts: www.atmosafe.net
Arctic Falls
Its winter real winter for five months a year in lvsbyn, northern
Sweden; perfect for testing vehicles in extreme temperatures
Tel: +46 929 47 47 00

Email: info@arcticfalls.se
Web: www.arcticfalls.se
504
Testing in Arctic conditions
070
Many car models seen

on roads worldwide
have first spent time
in lvsbyn, one of the Arctic
Falls facilities.
Our customers appreciate
being able to test their
constructions under secure
conditions in authentic winter
settings, says Mats Malmqvist,
site manager at Vitberget
Proving Ground. Conditions
that may occasionally occur at
home are present here for long
periods every year. It is about
exposing vehicles and
components to extreme
conditions, to make sure
they work without problem.
When Arctic Falls
inaugurated Vitberget Proving
Ground in 1988, it was the
first permanent land-based
test facility offering winter
testing. It covers 200ha and
offers a complete range of
services, and is staffed around
the clock, seven days a week.
Authentic winter tests can be
carried out from November to
March longer than is typical
of such facilities.
Because we prepare the
tracks on dry land we do not
depend on natural lake ice,
and this permits longer and
more dependable seasons,
says Jonas Jalar, CEO of Arctic
Falls. Arctic Falls customers
have the option of short or
long stays at the facility, from
one day at a time to extended
periods. We are also open to
investment suggestions for
customized solutions.
Although Vitberget is an
open facility, security and
confidentiality are watchwords
at the site: security systems

and industrial fencing
enclosing the entire facility
guarantee complete privacy.
Photography is forbidden and
all personnel are bound to
non-disclosure with regard
to every aspect of operations.
The safety of the personnel
carrying out the testing takes
the highest priority. Access
roads and test tracks are one
way to prevent collisions, and
fire and rescue services can
attend accidents in minutes.
Arctic Falls has one facility
for vehicle and component
testing, and four for winter
tires. The proving ground
has a telematic test range. The
web-based telemetry system
transmits real-time information
from the vehicle to engineers
anywhere in the world using
wireless technology.
MARCH 2012
ABOVE: The tracks are prepared on dry

land so they dont depend on lake ice
At any time of year Arctic

Falls can carry out durability
tests. Many of the other tests
can be performed by Arctic
Falls own personnel too,
if the customer so wishes.
For short- or long-term
cold climate testing, there are
27 cold chambers that can
cool the vehicle to -40C/F. To
keep the premises comfortably
warm Arctic Falls, has invested
in an energy-efficient heating
system. The electricity used is
generated from hydropower.
Due to increasing demand,
Arctic Falls also offers tests
covering several aspects
of electric vehicles: energy
consumption, recharging in
cold conditions versus warm
conditions, battery function,
and regenerative braking
safety. Documentation from

the tests can then form the
basis for evaluation of and
improvements to vehicles, and
can be used to obtain authentic
data for product specifications.
The company won the
Proving Ground of the Year
category in the Automotive
Testing Technology Awards
2010, which is outstanding
praise for the facilities. The
award has spurred staff to
extend their efforts even
further to exceed customers
expectations.
We have invested heavily
in our operations through
several new functions and
new test tracks. Being voted
Proving Ground of the Year
shows that we made the right
decision to expand to attract
new and benefit existing
customers, concludes Jalar.
10
20
30
40
50
60
10
70
80
90
100
110
120
130
140
150
Custom design
Variable wheelbase
Mechanically-linked rollers
40-hp AC motor
Designed to test tank transmissions

325-hp/4,000 RPM AC motor
(2) PAUs capable of 2,000 lb-ft of torque
and max speed of 4,000 RPM
(888) 468-7826 or +330-963-5400

www.mustangae.com or sales@mustangae.com
TESTING SOLUTIONS
FROM
LAWNMOWERS TO TANKS
D&V Electronics
Comprehensive testing of starters and alternators in the development

phase and on the production line can result in a range of benefits
for manufacturers
Tel: +1 905 264 7646

Email: sales@dvelectronics.com
Web: www.dvelectronics.com
505
Lab-to-line test systems
072
Todays leading
manufacturers of
starters and
alternators have taken notice
and reaped the benefits of
using testing equipment. D&V
Electronics testing solutions
have become widely accepted
in the laboratory for
performance validation and
durability testing, as well as
for testing at the end of the
production line. Successful
engineers must rapidly collect
the data required for product
validation in the development
phase in order to drive
continuous improvement,
and on the production side,
demand is for highly accurate
and fast performance testing.
D&V Electronics ST-118
is a high-volume, end-ofproduction-line starter tester.
It has elevated the level of
testing while maintaining
a fast cycle-time, enabling
the testing of several thousand
starters each day, per machine.
The tester carries out
a comprehensive load test
and analysis of the starter
performance. The pinion
block test quickly provides
advanced measurement and
evaluation of event timing
during the cranking cycle,
such as the engagement and
retraction of the solenoid,
drive, and springs, which
can detect assembly errors
or faulty components. The
built-in oscilloscope will
detect even small faults in
the armature, commutator,
and brushes.
Noise and vibration
analysis is also available to
detect a variety of mechanical

problems. Automatic
positioning, clamping, and
connections make the system
very user-friendly, and a
poka-yoke tooling recognition
system provides rapid tooling
changeover without errors.
With a D&V Electronics
programmable power supply,
the battery curve is controlled
very precisely and with
extremely low ripple. This
combination of features makes
the ST-118 starter performance
tester an excellent investment.
One of the main
complaints from vehicle
owners these days relates
to underhood noise that can
come from the alternator, and
noise and vibration analysis
is a key method of ensuring
customer loyalty and
consumer satisfaction.
D&Vs laboratory
alternator testing systems
for measuring performance,
durability, torque, and
efficiency offer programmable
thermal chambers for hot
and cold performance testing
under user-programmable
test conditions. With variable
belt tension, a simulation
of vehicle belt load can be
produced and controlled.
The ALT-72 can serve
a dual role as a durability
tester and as a performancevalidation tester. The ALT-300
is optimized for high accuracy
measurement of the
alternators torque and
efficiency characteristics
under a variety of conditions,
including temperature, speed,
and load.
MARCH 2012
ABOVE: The ALT-262 automated

alternator tester is a turnkey solution
with complete integration into the
assembly-line conveyor and the
manufacturing system. A palletized
system delivers the alternator to
the tester, where connections are
automatically achieved with
a combination of pneumatics and
robotics. The tester also features
a quick tooling changeover time,
while reject handling and automated
marking systems are also available.
The alternator is driven directly from its
shaft, further reducing test-cycle time
With this platform, the

test engineer can control
and produce highly accurate
torque and efficiency reports
that sweep the alternator
through an exhaustive
battery of test conditions.
For example, the unit can
be tested at a stabilized
temperature and with specific
loads and speeds while the
torque is measured and the
efficiency is calculated.
A long and complex testing
cycle is simply automated
by the powerful D&V visual
scripting engine so that
each speed and load point
is executed automatically.
These models provide
complete simulation and
testing of all alternator and
regulator terminal inputs,
outputs, and functions.
Control and communication
interfaces for modern smart
alternators include CAN, LIN,
BSS, and RVC, and others are
also available.
TEST HOUSE HEAT EXCHANGERS
Cooling performance
beyond limits
Bowman heat exchangers are
renowned worldwide for their high
performance cooling efficiency and
operational reliability. Thats why
theyre already the first choice for
many OEMs and Motorsport teams.
And with a comprehensive product
range plus full technical advice,
product support and rapid ex-stock
delivery, you can have complete
confidence when you specify
Bowman heat exchangers for your
test house cooling facility.
Bowman test house equipment

includes:
Charge Air Coolers
Hydraulic oil coolers
Exhaust Gas Heat Exchangers
Fuel Coolers
Header Tank Heat Exchangers
In Line Plate Type Heat Exchangers
Stainless Steel Heat Exchangers
For maximum cooling performance
beyond limits, choose
Bowman Heat Exchangers.

Quality without compromise.
EJ Bowman (Birmingham) Ltd

Chester Street, Birmingham B6 4AP, UK
Tel: +44 (0) 121 359 5401 Fax: +44 (0) 121 359 7495
Email: info@ejbowman.co.uk www.ejbowman.co.uk
BS EN ISO 9001-2008
Reg. No. FM38224
HP
JUNE - AUGUST WINTER TESTING

southern hemisphere
SHPG offers the automotive
industry
the
opportunity
to
develop seamless cold climate
R&D programmes through state
of the art counter-seasonal cold
climate testing during the Northern
summer months - June August.
BS EN ISO 9001-2000
Reg. No. FM38224
Contact SHPG for all your winter testing requirements. Southern Hemisphere Proving Grounds Ltd. PO Box 350,
Cardrona RD.1, Wanaka, New Zealand tel: + 64 3 443 0344 email: admin@shpg.co.nz www.shpg.co.nz
The latest fast-response gas analysis technology could be a useful

tool for those preparing for changes in emissions legislation
Cambustion
Tel: +44 1223 210250
Email: sales@cambustion.com
Web: www.cambustion.com
506
Euro 6 emissions
challenges
074
From 2014, current

proposals for Euro 6
would apply limits
on particle number (N/km)
emissions for both gasoline
direct injection and diesel
light-duty vehicles, and
reduced diesel NOx limits.
In the case of diesel
vehicles, compliance with
the particle number limits is
exclusively via fitting diesel
particulate filters. Particularly
in the case of gasoline direct
injection (GDI) engines,
Cambustions DMS500
fast-response particulate
analyzer offers crucial insights
and assistance with particle
emissions compliance.
The reduced NOx limits
that apply to diesel vehicles
are likely to require some
form of aftertreatment such
as selective catalytic reduction
(SCR). The highly variable
nature of engine-out NOx
poses some difficult control
problems in urea dosing.
Since the air and fuel flows
in a firing engine can change
rapidly, the extra insight into
engine operation offered by
fast-response gas analyzers
has proved valuable in meeting
emissions legislation in a
cost-effective and timely way.
The Cambustion fast
NOx analyzer offers NO
and NO2 measurement with
a response time as fast as
2ms. This gives aftertreatment
engineers the opportunity
to obtain high-frequency
data about engine-out NOx
during transients, which
can be used to refine the
SCR dosing model.
ABOVE: Cambustions DMS500 offers

a fast-response particulate number
LEFT: Fast-response emissions
analyzers for transient cycle
development
The problems of GDI

particle emissions are
essentially those of mixture
preparation and AFR control.
The former is particularly
difficult at cold start, while
the latter remains an issue on
throttle transients throughout
the drive cycle, where the air
and fuel flows change rapidly.
Legislated systems measure
cycle particle emissions
correctly, but are less
effective in a development
environment, where their
slower response time reduces
their usefulness for transient
calibration work.
Cambustions DMS500
is specifically designed to
MARCH 2012
measure transient engine

particulate in a test cell
environment. Measuring
particle size, mass, and
number enables the DMS500
to be used as a development
tool for a variety of standards.
The DMS500 offers the best
response time available (10Hz
data, 200ms T10-90%) in an
engine exhaust particle
number instrument. This
allows the resolution of
features that are not revealed
by certification systems,
such as the effects of AFR
fluctuations, or spark and
injection strategy.
Featuring a fully integrated
sample handling-and-dilution
system (only power and

compressed air are required
for operation), and integrating
with existing test-bench
equipment via AK or analog
connections, the DMS500 can
add instant particle number
capability to a facility, with the
added advantage of particle
size and mass measurements,
should the project require it.
Since the standard
DMS500 is capable of raw
exhaust gas sampling, it allows
development in test cells
where CVS tunnels are not
available. A typical application
is strategy and calibration
development to reduce particle
number emissions. In this
application, the instrument
can run unattended under
control of the test bench,
allowing a mapping process
to be completed efficiently.
Parameters affecting particle
emissions include injection
timing, split injection, valve
timing, ignition timing, and
EGR, with the DMS500s
fast response time allowing
efficient optimization.
Gasoline particulate filters
(GPF) are another potential
solution to reducing particle
number emissions from
gasoline vehicles. Unlike
a DPF, a GPF never reaches
very high filtration efficiencies,
since higher exhaust
temperatures mean the
soot load on the filter never
becomes significant. In this
case, the DMS500 is used
upstream of the GPF to reduce
input soot concentration,
and downstream to measure
GPF performance.
Durability and Performance

The most complete range of advanced products for when failure is not an option
Analyze vast amounts of measured

data with specialized functionality
for fatigue and durability testing.
Now available
in nCode 8:
Predict fatigue up-front using

nite element analysis to optimize
designs and reduce costs.
Learn from and share all your test

data in a secure, web-based
environment for automated data
storage, analysis, and reporting.
Signicant new technologies introduced for

physical test and CAE durability
www.hbm.com/ncodewebinars
www.hbm.com/ncode | info@hbmncode.com
Announcing Our New Location in Pune, India
Test & Assembly Systems

for Electronic, Mechanical,
Hybrid and Hydraulic/Fluid
Components
Production Testers
Laboratory & PV/DV Testers
See us at the
Chennai Expo
Booth No. 3081
Assembly Stations
Tooling & Fixtures
Custom Software
DETROIT, USA TORREON, MEXICO POZNA, POLAND PUNE, INDIA

World Headquarters, Auburn Hills, Michigan
248.373.9097 |sales@oriontest.com | www.oriontest.com
RAC0687_VB-ATTI-fp-feb12-p.indd 1
24/01/2012 14:21
Tel: +1 608 663 1590

Email: acs-us@acscm.com
Web: www.acscm.com
Global standardization of test facilities

As automotive
companies continue
to expand their global
footprint, ACS provides design and
construction management, as well
as system integration services,
to deliver standardized testing
facilities throughout North and
South America, Europe, and Asia.
ACS delivers functional test
facilities through its Integrated
Project Delivery model. The project
507
teams accomplish this by tapping

into their knowledge of building
design and construction, and
combining it with expertise in
industry regulations, testing
technology and applications, and

the ability to fully integrate building
and test systems. By partnering
with its US-based clients, ACS
helps meet clients needs to create
equivalent, standardized test
facilities around the world.
ACS leverages its expertise in
the design of test facilities and
equipment to help clients meet
complex test requirements, design
for future test needs, meet
AFT Atlas Fahrzeugtechnik
AOS Technologies AG
Tel: +49 2392 8090
Tel: +41 56 483 3488
Email: info@aft-werdohl.de
Email: info@aostechnologies.com
Web: www.aft-werdohl.de
Web: www.aostechnologies.com
regulations, and increase cell

utilization. ACS works with clients
to determine the best way to help
them achieve their goals. This
could involve conceptual design;
equipment specification, selection
and procurement; fabrication of
custom equipment; facility
integration; construction
management; and commissioning,
operations and management
services.
ACS
S-VIT F3 breaks barriers

The new S-VIT F3 by
AOS Technologies
offers high specs such
as: up to 700fps at HDTV-image
resolution (720p); up to 2,100fps
at 512 x 512; and a maximum
frame rate of 6,000fps at 270 x
270. The powerful, easy-to-operate
control software is compatible with
third-party control networks and
allows users to download the
image data directly in popular
data formats like MPEG-4.
The new S-VIT F3 includes
features from earlier S-VIT
cameras such as: shockresistance up to 100G; a built-in
battery for best image protection;
and a compact design with a small
footprint to fit into tight spaces.
509
Precision for torsional

vibration analysis
Torsional vibration
analysis is a vital
part of the drivetrain
development process. The
vibrations caused by processes
occurring inside the engine do
not just impair the level of driving
comfort, but can also have
noticeable effects on individual
components, even going as far
as destroying them completely.
Targeted data acquisition
reveals the starting points for
component and construction
optimization, as well as the
sources of interfering vibrations
and noises. PikesPEAK
is the broadband, modular
measuring system for high-speed
measurements and torsional
vibration analysis by AFT Atlas
Fahrzeugtechnik. It offers up to 30
analog channels with sampling
508
rates that can be individually

configured up to 500kHz. The
measuring system allows the
CAN-based 4Measure modules
(temperature, voltage, current,
strain gauge, active sensors) to be
integrated. A module can simply
be plugged into the PikesPEAK
housing and incorporated into the
complete measuring system. This
makes the modules much easier
for the user to operate.
Technical highlights include:
a multiprocessor architecture
with 1GHz PowerPC and FPGA;
a high-speed engine speed
module with a resolution of
<0.1ns as the basis for a speed
sensor with digital (TTL) output;
and a high-speed analog module
with a sampling rate of 500kHz
per channel and extended
voltage range.
The S-VIT F3 offers input

and output control lines for
a simple integration to larger
camera systems. The camera is
compatible with other high-speed
cameras. Specially designed
accessories such as lens cages
increase the value of the camera
even further.
Full-scale car crash tests and
sled tests, as well as rollover
tests, are typical applications
in which the S-VIT F3 proves its
performance, reliability, and
flexibility.
Despite its feature set and
performance, plus its Swiss made
precision, the S-VIT F3 is offered
at an attractive and highly
competitive price.
MARCH 2012
077
18 0 M P H W I T H O U T M O V I N G A N I N C H
Take cutting-edge wind tunnel technology. Add a 180 mph rolling road.
And build in the best in precision data acquisition capabilities. When we
created the worlds first and finest commercially available full-scale testing
environment of its kind, we did much more than create a new wind tunnel.
We created a new standard in aerodynamics.
+1 704 788 9463
INFO@WINDSHEARINC.COM
W I N D S H E A R I N C .C O M
Tel: +45 7741 2000

Web: www.bksv.com
Refined wind-tunnel technology

Time in the wind tunnel
is always at a premium,
so Brel & Kjr has
developed dedicated tools to help
engineers assess noise source
distribution rapidly and efficiently.
A new foldable half-wheel
microphone array gives improved
precision due to its optimized
structural geometry, while saving
considerable transport, setup, and
cabling headaches.
The numerically optimized
microphone positioning minimizes
ghost images by suppressing
undesirable side
lobes in the data, while a built-in
reference camera helps document
the measurements. It joins a
510
comprehensive array suite from

Brel & Kjr, and is engineered to
safely acquire reliable data in the
tough conditions of wind tunnels
and test tracks.
For wind-tunnel measurements,

refined beam-forming software
has been developed with industry
partners. This software improves
beam-forming spatial resolution
D2T Powertrain Engineering
DEWETRON
Email: sales@d2t.com
Email: info@dewetron.com
Web: www.d2t.com
Web: www.dewetron.com/rld
by a factor of three using

deconvolution methods, for
precise independent noise source
identification making it a detailed
tool for ranking contributions from
component combinations such as
door pillars and mirrors.
One-button operation initiates
automatic calculation, retaining
the single-shot operation and
then post-processing the data to
achieve the dramatic accuracy
improvements. Results are simple
to display and export using
drag-and-drop operation, and
as part of Brel & Kjrs wellestablished PULSE platform, the
software is versatile and fully
backwards-compatible.
Brel & Kjr
Road load data systems

for durability testing
DEWETRON-RLD test
instruments guarantee
synchronous
measurement of all signal types.
The universal analog inputs
are well-suited for voltage,
current, bridge, ICP sensors,
thermocouples, Pt100 to Pt1000,
and charge measurements. As
well as analog data, video, GPS,
CANbus, FlexRay, digital status
information, and counters are
also acquired. Most popular
enhanced sensor systems such
as KistlerRoaDyn 2000 wheels
or GeneSys INS/GPS platforms
are supported, and can even be
hardware synchronized to
DEWETRON-RLD instruments.
For managing simple sensors,
a powerful sensor database
and TEDS support are integrated.
DEWETRON-RLD systems offer
high-quality analog inputs with
22-bit resolution and anti-aliasing
filters. Other practical functions
include sensor balance and shunt
calibration for bridge/strain gauge
inputs. The systems can flash test
all inputs for errors and the
overload display shows the status
of all recorded signals at a glance.
512
MORPHEE becomes more open

D2T Powertrain
511 Engineering is
launching a new
version of its MORPHEE automation
system. It has been designed to
adapt perfectly to component
testbed applications, in addition
to countless applications for
engine test-benches and
powertrains.
With 2,500 licenses, 10,000
users, and 12 million benchrotation hours per year, MORPHEE
is a worldwide standard. This new
version works in Windows 7 and
offers excellent component testbed
performance. It allows the
integration of MATLAB SIMULINK
simulation models on the testbed
and can rotate in real time at
frequencies up to 10kHz. This

functionality, along with its usual
characteristics, makes MORPHEE
an ideal system for new
applications battery test-beds,
for example.
Currently, a battery testbed
often performs relatively simple
operations: charge/discharge
testing, capacity testing, and
resistance measurements.
However, these test beds will be
increasingly used to fine-tune the
battery management system and
for this reason, they integrate
advanced simulation
functionalities. MORPHEEs
user-friendly characteristics
allow this type of bench to
evolve easily toward simulation.
Complete instrument and sensor

set-up can be carried out offline
through an XML file. RLD systems
are of dual-use in vehicles, or
at test rigs. Results of road
measurements are exported to
RPCIII format and provided to
the test-rig controller. The RLD
systems real-time analog output
is used to support the control loop
with measurement feedback.
Export functions for analyses and
reports in Excel, DIAdem, FlexPro,
and Matlab are included.
The typical RLD configuration
is the DEWE-501 with 64 analog
inputs, four CAN, two Ethernets,
and a number of DIO counters.
It is easily expandable to
128 analog channels and
eight CAN.
MARCH 2012
079
25
1984 - 2009
Y
E
A
R
S
of
Roads to every testing destination
Test & Measurement
INNOVATION
SignalCalc
Dynamic Signal Analyzers
SignalStar
Vibration Control Systems
SignalForce
Shakers & Amplifiers
Solutions to Test and Measurement challenges from

people who are driven by them.
Now there is one trusted name
you can turn to for proven test and
measurement solutions. For over
25 years, Data Physics has been
driven by its customer needs to
develop, internally and through
acquisition, a full range of powerful technologies for noise and
vibration applications.
Powered by
Tel: +49 40 6949 2527

Email: zentrale@imtech.de
Web: www.imtech.de
Mobile combustion air-conditioning unit

The mobile combustion
air-conditioning unit
ComCon is used for
the research and development of
combustion engines. It realizes
the stipulation of intake air under
standard conditions, as well as
special conditions of intake air on
engine testbeds. The following
engine intake air parameters can be
conditioned: pressure, temperature,
and relative humidity. The unit fulfils
the following demands: AKspecification of mobile combustion
air-conditioning units for engine

testbeds, VDI/VDE guidelines,
DIN-standards, and equipment
safety laws.
The advantages of the Imtech
ComCon are: it is a mobile unit with
easy handling and plug-and-test
installation; it offers continuous
control; it has an additional
temperature sensor for the intake
air; it has tailor-made software for
the dynamic control loops; and it
has a user-friendly operator level.
The main focus of application is
Moog
Dytran Instruments
Email: test@moog.com
Tel: +1 818 700 1818
Web: www.moog.com/test
Email: info@dytran.com
513
Hydraulic simulation table

Moog, a leader in
high-performance
systems and products
for automotive and aerospace
testing, has designed and
manufactured a hydraulic
simulation table based on the
companys latest line of hydraulic
test actuators. This offers more
capability than a conventional
orthogonal system, which is a table
moved by actuators mounted on
its base and sides. The hydraulic
simulation table is a six-legged
hexapod with two equilateral
triangular frames set one above
the other, offset at 30. Each apex
of the top triangle is connected to
the two apexes below it via Moog
hydraulic test actuators with
hydrostatic bearings.
514
The table gives a frequency of

response up to 100Hz and can
handle payloads up to 680kg
(1,500 lb). Auto-makers and test
houses can use this table to
replicate real-world road
conditions that strain automobile
components such as axles;

engines; interior and exterior
assemblies; seats, steering column
assemblies; cooling module
systems; truck and tractor cabs;
and aftertreatment systems.
As our customers use the
simulation table for more tests,
some features clearly emerge
as key advantages. Firstly, higher
fidelity means a more realistic
test, says Tobe Ehmann, Moogs
product line sales manager for
test and simulation. Secondly,
compared to classic orthogonal
systems, the hexapod form factor
of the Moog Simulation Table has
a smaller footprint, just one-third
the size of classic systems, which
creates more floor space.
Steve Panter, operations
manager of Exova, purchased such
a table last year, and says:
A lot of damage occurs within the
range from 50 to 80Hz when a
company does testing analysis.
With a lower performance
simulation table, results are often
filtered down to 40Hz, so any
damaging events beyond that point
are not captured. The Moog
hydraulic simulation table allows
those events to be included in the
scope of testing, and broadens the
value of the testing process.
Moog designs and manufactures
the servo valves, actuators, test
controllers, and software used
in the hydraulic simulation table.
simulation of different pressure

values of intake air with high
repeatability of measurements
and short-term availability.
The Imtech ComCon
is available in different air-mass
flows from 1,000 to 3,000kg/h.
The unit can simulate temperature
range from +15C to +35C
(accuracy 1 K); humidity range
from 15 to 75% rH (accuracy
3%); and pressure range from
900 to 1,100 mbar (accuracy
1 mbar).
Imtech
Web: www.dytran.com
Accelerometers for ride quality

and vehicle dynamics studies
Dytran Instruments
has recently expanded
its DC MEMS
accelerometer offerings to include
new models designed for use in tilt
measurements, crash test, and
other low-frequency vibration
measurements.
Included in the new models now
available from Dytran is the 7503A
series, a family of low noise,
triaxial DC MEMS accelerometers.
Offered with a choice of seven
different measurement ranges
from 2 to 200g, these highprecision variable capacitance (VC)
sensors combine an integrated VC
chip. The sensors offer a low -nd
frequency response down to DC,
with an upper frequency range
between 400 and 2,500Hz with
differential output. Units are rugged
515
to 5,000g shock and operate from

+9 to +32 VDC power.
In addition to the 7503A series,
Dytran has released the 7600B
series, a family of high-precision
VC accelerometers designed for
use in crash test and ride-quality
applications. Available in six
models, with ranges from
5-200g, the Dytran 7600A series
incorporates a MEMS capacitive
sensing element and an advanced
ASIC to simulate piezoresistive
bridge operation, as well as
an integrated VC accelerometer
chip. Units use the same power
supply as traditional piezoresistive
and strain gauge sensors, allowing
them to operate as standalone
differential output or in place
of piezoresistive bridgetype accelerometers.
MARCH 2012
081
Is AC Robbing
Your MPG?
The air conditioning system is the single largest auxiliary load on a
vehicle by nearly an order of magnitude. EYE Applied Optix Solarlux
full spectrum lamps faithfully simulate the natural environment within
your emission test chamber to help ensure the most accurate and
repeatable SC03 STFP testing. Results will be so close to real life, the
car will believe its out on the open road.
APPLIED OPTI
(888) 665-2677 |
www.eyesolarlux.com
EYE Lighting International of North America, Inc., a division of Iwasaki Electric of Japan
KMT Kraus Messtechik
Tel: +49 551 9004-0
Tel: +49 8024 48737
Email: info@lavision.com
Email: info@kmt-gmbh.com
Web: www.lavision.de
Web: www.kmt-gmbh.com
Flat and flexible transmitter

for torque measurement
The new TEL1-PCM
Flex transmitter
electronics from KMT
couple the efficiency of the existing
TEL1- PCM transmitter with new
flexibility. With a maximum overall
height of less than 2mm, the rotor
electronics unit is extremely flat.
Mounted on a flexible, foil
substrate, its space-saving design
enables it to be easily applied to
rotating shafts or similar machine
parts. The rotor electronic includes
the sensor supply, signal
processing and transmitter for
the contactless data transmission
of the measured signal.
The low-profile TEL1-PCM
Flex is also ideally suited for
applications involving high
rotational speeds. The
supplementary onboard inductive
power supply ensures continuous
and reliable measurements from
the rotating shaft.
Today, it is more important than
ever to have reliable, detailed
information about torque, vibration,
or other feedback signals by
metering the different types of
applications. The TEL1-PCM Flex
telemetry system helps you to
517
EGR-rate examination inside

engine cylinders
LaVisions ICOS (Internal
Combustion Optical
Sensor) product family
provides a series of new techniques
for the measurement of quantitative
engine-relevant values inside
engine cylinders, such as air/
fuel-ratio, temperature, or the
EGR-rate. All systems are
applicable in gasoline, as well
as in diesel experimental, or
production engines.
The newest trends in
recirculated exhaust gas
management are based on
variable valve timings to control
the EGR-rate. The new LaVision
ICOS-EGR system can precisely
measure the cycle-resolved
EGR-rate directly inside the
cylinder. Both internal and external
516
EGR-rate components
are determined. Cyclical variations
of internal and applied external
EGR-rates at different engine
conditions can be analyzed easily.
When using multiple probes in
different cylinders simultaneously,
the EGR distribution between the
cylinders can be analyzed exactly.
LaVisions ICOS-systems do not
need any complex gas extraction
systems. The robust and
easy-to-handle optical probes are
designed to be used directly inside
the cylinder without modification.
The probes are available as
spark-plug probes or small
non-firing probes, which can be
used in typical pressure transducer
threads or glow-plug adapters for
diesel engines.
capture this data even from

rotating applications. A very small
rotor electronic, installed directly
on the shaft ,captures, conditions
and transmits the measuring data
to an inductive powerhead
(pick-up). After this, the
information can be reproduced on
the output of a stationary decoder.
Because it is easy to install and
can be powered inductively or with
a battery, it is a real all-rounder for
measurements on rotating
machinery. There is no easier way
to run wireless data transmission.
LaVision
Filter Weighing
Solutions
The easy way to determine
particulate matter on Filters.
For Videos and Webinars please join us at:
www.mt.com/filter
A range from Manual

to Robotic Weighing
MARCH 2012
083
Chinas ONLY automotive test, evaluation

and quality engineering trade show
September 18-20, 2012

The Shanghai Everbright Convention &
Exhibition Center, Shanghai, China
AUTOMOTIVE TESTING EXPO CHINA 2012

Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
Tel: +44 (0) 1306 743744
Fax: +44 (0) 1306 877411
email: dominic.cundy@ukipme.com
www.testing-expochina.com
Our business partner in China is:
Mr. Wilko Fong
Reliable International Exhibition Services Co Ltd
Rm.1702, Bldg.6, SOHO New Town,
No. 88 Jianguo Road, Chaoyang District,
Beijing 100022, P.R. China
Tel: +86 10 85898181 Fax: + 86 10 85898180
Email: wilko_fong@reliable.org.cn
Racelogic
Web: www.velocitybox.co.uk
Accurate slip angle measurement

UK-based electronics
company Racelogic
has recently made
a huge breakthrough in vehicle
dynamics testing technology, with
the launch of a GPS data-logger
that enables you to measure slip
and pitch/roll angles with low
latency at 100Hz.
The new VBOX 3i Dual Antenna
(VBOX3i SL) uses two antennas
placed a fixed distance apart (along

the vehicle for pitch and across for
roll). By utilizing both the GPS and
Russian GLONASS constellations,
RMS accuracies of up to 0.04
for slip and 0.028 for pitch can
be achieved.
The system is so accurate that
you can even measure the small
effect a side wind has on the slip
angle of a moving vehicle a feat
518
that even the best inertial systems

struggle to replicate.
Racelogics managing director,
Julian Thomas, says: If you need
to measure slip angle, then the
VBOX 3i SL easily outperforms
a single antenna inertial system,
for around half the price. Its our
best VBOX to date.
The VBOX 3i SL is quick to set
up and simple to operate, while
Southern Hemisphere Proving Grounds
RUAG
Email: admin@shpg.co.nz
Tel: +41 41 268 3801
Web: www.shpg.co.nz
Email: aerodynamics@ruag.com
Counter-seasonal test facilities

Southern Hemisphere
519 Proving Grounds (SHPG)
in New Zealand is the
worlds leading provider of
June-to-September winter
testing facilities and services.
SHPG offers the strategic
advantage of mid-season winter
tests, helping shorten development
cycles from 12 to six months.
Through the opportunity to conduct
three winter tests within one
calendar year, SHPG represents
a strategic advantage in the quest
to rush new products to market.
SHPG strives to keep its
products and services in line with
ever-advancing OEM technologies.
New developments at SHPG

include climate-controlled heated
and refrigerated split-friction
gradient pads. These facilities offer
stable and controlled friction for
testing traction and drive controls.
Other new developments include
a multi-million dollar, fiber-optic
data and telecommunication
system, fast-charging capabilities
for electric vehicles, a higher
speed heated ABS facility, and
a dedicated 180m ice-flat.
SHPG runs 24/7 through the
months of June to September,
and is equipped and capable of
meeting the most demanding
cold-climate testing challenges.
being flexible enough to be used

for many different kinds of tests.
A useful feature is that you can
translate the slip angle to any point
on the vehicle, in real time.
Web: www.ruag.com
OAK Racing tests in RUAG

wind tunnel
OAK Racing, through
its Onroak Automotive
division, is active as a
chassis designer and manufacturer
in the LMP1 and LMP2 classes.
The design office, led by Nicolas
Clmenon, relies on RUAGs AWTE
wind tunnel to test its prototypes.
We performed two wind-tunnel
campaigns at the end of 2011 to
adapt our cars to the new ACO
rules for LMP1 and LMP2,
explains Clmenon. Typically,
after the installation of the model,
which is specifically built for these
520
tests, the wind tunnel is run 12

hours-a-day for four to five days.
RUAG provides a dedicated
customer room, where the results
are shown in real time, continues
Clmenon. These are analyzed
immediately before the next change
on the model is performed.
We have been working with
RUAG since 2008 and have
performed 12 test campaigns.
We have always found an excellent
correlation between the windtunnel results and the observations
on the track, adds Clmenon.
The speed you need.

Cotta gearboxes are rugged and reliable platforms
for R&D testing of automotive components.
Applications include dyno resolvers, axle,
transmission, and driveline test stands. Choose from
our available models or have us design one for your
application. Built and tested by craftsmen, backed
by over 100 years of experience, and covered by an
excellent warranty. Need speed? Contact Cotta.
Beloit, Wisconsin, USA

Cotta.com/HS
sales@cotta.com
(608) 368-5600
Industrial and Specialty Transmission Experts.
Speed Reducers, Speed Increasers, Multi Range, Planetary, Right Angle
MARCH 2012
085
BOOTH
1976
Cotta Transmission Company
Tel: +49 7153 30090
Email: sales@cotta.com
Web: www.single-temp.de
Web: www.cotta.com
Temperature-control systems
Compact high-speed test

stand transmission
SINGLE
Temperiertechnik
offers a portfolio of
high-quality temperature-control
systems based on water or oil as
the transfer medium, heat transfer
units, water-to-water chillers, as
well as customized solutions.
The company provides
high-performance temperature
control of test benches for vehicle
technology applications. SINGLE
temperature-control technology
operates with liquid media with
a wide performance range and
maximum temperatures of
between -40C and +350C.
These liquid media help maintain
521
and control constant temperatures

or specific temperature profiles on
test benches. SINGLE
temperature-control systems
control the media temperature, the
flow and/or operating pressure,
and create realistic conditions
involving serial operation or
excessive loads for safety checks.
SINGLE also has an enhanced
service package, working with a
network of more than 30 sales and
service points, with technology and
manufacturer certifications that
meet European Pressure Equipment
Directives and comply with
standards such as UL and regional
directives to CSA and GOST.
Cotta has developed

a high-speed
transmission for use in
test stand applications. Designed
originally for testing aircraft
components, Cottas SN2105
compact transmission is finding
increased application in automotive
testing. The SN2105 features
a nominal power rating of 200HP
and over-speed ratios up to 5.5.
The single-input/single-output
transmission features a cast-iron
case and parallel shaft design with
single-stage gearing. Featuring
a standard output speed of
522
18,000rpm, Cotta believes the

SN2105 is a candidate for the
most cost-effective, true highspeed test stand transmission
on the market.
The company also manufactures
industrial and specialty
transmissions, available as speed
increasers and decreasers, for use
in a wide range of non-aviation
applications, including automotive
testing. Transmission models are
available in a wide range of output
speeds, up to 80,000rpm.
Modified-standard and custom
models are also available.
SINGLE Temperiertechnik GmbH
VPC
Web: www.vpc.com/iSeries
Innovative connectors
VPCs iSeries connectors
offer solutions for low
I/O small connector
needs in industries including
automotive and aerospace. With
high density in compact sizes, the
iSeries connectors iCon, i1, and
i2 Micro iCon offer consistent
performance up to 10,000 cycles.
They are capable of discrete wiring
and PCB mounting.
523
VPCs innovative QuadraPaddle

technology means the connectors
can offer significant signal points
in a small footprint.
iCon mates up to 320 signal
contacts in two modules, with
myriad variations when hybrid
options are needed, including
coax, power, pneumatic,
thermocouple, and fiber optic.
i1 holds a single iCon module
in each connector, offering up

to 160 signal points and various
hybrid configurations.
i2 Micro iCon is a solid-state
module receiver, available in 168
signal and 120/12 signal and
micro-power/coax configurations.
i2 has a 0.8in footprint, enabling
impressive horizontal stackability
and drop-in replacement of 156-pin
ZIF connectors.
MARCH 2012
087
expert. independent. sustainable.

TEST FACILITY TYPES
Alternative Fuels
Altitude Test Labs
Anechoic/Pass-by
Clean Manufacturing
Containerized Test Cells
EMI/EMC Test Labs
End-of-Line Test Cells
Europe
US
South America
India
China.
Thousands of facilities
designed.
Turnkey or design/bid/build
delivery.
Hybrid/Batter y Drivetrain Labs

Smar t Grids
Hydrogen Test Facilities
NVH/ser vo-hydraulic Test Labs
Test Tracks
Environmental Chambers
Engine & Chassis Test Cells
Emissions Test Facilities
Sustainable, LEED -certified

technical center resum.
Engineering led masterplanning
+1.608.236.1231
www.aeieng.com
Product-independent
consultancy.
Get ready for it!
On one of the worlds biggest and most impressive proving grounds

Are you planning an extraordinary event? If so, fascinate your customers, employees and VIPcustomers with something special: 780 ha site, 2 steep curves and 75 kilometres of different types
of tracks. Combine this with a driving safety training or a product presentation and you get the
thrill your customer will not forget. Further on there are conference rooms, catering and an
eventmanagement if you like to be supported by our event-team.
Book something special: +49 4961 975 330 or www.atp-papenburg.de
Jacobs Technology
Tel: Tennessee (+1 931 455 6400), Michigan (+1 248 633 1440) or Germany (+49 89 3090 7160)
Web: www.testslate.com or www.jacobstechnology.com
Test automation software

Todays automotive
test facility users
and operators face
increasing pressure to generate
better data in less time to compete
successfully in the face of shrinking
development budgets. Delays due
to poor test coordination and data
acquisition inefficiencies simply
cannot be tolerated as the need to
continually reduce the cost per
datapoint is relentless. Furthermore,
increased operational costs such as
524
energy are pressuring test facilities

to find ways to reduce testing times
and increase testing throughput.
Jacobs is one of the largest
engineering and technical services
companies in the USA. It provides
engineering, construction,
operations, maintenance, and
technical support services for
customers to design, construct,
commission, operate, and maintain
technical facilities and systems
throughout Europe, Asia, and North
America. Jacobs understands the

need to maximize data productivity,
accuracy, and security. Its latest
software, Test SLATE, provides an
integrated test facility control and
data acquisition environment that
provides drag-and-drop ease for
configuring new test sequences,
incorporating new measurement
systems, or improving data
visualization/analysis on the fly.
In a motorsport wind tunnel, for
example, Test SLATE automates
wind and rolling road speeds, yaw

angle, wheel ride height settings,
and other vehicle-specific controls
for maximum test efficiency. Test
SLATE provides self-optimizing test
sequence automation for maximum
data quality in minimal time and is
field-proven for monitoring facility
and test article onboard data
parameters at more than 20 million
samples per second while
comparing these with user-defined
alarm limits for health and safety.
HBM-nCode
Tel: +44 114 254 1246
Email: info@hbmncode.com
Web: www.hbm.com/ncode
Methods for assessing durability of adhesive bonds

nCode, the brand of
durability, test, and
analysis products
offered by HBM, has introduced
new methods for assessing the
durability of adhesive bonds in
lightweight vehicle structures in
version 8 of nCode DesignLife.
nCode DesignLife 8 uses a fracture
mechanics-based method requiring
relatively minor modifications to
a typical vehicle body finite element
model. Adhesive bonding is
525
increasingly used in the

development of lightweight vehicle
bodies. In addition to improving
structural rigidity, it provides
a means of joining high-strength
steels, aluminum alloys, and
dissimilar materials, with good
durability against fatigue compared
with more traditional methods such
as spot-welding and seam-welding.
The implemented method
provides a safety factor
assessment of each joint
by comparing the calculated

maximum strain energy release
rate with the threshold required for
crack growth. The theoretical basis
of the method was developed as
part of a project conducted by the
Volvo Group and the testing and
software implementation were
carried out as part of the Bonded
Car collaborative research project,
the partners including Jaguar Land
Rover, Coventry University, and
Warwick University.
CONTRACT TESTING
OF FUEL INJECTORS
AND NOZZLES
OPTICAL PATTERNATION
DROP SIZE AND VELOCITY
HIGH SPEED IMAGING
EnUrga Inc.
1291-A Cumberland Avenue,
West Lafayette, IN 47906
P: +1-765-497-3269,
F: +1-765-463-7004,
E: sales@enurga.com
MARCH 2012
089
November 13-15 2012

Novi, Detroit, Michigan, USA
Showcasing the next generation of powertrains,
advanced batteries and testing solutions for EVs
2011 Show: 170 exhibitors + over 2,700 attendees

2012 Show (anticipated): 250+ exhibitors + over 3,500 attendees
BOOK NOW
EXHIBITION SPACE LIMITED

www.thebatteryshow.com
info@thebatteryshow.com
CO-LOCATING WITH:
IN PARTNERSHIP WITH:
@TheBatteryShow
The EV Charging Show
Email: info@mts.com
Web: www.mts.com
Tire testing evolution

Tire designers and
researchers appreciate
the benefits of
integrating electric actuation into
mechanical testing systems.
Electric systems do not require
hydromechanical infrastructure,
so there is no fluid to manage or
pumps to keep cool. They typically
operate more efficiently and
maintenance is simpler.
For these reasons, MTS is
incorporating more electric
actuation into its tire testing
526
systems. The benefits of electric

systems, however, diminish
when it comes to dynamic tire
characterization. This is why MTS
has adopted a thoughtful approach
one that addresses customer
needs for efficiency and simplicity
without sacrificing performance.
For example, the new Flat-Trac
CT Plus Tire Force & Moment
Measurement System trades its
tire hydraulic drive for an electric
permanent magnet motor that
increases capacity and response.
This improves performance,

enabling more accurate
simulations. The system retains
servohydraulic actuation to provide
the power density required for
simulating dynamic tire motion.
On the other hand, rolling
resistance measurement involves
lower speeds and forces, so

electric actuation is a natural
fit. That is why new MTS RRsi
systems feature a highly
efficient, fully electric design
that actually expands testing
capabilities by allowing slip
and inclination angles.
Contact MTS today and learn
how its new tire test systems
balance electric and servohydraulic
technologies to deliver optimal
testing efficiency and enhanced
performance.
technicians as well as engineers.

High accuracy, low latency
output of vehicle attitude, heading,
gradient, velocity, acceleration,
and distance make the system an
ideal choice for applications such
as stability testing, brake testing,
fuel economy testing, chassis
development, and much more. The
headline accuracy figures include
one-tenth of a degree for roll and
pitch, and two-tenths
of a degree for yaw measurements.

The sensor and new firmware are
available as an upgrade to existing
Speedbox customers.
MTS
Race Technology
Email: sales@race-technology.com
Web: www.race-technology.com
Unique sensor system

applications include chassis
development for on- and offhighway vehicles.
The Speedbox-INS is specifically
designed to become the system
of choice for automotive industry
testing. Its unique design means no
calibration or initialization phase is
needed, improving productivity and
ease of use. Fitment on standard
vehicles is quick, easy, and secure,
enabling it to be used by
The Fast Track to Success.
UL Thermoplastics Testing Center.
Your Plastics Testing Experts.

Advanced technology: sophisticated compounding
and fully automated test specimen production
Unequalled capacity: testing of all major
applications from standard plastics to engineering
and high performance thermoplastics and
selection from over 200 different tests
Uncompromising quality: ISO/IEC 17025 accredited
adherence to the strictest industry standards
Extensive expertise: over 60 years of experience
Contact us: ttc@ul.com | ulttc.com
AZ Automotive Testing Technology 183x80.indd 1
UL and the UL logo are trademarks of UL LLC 2012
Race Technologys latest

addition to its product
line-up, the SpeedboxINS, is now shipping to customers.
The Speedbox-INS is a unique
sensor system that combines
advanced proprietary GPS and
a precision six-axis inertial system.
The Race Technology system
differentiates itself from the
competition in terms of ease of use,
accuracy, and price. Initial customer
527
31.01.12 11:53
MARCH 2012
091
CREATIVITY of New Technology

PASSION of Engineering
TRUST on Product
INVINCIBLE LED HIGH SPEED LIGHTING FOR CRASH TEST
LED Advantage
No IR and UV emissions
Cold temperature operation
Much longer life time(30,000h) than Metal Halide(HMI)
No time to warm up
Flicker free in high speed imaging
LED lighting heat dissipation
Energy Efciency
Applications
Frontal, Side & Rear Impact, Sled, Car to Car, Roll-Over Tests,
Pedestrian Test, Air Bag (Deployment, Dynamic) Test, etc.
VISOL, Inc
#601 Gwangmyeong Techno-Town, 626-3, Cheolsan-dong, Gwangmyeong-si, Kyonggi-do 423-829 KOREA
Tel : +82-2-2612-2111
Fax : +82-2-2612-0660
www.visol.co.kr
E-mail : international@visol.net
EnUrga
Tel: +1 888 468 7826
Tel: +1 765 497 3269
Email: sales@mustangae.com
Email: sales@enurga.com
Web: www.mustangae.com
Web: www.enurga.com
Automated end-of-line testing
Outsourcing of spray
characterization
The engineers at
Mustang Advanced
Engineering are seeing
a higher demand than ever for
automated end-of-line testing
solutions. It has never been more
important to test each product
thoroughly as it comes off the
production line in a controlled and
consistent environment that
provides repeatable results.
MAE is an industry leader in the
design, manufacture, and
installation of advanced end-of-line
test stands for automotive,
heavy-duty, and off-road vehicle
production and quality assurance
testing applications. The
companys dedicated mechanical
and software engineers work to
develop custom solutions for their
customers by providing intelligent
system designs coupled with
outstanding technical expertise
and world-class customer support.
528
Fuel injector and

exhaust-doser
designers have a
constant need to characterize the
spray formed. The critical
parameters that affect the
performance of fuel injectors and
dosers are the surface area density
of the drops, spray angles, spray
pattern, and velocity.
The surface area density is
particularly relevant as the local
fuel or urea evaporation rate is
correlated to this quantity more
than the local drop size, the local
mass flux, or the local velocity.
There are several instruments
that characterize these different
parameters. For example, drop
sizes and/or velocities in sprays
can be obtained using a phase
doppler interferometer or a laser
diffraction instrument, while
529
From a high-throughput tester

that can control each wheel
independently, such as the
MAE-AC-4000 (pictured), to
custom designs for lawnmowers
and snowmobiles, MAE provides
the advanced engineering
technology manufacturers need.
When automation is combined
with a controlled testing
environment that gives repeatable
results, you develop a level of
confidence in your product that is
no longer a luxury, its a necessity.
Build, test, and deliver products
that are more reliable and more
thoroughly tested, and youll gain
customers for life.
surface area densities and spray

angles can be obtained using the
SETscan optical patternator. In
many cases, all these instruments
are not available to the company
that is developing fuel injectors
and dosers.
Therefore, outsourcing of these
core functions is very attractive
during the design stages,
particularly because it relieves
the organization from having the
in-house expertise to operate
these instruments. It is also
anticipated that in future,
outsourcing of the quality audit of
nozzles would provide for a more
economical production line and
a better return on investment. In
conclusion, outsourcing of spray
characterization is seen
as a growth industry in the
automotive sector.
Mustang Advanced Engineering
Swiss quality, precison, efficiency, competence

and flexibility: This is what you can expect at
RUAGs premium aerodynamic testing facility.
Whether you are looking at outsourcing a full
aerodynamic development or just obtaining
high quality wind tunnel test data: With our
competent and highly skilled personnel in
combination with our state of the art equipment we can offer the solution. Why dont
you put us to the test and experience the
difference?
Too much drag? RUAG wind tunnel testing helps you do better.
RUAG Aviation
Aerodynamics Department P.O. Box 301 6032 Emmen Switzerland
Legal domicile: RUAG Switzerland Ltd Seetalstrasse 175 P.O. Box 301 6032 Emmen Switzerland
Tel. +41 41 268 38 01 Fax +41 41 268 38 97 aerodynamics@ruag.com www.ruag.com
MARCH 2012
093
Millbrook
Tel: +44 1525 404242
Email: info@millbrook.co.uk
Web: www.millbrook.co.uk
Millbrook assists with electric van grant

Recent months have
seen the UK government
introduce a plug-in van
grant to stimulate the market for
ultra-low emission light commercial
vehicles. The approach is
technology neutral, ensuring any
vehicle that complies with the
criteria of the scheme will be
eligible for the subsidy providing
plenty of opportunities for
manufacturers and vehicle
conversion teams to embrace the
grant with different technologies.
Eligible vehicles will emit less
than 75g/km CO2, reach a speed
of at least 50mph, and have
a minimum range of 60 miles
between charge for fully electric
vans and a minimum 10-mile
electric range for hybrid vehicles.
However, significantly for
manufacturers looking to register
their vehicles for the scheme,
relevant electrical and crash safety
standards must also be met.
Such validation and certification
work requires specialist expertise,
which is limited to test
organizations with experience in
alternative propulsion vehicles. The
team at Millbrook was the first to
certify an electric van to European
Whole Vehicle Type Approval and
530
is part of a consortium advising

the European Commission on
hybrid test procedures, as well
as a member of the Low Carbon
Vehicle Partnership in the UK.
With more than 40 years of
testing experience and almost
a decade specializing in electric

and hybrid vehicles, Millbrook
Proving Ground ensures accurate,
repeatable, and safe test
schedules for ultra-low emission
technologies. By working closely
with government and
manufacturers, Millbrook is
advancing the development of
the vehicle and infrastructure
solutions to ensure the light
commercial market is supported
with ultra-low carbon alternatives
for the future.
INDEX TO ADVERTISERS
Accurate Technologies AB.........................................87
ACS Inc .....................................................................17
Affiliated Engineers Inc .............................................88
AFT Atlas Fahrzeugtechnik GmbH .............................38
Application Engineering Inc .......................................12
Arctic Falls AB...........................................................95
ATP - Automotive Testing Papenburg ........................88
Automotive Testing Expo China 2012 .......................84
Automotive Testing Expo Europe 2012 .........21, 23, 24
Automotive Testing Technology International
Online Reader Enquiry Service ..............................96
Berndorf Band GmbH ........................Inside Back Cover
Brel & Kjr ...................................Outside Back Cover
Cambustion Ltd .........................................................35
Cotta Transmissions .................................................85
D&V Electronics Ltd ..................................................60
D2T ...........................................................................29
Data Physics Corporation ..........................................80
Dewetron GmbH ........................................................82
Dytran Instruments ...................................................67
EJ Bowman Ltd .........................................................73
EnUrga Inc................................................................89
094
EYE Lighting International of North America .............82

FAIST Anlagenbau GmbH ..........................................55
FGB - Fertigungsgeratebau A Steinbach GmbH.........86
Froude Hofmann .......................................................13
HBM - Hottinger Baldwin Messtechnik .......................7
High Speed Vision GmbH...........................................52
IMMI..........................................................................52
IMTECH Deutschland GmbH & Co KG ........................19
Jacobs Technology Inc ..............................................59
KMT - Kraus Messtechik GmbH ................................84
LEMO SA ...................................................................55
LMS International............................. Inside Front Cover
Luminys Systems Corp..............................................59
MAHA AIP GmbH & Co KG .........................................67
MCE Stahl- und Maschinenbau GmbH & Co KG.........44
Memmert GmbH & Co KG ..........................................69
Messring Systembau MSG GmbH .............................63
Mettler Toledo AG......................................................83
Millbrook Proving Ground ..........................................47
Moog ...........................................................................3
MTS Systems Corporation ........................................64
Mustang Advanced Engineering ................................71
MARCH 2012
nCode........................................................................75
NV Solutions Ltd........................................................69
Orion Test Systems and Engineering .........................75
PCB Piezotronics .......................................................18
PCO AG .....................................................................17
Peak Solution GmbH .................................................44
Race Technology Ltd .................................................26
Racelogic ..................................................................76
Re-Sol LLC ................................................................47
RUAG Schweiz AG .....................................................93
Seoul Industry Engineering Co ..................................71
Single Temperiertechnik GmbH .................................32
Southern Hemisphere Proving Ground ......................73
Teamtechnik, Machinery & Equipment GmbH ...........15
The Battery Show 2012 ............................................90
Toyota Motorsport GmbH ..........................................41
UL International TTC GmbH .......................................91
Virginia Panel Corp ....................................................26
Visol Inc ....................................................................92
VTI Instruments.........................................................11
Windshear Inc ...........................................................78
YOURS.SE
27 COLD CHAMBERS
WORKSHOPS
EFFICIENCY CIRCULAR TRACK
HANDLING TRACK CONFIDENTIALITY
VEHICLE TESTING
5PROVING
SAFETY GROUNDS
COMFORT TRACK
SHORT HANDLING
ARTIFICIAL LAKE TWIST HUMP
TYRE TESTING FREQUENCY SWEEP TRACK COBBLE STONE

WASHBOARD SPLIT FRICTION TRACK
ELECTRIC VEHICLE TESTING ICE TRACK ON LAND
SERVICE 24/7
HILL TRACKS
HANDLING ROAD
IT IS IMPORTANT in testing to have

good conditions and good service. We also ensure
that personnel are well provided for, with quality
accommodation and good food. There is a risk they will not
want to go back home... Our mindset is that most things are possible,
and we love a challenge!
You are welcome to visit us to explore our state-of-the-art proving grounds.
GIVE US A CALL:
SEND US A FAX:
+46 929 47 47 00
+46 929 47 46 99
info@arcticfalls.se
www.arcticfalls.se
SEND US E-MAIL:
VISIT US ON:
A tribute to historys most forward-thinking concept cars,

which have formed testbeds for technologies of the future
TESTBED LEGENDS
Smart thinking
The NAFA study, while
not very warmly received
at the time, certainly did not
fall into oblivion. In fact, it
spawned one of the most
relevant cars of our time.
The principles of the NAFAs
design entered into the design
of the A-Class Mercedes-Benz,
the prototype of which debuted
in 1996, and it strongly
influenced the Smart Fortwo,
introduced in 1997 as the smart
city coupe. The comparatively
high seating position, the low
waistline, and large glazed
surfaces made for an optimal
all-round view. NAFA showed
that small didnt have to mean
Mercedes-Benz
NAFA
spartan, and it featured

automatic transmission,
air-conditioning, and power
steering, all of which went
into the Smart. The only
fundamental changes were
that the car went from being
front-driven to rear-wheeldrive, and volume production
necessitated conventional
doors rather than electric
sliding doors.
Urban congestion, highway tailbacks, and

a lack of parking are nothing new. Indeed,
in 1981 Mercedes-Benz developed the
Nahverkehrsfahrzeug (short-distance vehicle,
or NAFA for short), a small vehicle designed for
the urban landscape and short journeys.
At the time, Mercedes was known for large,
luxury cars so this concept attracted a lot of interest
and skepticism. However, the NAFAs principles,
if not its boxy design, can be appreciated and seen
in many vehicles today.
ABOVE To aid ingress

in tight parking spaces,
the doors slid forward
and the mirrors folded
in automatically
FAR LEFT: The angular
design has dated badly,
but its principles were
way ahead of their time
LEFT: Swatch input saw
the Eco Sprinter concept
appear in 1996, before
being refined to become
todays Smart Fortwo
Reality check
With a length of 2.5m and

a height and width of 1.5m,
the NAFA raised more than
a few eyebrows. However,
with four-wheel steering
(the rears were electricpowered and could turn up
to 15) and a tight turning
circle of 5.7m, the car could
easily be maneuvered
around town, and even
parked with its nose to the
curb. This was a major point
of interest when the Smart
Fortwo was launched,
though only the front
wheels could be steered.
MARCH 2012
om March 2012
echnologyInternational.c
www.AutomotiveTestingT
Chris Biggs
Chevrolets global
vehicle line director
steps
has taken big
cars
to improve small
Euro 6
ns are fast
The 2014 regulatioprepared with
Be
approaching.
gy
the latest technolo
Even where the gap to other

vehicles on each side of a
parking space was small,
two forward-sliding doors
permitted convenient entry
and exit. A similar setup can
be seen in the Peugeot 1007.
The NAFA weighed a mere
550kg, which meant that
a light and economical
powertrain could be used.
The concept featured a 41hp
one-liter, three-cyclinder
petrol engine mated to an
automatic box. Engine
advances in the period until
the Smarts launch meant
that it made production with

an even smaller 599cc
boasting 61bhp over
100bhp per liter!
In 1998 engineers in
Mercedes-Benzs Advanced
Passenger Car Development
converted the two-seater
NAFA to electric drive. The
researchers considered the
pilot operation of up to 100
electric NAFA cars in Berlin,
but the batteries storage
capacity proved inadequate
for continuous service.
However, in 2011 there was
a successful trial of 100
electric Smarts in the UK,

and in 2012 production
versions will hit showrooms.
Lest Mercedes takes all the
credit, the Smarts design
was also in large part down
to the vision of Nicolas
Hayek, founder of Swatch
watches, who had a vision
of an affordable, fun car for
the masses. After an initial
agreement with Volkswagen
fell through, Hayek
approached Mercedes,
which saw the ideal
opportunity to progress its
earlier work with NAFA.
subscribe now
To request a free subscription to Automotive Testing Technology International go online to:
www.automotivetestingtechnologyinternational.com
EcoSport
in new
new generations first
Ford aims for
the
the EcoSport,
markets with
ed in South
to be develop
One Ford car
built in India
the first to be
America, and
Aerodynamics
UKIP Media &
away wind tunnels?

Is CFD blowing
debate the future
Seven experts
Transport Canada
new crash
Could Quebecs
be the most
test facility
the world?
accurate in
BMW 3 Series
Events Ltd
against which
The junior exec
2012
judged. The
all others are
great advances
model features
www.Au tomotive
096
Froude Hofmann
ATP
the facility test.

The return of
can Germanys
In this issue:
ve-star status?
ATP retain fi
y Internatio
TestingTechnolog
visit to the dyno

Join us on our
it
to fi nd out why
gurus UK HQ
in the market
is a major player
nal.com
FREE ONLINE READER ENQUIRY SERVICE ALSO AVAILABLE
MARCH 2012
Fast ...
... faster ...
... steel belts from Berndorf Band!

Steel belts from Berndorf Band have
been used for automotive testing
applications for many years.
It began with tyre test belts, leading
to the construction of wide rolling
road belts for wind tunnel testing.
Speeds of almost 300 km/h and the
need for extremely accurate running
properties place exceptionally high
demands on steel belts.
Berndorf Band is the leader in the
development and manufacturing of
high speed belts. This results in
signicant advances in the quality and
performance of our products.
Berndorf Band GmbH

A-2560 Berndorf, Austria
Phone: (+43)2672-800-0
Fax: (+43)2672-84176
band@berndorf.co.at
www.berndorf-band.at
REFINED BEAMFORMING
No time for
uncertainty
ALL FROM ONE PARTNER

Brel & Kjr has the worlds
most comprehensive range of
sound and vibration test and
measurement systems
SINGLE-SHOT
BEAMFORMING
MEASUREMENTS
Refined beamforming yields
three times better spatial resolution
for non-coherent sources
Ideal for wind tunnel testing
NORMAL beamforming
www.bksv.com/beamforming
BN 1105 11
REFINED beamforming
HEADQUARTERS: Brel & Kjr Sound & Vibration Measurement A/S DK-2850 Nrum Denmark
Telephone: +45 77 41 20 00 Fax: +45 45 80 14 05 www.bksv.com info@bksv.com
Local representatives and service organisations worldwide
12-003_BN1105-11_Windtunnel_Refined Beamforming_215x275.indd 1
30-01-2012 11:04:39

AuTe 03 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

AuTe 03 PDF

Uploaded by

Copyright:

Available Formats

www.AutomotiveTestingTechnologyInternational.

com March 2012

The 2014 regulations are fast

Ford aims for new generations in new

Is CFD blowing away wind tunnels?

Take your mind

More information on www.lmsintl.com/scadas

008 Ford EcoSport

This SUV is a milestone for Ford. We

004 BMW 3 Series

Major advances in a major international

012 Automotive Testing Expo India

Indias foremost auto testing event takes place

With Euro 6 implementation a mere 30

A panel of experts debate: are CFD advances

042 Interview: Chris Biggs

Chevys global vehicle line director reveals

048 Smash lab

Transport Canadas new crash test facility in

056 Site visit: Froude Hofmann

Discover how Froude Hofmann earned its

EMC is not as easy as ABC

018 10 questions: Mustang

Donald Ganzhorn, chief engineer of

020 Ask Alex

Our resident automotive lawyer

020 Recall roundup

The latest vehicle roundup news

022 Proving ground news

Keith Read brings you proving

027 Facility test

The return of the regular facility test scores.

096 Testbed legends

A tribute to the Mercedes-Benz NAFA,

PRODUCTS AND SERVICES

Innovative powertrain testing systems

FREE reader enquiry service available at

news is that they have access to

2012 Moog Inc. All rights reserved.

85% OF TOP AUTOMOTIVE MANUFACTURERS RELY

WHAT MOVES YOUR WORLD

BMW embraced new markets and new

Given the breadth of BMWs

started to production) was used to

procedures we were able to reduce

Need for speeds

very different to what we have

ABOVE: The F30

One of our top priorities

The new 3 Series features the first appearance in

For F30, we concentrated on driving

XXL performance in mini format.

Reliable. Universal. Flexible.

See all the benefits at: www.hbm.com/quantumX

measure and predict with confidence

The EcoSport is the latest

with the cars and trucks they truly

model will be launched in India

range between the Figo small car

Ford is also bringing EcoBoost

performance to rival a traditional

ABOVE: The cars

The 1-liter EcoBoost is one of the most