AUTOMOTIVE

ENGINEERING ®

The technology of temperature

EV thermal management is one of engineering’s
‘hottest’ priorities

ALSO:
First modern EV
was — a Corvair?

Choosing the right magnets for motors

Ford engineers are eavesdropping. Kinda.

October 2023 mobilityengineeringtech.com
 NEW
Website
Application Driven Solutions Search Tools
CAD Capabilities
User Experience
Point, Click, Search
Visit rotorclip.com

Spiral Ring

Constant Section

Product Focused,
Support Driven
Every ring, every style,
one manufacturer
(spiral, tapered, constant )
Diameters from .100" to 140"
Readily available in
assorted platings
and alloys
Industry focused
Application
engineering
Driven
Request
Solutions
Samples
rotorclip.com
Free Engineering Support:
info@rotorclip.com • +1.732.469.7333
CONTENTS
FEATURES REGULARS
18 Hitting the comfort zone COVER STORY 4 Editorial
Batteries and humans like to be at room temperature. Thermal- A time-out for EVs and ADAS?
management systems make sure that happens — while maximizing
efficiency. 5 Supplier Eye
‘BEV-agnostic’ systems require attention
22 The first modern EV was… 6 Technology Report
a Corvair? EV HISTORY 6 Volkswagen and partners pushing materials,
Most industry experts cite GM’s EV1 as the first EV of contemporary EV charging innovations in Tennessee | MATERIALS
times. But the EV1 had a pioneering forerunner from decades prior. 7 Our Next Energy’s Gemini battery could bring
600-mile EVs by 2026 | BATTERIES
26 Magnet selection for cost- 9 Ford EV engineers ‘Always On’ for customer
optimized motor designs MATERIALS feedback | CONNECTIVITY
MQ1 Magnets are particularly suitable for demanding applications
such as automotive accessories and home appliances. 14 Road Ready
14 Cadillac counts on 2025 Escalade IQ for
EV sizzle
ON THE COVER 16 Civic Type R becomes Honda’s technology
Vehicle thermal-management specialist Mahle announced in showcase
September 2021 that it had developed an immersion-cooling system
for EV batteries that promises to reduce battery charging time, 29 Product Briefs
enable higher battery energy density and enhance protection Spotlight: Testing & analysis tools;
against thermal runaway. Some sources project that despite various data-acquisition tools
obstacles to mainstream use in the near term, immersion cooling
31 Q&A
will be a useful technique for certain EV applications.
(Cover image: Mahle) Managing the evolution of the EV charging
standard.

Follow us on social media

@SAEAutoMag @saeaei SAE Magazines

Automotive Engineering®, October 2023, Volume 10, Number 8. Automotive Engineering

16
(USPS 474-100) is published 9 times a year in February, March, April, June, August,
September, October and December (except digitally in May) by SAE Media Group, 261 Fifth
Avenue, Suite 1901, New York, NY 10016 and printed in Mechanicsburg, PA. Copyright ©
2023 SAE International. Annual print subscription for SAE members: first subscription, $15
included in dues; additional single copies, $30 each North America, $35 each overseas.
Prices for nonmember subscriptions are $115.00 North America, $175.00 overseas, $30.00
digital subscription, $30.00 single copies. Periodicals postage paid at New York, and
additional mailing offices. POSTMASTER: Please send address changes to Automotive
Engineering, P. O. Box 3525, Northbrook, IL 60062. SAE International is not responsible for
the accuracy of information in the editorial, articles, and advertising sections of this
publication. Readers should independently evaluate the accuracy of any statement in the
editorial, articles, and advertising sections of this publication that are important to him/her
and rely on his/her independent evaluation. For permission to reproduce or use content in
other media, contact copyright@sae.org. To purchase reprints, contact advertising@sae.org.
Claims for missing issues of the magazine must be submitted within a six-month time frame
of the claimed issue’s publication date. The Automotive Engineering title is registered in the
U.S. Patent and Trademark Office. Full issues and feature articles are included in SAE
Mobilus®. For additional information, free demos are available at https://saemobilus.sae.org/.
(ISSN 2331-7639 print)
(ISSN 2331-7647 digital)

Audited by

2 October 2023 AUTOMOTIVE ENGINEERING

 SPONSORED CONTENT

The Inside Story on Simulation

to Improve the EV User Experience

M
ore than 10 million EVs were sold in 2022 and the International Energy Agency expects the number to climb by
35% in 2023, for a total of more than 14 million EV sales worldwide. The idea of owning an EV is no longer new or
novel to the global consumer and automakers now are moving their attention to more traditional customer satis-
faction-focused vehicle features/benefits for their EV models. SAE’s Automotive Engineering spoke with Jonathan
Zeman, Applications Engineering Director, Mobility Systems & Integration at Gamma Technologies, for his insight on how au-
tomakers and suppliers increasingly are employing simulation to optimize multiple aspects of EV and battery development.

How are OEMs addressing the increasing
consumer demand for model options for
their EVs?
This is a particularly interesting question.
Compared to conventional powertrains in
which a single engine powers one or more
axle sets through a transmission and differ-
ential, the EV powertrain is conceptually
simpler. Most EV powertrains do not have
multi-gear transmissions. However, many
EV powertrains do contain multiple motors,
in different locations within the driveline.
Couple this with multiple battery options
for standard or increased range and the Jonathan Zeman,
Applications Engineering Director,
number of available topologies which must
Mobility Systems & Integration,
be designed and evaluated is quite high. Gamma Technologies
Most OEMs are turning to system simula-
tion to holistically evaluate these different
topologies and model options early on. Traditional “rules of
thumb” from conventional powertrains are not directly appli-
cable. Technologies such as Design of Experiments, Monte
Carlo analysis and optimization are becoming critical not just
to component design but also system design and integration.
Cabin comfort often is aligned with quality perception.
How do EV manufacturers balance a quiet, comfortable
vehicle for consumers while optimizing driving range?
A positive consumer experience is key to more widespread
adoption of EVs. Today, most EV drivers understand there
is a tradeoff between cabin comfort and range, especially
in hot or cold conditions. Since the battery is the only on-
board energy source, some battery energy needs to be
consumed to heat or cool the powertrain — as well as the
cabin — which reduces range. This is forcing efficiency im-
provements in thermal systems and components, as well
as control systems that govern the safe and efficient op-
eration of the powertrain. One such example is the increas-
ing popularity of heat-pump systems for EVs.
With simulation software, it is possible to evaluate these
novel thermal architectures and multi-phase fluid systems
to understand their influence on cabin comfort and driving
range. These technologies can be evaluated at an early
stage, but also can be run in late-stage studies for calibra-
tion and on Hardware-in-the-Loop (HIL) benches to ensure
maximum consumer experience.
As consumers are modifying their longer
routes to include charging stations, the
speed of charging is becoming increas-
ingly important. How are manufacturers
addressing this?
There are a couple factors at play here. One is
the expansion of the charging network, which
is improving, but consumers generally don’t
want to make long stops to top off on driving
range. To achieve faster charging, there are
several technical considerations which need
to be addressed, such as thermal manage-
ment and security, charging protocols and
battery aging/damage. Different battery ar-
chitectures, voltage levels and chemistries all
affect the ability to charge faster.
From an OEM standpoint, ensuring suf-
ficient battery thermal robustness and lifes-
pan are critical. At the same time, durability and aging test-
ing is extremely expensive and time-consuming. Therefore,
more OEMs are turning to simulation capabilities in physics-
based battery software, which can capture these combined
electro-thermo-chemical interdependencies to predict ag-
ing and thermal stability before the hardware is available.
Is there a way to predict performance and range based on
variables such as city traffic, driving conditions and weather?
Most consumers have become conditioned to the fact that
window-sticker fuel economy and range will differ from
real-world conditions. However, we have seen that EV con-
sumers are particularly cognizant of this, since the conse-
quences of running out of battery energy are high. But, as
mentioned before, the vehicle operating conditions can
greatly influence the range. That’s why it’s extremely im-
portant for OEMs to investigate scenarios beyond the stan-
dard drive cycles.
We have solutions to create real-world routes, at different
times of day and different days of the year, while also ac-
counting for traffic variances, route elevation and other
weather effects. By including such variance studies as part of
normal work, OEMs can more confidently predict the operat-
ing range under expected, or even unexpected, conditions.
To learn about these EV simulation capabilities and more,
please visit Gamma Technologies at: www.gtisoft.com.

AUTOMOTIVE ENGINEERING October 2023 3

 EDITORIAL EDITORIAL PA/DE:
Desiree Stygar
+1.908.300.2539
Bill Visnic
desiree.stygar@saemediagroup.com
Editorial Director
Bill.Visnic@sae.org Midwest/Great Lakes:
IN, MI, WI, IA, IL, MN
Sebastian Blanco
Chris Kennedy
Editor-in-Chief
+1.847.498.4520, x3008
A time-out for EVs and ADAS?
sebastian.blanco@saemediagroup.com
chris@didierandbroderick.com
Chris Clonts
Midwest/Central Canada:
Senior Editor
KS, KY, MO, NE, ND, SD, ON, MB
Mid-September of 2023 brought a and likewise can ill afford to make too chris.clonts@saemediagroup.com
Bob Casey
+1.847.223.5225
United Auto Workers (UAW) strike many missteps during this seismic Ryan Gehm
Associate Editor bobc@caseyreps.com
against each of the Detroit Three auto- technology shift? Ryan.Gehm@sae.org
CA, WA, OR, AZ, NM,
makers. Apart from the face-value issues And what about organizing battery- Matthew Wolfe Rocky Mountain States:
Tim Powers
Assistant Editor
of a strike, the UAW’s extraordinary manufacturing plants, anyway? I at- matthew.wolfe@saemediagroup.com +1.908.892.2838
timothy.powers@saemediagroup.com
choice to hit all three automakers — at tended the 2023 Battery Show North Amanda Hosey
Editor, Custom Content
an unusually unsettled inflection point in America that took place the week be- amanda.hosey@saemediagroup.com International
the industry’s technology progression fore the UAW chose to strike. All as- Europe:
Contributors
— may have generational implications. pects of battery manufacturing were Sven Anacker
+49.202.373294.11
Kami Buchholz
By some accounts, there are more front and center in the conference’s Detroit Editor sa@intermediapro.de
Sabine Schoett
than a few untied shoelaces tangling presentations and conversations on the John Kendall +49.202.373294.13
Europe Editor ss@intermediapro.de
the industry’s march toward electrifica- exhibit floor. Addressing the cost and
Bradley Berman China:
tion. The cost of EVs (their batteries, complexity of battery manufacturing U.S. West Coast Editor Will Chang
+86.21.6140.8919
specifically) is emerging as a persistent may be the U.S. auto industry’s new- Don Sherman, Paul Weissler Will.Chang@sae.org
impediment to mainstream adoption in age Job One — and the labor-expense Japan:
the U.S. and Europe. The situation is issue will be under the microscope at DESIGN Shigenori Nagatomo
+81.3.3661.6138
magnified by post-pandemic inflation the throng of battery gigafactories Lois Erlacher
Nagatomo-pbi@gol.com

that’s pressuring consumers and hiking scheduled to come on stream in the Creative Director South Korea:
Eun-Tae Kim
the cost of EV-related materials; battery coming months and years. Ray Carlson
Associate Art Director
+82-2-564-3971/2
ksae1@ksae.org
prices aren’t declining and manufactur- Shifting from EVs, is automated driv-
ers and battery developers are scram- ing another megatrend of concern? SALES & Integrated Media
bling for options — less-expensive but Somewhat buried under the main plot of Consultants
MARKETING
lower-performing lithium-iron phos- J.D. Power’s 2023 U.S. Tech Experience Daniel Barrett
Joe Pramberger
phate battery chemistry is emerging as Index Study were data indicating that Publisher +1.973.409.4762
daniel.barrett@saemediagroup.com
joe.pramberger@saemediagroup.com
one immediate alternative. drivers’ use of ADAS features is on a Patrick Harvey
Kaitlyn Sommer
The revenue-stressing effects of a slight decline. Specific offenders called Marketing Director +1.973.409.4686
patrick.harvey@saemediagroup.com
kaitlyn.sommer@saemediagroup.com
Detroit-wide strike (in effect for a few out by Power include reverse automatic Todd Holtz
Martha Tress
days at this writing) can’t be helpful. In emergency braking, with a 4% drop in Recruitment Sales Manager +1.973.545.2566
todd.holtz@saemediagroup.com
the larger sense, the labor aspect has usage, safe-exit assist, down 3%, and +1.724.772.7155
Martha.Tress@sae.org Rick Rosenberg
lurked as an almost unspoken threat to automatic emergency steering, down 3%. +1.973.545.2565
rick.rosenberg@saemediagroup.com
the shift to electrification, as it’s widely Are drivers fatigued with at least REGIONAL SALES Jason Setti
believed that markedly less labor will be some ADAS technology? My anecdotal
North America +1.973.874.0271
jason.setti@saemediagroup.com
required to manufacture an EV. It’s been experience says ‘yes,’ as people known New England/Eastern Canada:
a pressure point in Europe — particu- and unknown to me grouse about intru- ME, VT, NH, MA, RI, QC
Brian Hines
larly Germany — and lately there have siveness and erratic performance, add- +1.647.296.5014
brian.hines@saemediagroup.com
been some titillating “directional” state- ing that they disable certain functions.
CT:
ments from European automaker ex- Power’s release said this: “While us- Stan Greenfield
ecutives referencing EV profit margins age rates are still relatively high, small +1.203.938.2418
greenco@optonline.net
and “flatlining” consumer demand. declines across several technologies is a Mid-Atlantic/Southeast/TX:
A headline from the U.K.’s The worrying sign that reinforces the need TX, OK, LA, AR, MS, AL, TN, FL, SC,
NC, GA, DC, WV, VA
Telegraph flatly proclaimed “Nobody for automakers to remain diligent on Ray Tompkins
+1.281.313.1004
Wants an Electric Car.” Late-summer providing a positive customer experi- ray.tompkins@saemediagroup.com
news stories in the U.S. similarly fo- ence so that trust and perceived feature
cused on examples of suspect EV de- usefulness are not negatively affected.”
NY, NJ, OH:
Ryan Beckman SUBSCRIPTIONS
+1.973.409.4687 +1.866.354.1125
mand, including reports of some auto It’s that “positive customer experi- ryan.beckman@saemediagroup.com AUE@OMEDA.COM

dealers declining EV allocations. ence” part that’s troublesome. Would

Has the seemingly much more
tuned-in UAW leadership detected
these trends and decided to flex now,
while automakers are struggling to
evaluate the long-term implications
many ADAS functions even exist if mo-
bile phones weren’t a thing and cus-
tomers could be relied upon to pay
proper attention while driving?
Bill Visnic, Editorial Director

4 October 2023 AUTOMOTIVE ENGINEERING


‘BEV-agnostic’ systems require attention
M
uch has been written about battery-
electric propulsion’s impact on the
automotive ecosystem. The level of
change moves much past an overhaul
to a complete re-imagination. While it can be
difficult to categorize different system areas into
neat buckets driven by the impact of BEV pro-
pulsion, no doubt that there are at least five ma-
jor systems negatively impacted. Known as
“BEV-negative” systems: internal-combustion
engines, “traditional” transmissions, driveline
systems, fuel and exhaust. They all face signifi-
cant upheaval from a refocus on alternative sys-
tems and carryover of components, when pos-
sible, with BEV volumes rising.
Beyond the BEV-negative systems, there is a
handful of other system areas significantly im-
pacted as our world changes. Depending on
your perspective – and while many may charac-
terize the control/chassis systems of braking,
steering and suspension as “BEV-agnostic” sys-
tems (still required, though altering significantly)
– there are risks and opportunities in these areas
as the industry adapts. Let’s tackle each from a
30,000-foot perspective.
Braking: Two main technical factors under-
score electrification’s impact on braking. The shift
of the center of mass lower in the vehicle (be-
cause of the battery pack) and the increase in
vehicle mass alters demands on the braking sys-
tem. Possibly more important is the ability for
speed to be scrubbed off through propulsion-
system regeneration/energy capture. This ability
to slow the vehicle through recapturing energy
back into storage systems is a game-changer.
Many BEVs now have reduced requirements
for a 4-wheel-disc braking system as a signifi-
cant portion of deceleration typically can be
recaptured by the new drivetrain. In absence of
vacuum supplied from traditional ICE engines,
electro-hydraulic actuation systems increasingly
are the norm. In the future, the elimination of
rear braking is a very real possibility. Braking
AUTOMOTIVE ENGINEERING
SUPPLIER EYE
systems will be a focal point as BEVs become
more prevalent.
Steering: OEMs have sought for decades to
alter/eliminate the mechanical link between driver
and steered wheels, the goals being improved
control, weight reduction and packaging freedom.
While the technology exists for a purely electronic
connection, there always is the issue of redun-
dancy from a safety perspective. The integration
of SAE Level 2 ADAS systems (lane-keeping and
lane-changing capabilities) demonstrates that
Michael Robinet electronic-input capability is here. With improved
Executive Director, power availability as BEV propulsion proliferates,
Consulting, new challenges arise. For example, steering shafts
S&P Global Mobility previously requiring one bend now may require
SAE Foundation two to reach the steering rack, as altering the bat-
Trustee tery box is not an option. But in the future, steer-
ing may be controlled and actuated at each wheel
michael.robinet
@spglobal.com hub for ultimate packaging flexibility. BEVs and
automated driving have opened many possibilities
for future steering systems.
In the Suspension: packaging and greater power
future, the availability have opened possibilities for changes
in suspension technology. The major shift has
elimination of been the integration of air suspension – enabling
rear braking lower hood heights, the ability to reduce ground
clearance at speed to improve aerodynamics
is a very real (critical for BEVs) and the ability for drivers to
possibility. customize ride dynamics. Long viewed as a
niche technology, air suspension has opened
new possibilities. But at the core of future
changes in suspension will be cost and packag-
ing. Traditional spring and strut structures still
are most prevalent, though packaging con-
straints from battery housings and increased
vehicle mass will offer new challenges for tradi-
tional systems.
Of the three systems outlined, braking has
certainly taken the lead of late as BEV propul-
sion drives more immediate decisions. Steering
and suspension systems are changing, though
on their own timeline – dependent on consumer
needs and affordability.
October 2023 5
TECHNOLOGY
REPORT
MATERIALS
Volkswagen and partners pushing materials, EV charging
innovations in Tennessee
The innovation hub includes a complex electrical grid simulator so researchers can see the effects of various
charging methods.
Volkswagen announced recently that its three-
year-old Innovation Hub in Knoxville, Tenn., is
making major gains in lightweighting, EV wire-
less charging and sustainable interior materials.
Volkswagen’s Innovation Hub specializes in
applied materials science and frequently col-
laborates with neighbors the University of
Tennessee and Oak Ridge National Lab.
“We are accelerating innovation with electric
vehicles and contributing more to sustainable
transportation in America by focusing our ef-
forts on some of the most transformative auto-
motive research being done in the country,” said
Pablo Di SI, president and CEO of Volkswagen
Group of America, in a release. He said that the
research partnerships are a “unique blend of
world-class academic research and
Volkswagen’s leading industry capabilities.”
The Innovation Hub is in a region known as
Materials Valley because of the concentration
of research groups working in the materials-
science disciplines. Volkswagen outlined a few
of the group’s programs:
• High-power wireless charging: This system,
which would require a driver to merely park
over a charging pad in a normal garage spot,
has been tested at 120 kW, a considerable
improvement over the 6.6-kW prototype
6 October 2023
with which researchers started. Their goal is
300 kW. The coil-and-charging-pad design
uses silicon-carbide architecture.
• Lightweight parts from new composites:
Joining a trend of companies such as Magna
and other vehicle-interiors suppliers that are
exploring sustainable (and potentially stron-
ger) interior materials, the team created a
liftgate for a 2020 Atlas SUV using sheet
molding compound (SMC). The liftgate made
with SMC, a fiberglass-reinforced plastic, is
more than 35% lighter than the current pro-
duction version. That kind of savings could
help increase the range of EVs without re-
quiring larger, more-expensive batteries.
The liftgate also is designed to be incorpo-
rated into the Atlas’ current production line,
so no changes in assembly sequence would
be required. The new material already is be-
ing used in manufacturing the Bentley
Continental and the Lamborghini Aventador.
• Lighter battery box: Using AI and a high-per-
formance computing cluster to crunch through
millions of parameters, the Hub developed a
modular design for the steel box that holds
and protects an EV’s battery pack. The struc-
ture comprises small pyramids and can be
3D-primted out of liquid resin. The researchers
SAE INTERNATIONAL
BOARD OF DIRECTORS
Todd Zarfos
President
Carla Bailo
2024 President
Srinivasa (Sri) Srinath, Ph.D
2022 President
Susan Ying, Ph.D
Vice President – Aerospace
Daniel Nicholson
Vice President – Automotive
Audley Brown
Vice President –
Commercial Vehicle
Andrew Jeffers
Treasurer
David L. Schutt, Ph.D
Chief Executive Officer
Gregory L. Bradley, Esq.
Secretary
Judy Curran
Mary Lee Gambone
Michael Weinert
Joan Wills
SAE International Sections
SAE International Sections are local
units comprised of 100 or more SAE
International Members in a defined
technical or geographic area. The purpose
of local Sections is to meet the technical,
developmental, and personal needs of the
SAE Members in a given area. For more
information, please visit sae.org/sections
or contact SAE Member Relations Specialist
Abby Hartman at abby.hartman@sae.org.
SAE International
Collegiate Chapters
Collegiate Chapters are a way for SAE
International Student Members to get
together on their campus and develop
skills in a student-run and -elected
environment. Student Members are vital
to the continued success and future of
SAE. While your course work teaches
you the engineering knowledge you
need, participation in your SAE Collegiate
Chapter can develop or enhance other
important skills, including leadership,
time management, project management,
communications, organization, planning,
VOLKSWAGEN
delegation, budgeting, and finance. For
more information, please visit students.
sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
Hartman at abby.hartman@sae.org.
AUTOMOTIVE ENGINEERING
 TECHNOLOGY REPORT

BATTERIES

Our Next Energy’s Gemini battery

This structure, made up of small liquid-resin pyramids, is 60% lighter than
the steel currently used to house EV battery packs.
say it can hold 30,000 times its weight and is 60% lighter than
current steel battery enclosures. In testing, it proved to be
more durable than current production versions.
Volkswagen said its Innovation Hub research is key to the
company delivering on its goal of having 80% of vehicles sold
in Europe be EVs by 2030. For the United States, that goal is
VOLKSWAGEN
could bring 600-mile EVs by 2026
There’s a mild irony in a battery company called ONE that
believes the way to increase electric vehicle adoption actually
relies on two. Two battery chemistries in one pack, that is,
according to ONE founder and CEO Mujeeb Ijaz. We spoke
with Ijaz about ONE’s dual-chemistry pack in early 2022, but
the company recently shared more details on how it plans to
make EVs with a 600-mile range feasible in the coming years.
Our Next Energy is working on two new battery types (the
Aries and Gemini series), both of which start with a lithium
iron phosphate (LFP) chemistry. The whiz-bang, 600-mile
(966-km), dual-chemistry Gemini pack isn’t due to go into
production until 2025 or 2026, but ONE is currently testing its
Aries II pack. The Aries II is a structural cell-to-pack single-
chemistry battery based on the Aries I battery now available
for class 3-6 commercial trucks, buses and utilities or in the
Aries Grid energy storage system. ONE is working with part-
ners Bollinger Motors, Motiv and the Shyft Group on the Aries

50%. Volkswagen also has R&D centers in Belmont, Calif; I battery for commercial trucks. ONE also claims that the
Wolfsburg, Germany, Singapore, Tel Aviv, Tokyo and Beijing. Aries II can offer up to 350 miles (563 km) of range in a pas-
AE Yura Corporation Ad 0622.qxp_1/2 Page Horizontal Chris 5/11/22 4:37 PM
Clonts Page car
senger 1 without needing pricey nickel or cobalt.

YURA in EV Era
We are moving the frontier of electric vehicle Technology.

With our leading-edge technology in electrical, electronic

distribution system of automobiles, we are now leading
the development of core parts for electric vehicles.

We work for new possibilities

and prepare a better tomorrow for our partners.

・ HV/LV
/ Wiring Harness YSJB YDCS HV/LV Battery HV YBSA HV VCMS
・ HV Cable ( YURA Smart ( YURA Dash Connector Disconnect Unit Junction Block ( YURA Battery Charging Coupler ( Vehicle Charge
Junction Block ) CAM System ) Sensing Assembly ) Management System )

www.yuracorp.co.kr/en TEL. 82-70-7878-1760 | E mail. sales@yura.co.kr

AUTOMOTIVE ENGINEERING October 2023 7

TECHNOLOGY REPORT
ONE claims the Aries II beats competing NCM packs with a
34 percent energy density improvement to 263 Wh/L.
Our Next Energy employees move a ONE battery in the lab.
The earth’s crust has abundant iron and manganes, Ijaz said,
which makes it easier and safer to acquire these raw materials
than those used in nickel cobalt manganese (NCM) batteries.
The fact that there is more iron and manganese available than
nickel and cobalt should mean more stable prices in the future,
too. In fact, Ijaz said he spent time during the pandemic think-
ing about our electric future and realized that if he could make
LFP batteries work, he’d solve multiple problems simultane-
ously. A more stable supply of raw materials is the first. The
second is the inherent anti-thermal runaway properties of LFP
chemistry because there’s no oxygen bound up in the phos-
phate to get released when a fire starts.
“[If] we take the top-tier nickel cobalt batteries that are in
the market, we’ve closed the gap using LFP,” Ijaz said. “[It]
doesn’t combust, [it’s] lower-cost because iron is more abun-
dant for the supply chain. It’s more durable, with about twice
the cycle life capability of a nickel-cobalt battery. [By] match-
ing the energy density of nickel cobalt, we believe this is an
important way for the industry to progress.”
Despite these benefits, the auto industry has mostly stayed
away from LFP batteries because they have lower energy den-
sity than today’s EV packs and, consequently, offer less range.
8 October 2023
Chinese companies have provided some excep-
tions, but LFP packs remain uncommon com-
pared to nickel cobalt manganese chemistries.
The International Energy Agency (IEA) found
that lithium NCM batteries made up 60% of the
global market in 2022, while LFP batteries
made up just under 30%. The number of LFP
batteries in EVs has been growing in recent
years thanks to the preferences of Chinese au-
tomakers, IEA said, with around 95% of the LFP
batteries for electric vehicles going into EVs
built in China. Only about 3% of EVs with LFP
batteries were manufactured in the United
States in 2022. ONE claims that the energy den-
sity of the Aries II LFP pack is 263 Wh/L and
162 Wh/kg, which represents improvements of
34% and 23%, respectively, compared to the competition’s lead-
ing LFP packs and is good enough to “[close] the gap in range
and mass to within six percent of the leading benchmark NCM
pack used in electric passenger vehicles,” the company said.
Gemini still on the horizon
ONE’s upcoming Gemini pack uses LFP, just like Aries, for its
main battery, but the pack also includes a smaller lithium-rich
manganese nickel oxide (LRMNO) battery that functions as a
high-energy density range extender in the same housing. The
LRMNO chemistry evolved from the work ONE has done to
delete cobalt and minimize nickel in the cells. The manganese
has been over-lithiated to get to more lithium in the system,
Ijaz said, which helps ONE improve both energy density and
cycle life. ONE’s current predictions say the Gemini battery,
which uses prismatic anode-free cells, will have a pack volu-
metric energy density of around 385 Wh/L. In June 2022,
BMW signed up to become ONE’s joint development partner
to test Gemini batteries in an all-electric BMW iX, something
Ijaz characterized as a “very substantial program.”
“Gemini is projected to be not only the highest-energy battery
but also the lowest cost-per-kilowatt hour combination of cells
because we are driving more energy for less mass,” he said.
Ijaz’s confidence won’t protect the engineers from encounter-
ing unforeseen problems. When Ijaz spoke with SAE in early
2022, he said the Gemini would provide up to 750 miles of range.
To reach that level, ONE would have had to hit an energy density
level of 450 watt-hours per liter. In September 2022, ONE said its
first-generation Gemini test cell provided 1007 Wh/L.
ONE currently has 350 full-time employees in Michigan and
California, with the Fremont, CA, location working on cell re-
search and materials development. Ijaz said ONE plans to reach
an EBITDA-positive financial situation by 2026. ONE has said it
anticipates its production facility for the Aries II batteries will
be in full IRA compliance when production begins in late 2024
BOTH IMAGES: ONE
in Van Buren Township, Michigan. The factory will be a 20-giga-
watt hour factory when at full capacity and Ijaz aid it will be
running at 10-megawatt hour level by the end of 2023.
Sebastian Blanco
AUTOMOTIVE ENGINEERING
 TECHNOLOGY REPORT

CONNECTIVITY

Ford EV engineers ‘Always On’ for customer feedback

Engineers like to know what customers think about a vehicle.
Now, drivers of the all-electric Ford F-150 Lightning and
Mustang Mach-E can oblige via a new system that channels
select customer comments to engineers.
F-150 Lightning fullsize pickup truck and Mustang Mach-E
SUV owners in the U.S. can pass along opinions via a 45-sec-
ond voice message after selecting “record feedback” through
the settings-general menu on the infotainment touchscreen.
“We want to hear the customer’s voice. Ford does customer
clinics and events, but this is a different way to capture cus-
tomer feedback,” Donna Dickson, chief engineer of the Ford
Mustang Mach-E, said in an interview with SAE Media.
Once the vehicle has cellular or Wi-Fi connectivity, the Drivers of the all-electric Ford F-150 Lightning (shown) and the all-
electric Mustang Mach-E can participate in the pilot launch of the in-
voice message is uploaded to the cloud for evaluation by the
vehicle voice feedback.
automaker’s quality analytics team. Ford’s in-vehicle voice-
feedback feature is an extension of the automaker’s Always
On Team initiative that began after the 2021 Mach-E debut. we approach how we engineer and how we think about solving
The Always On Team scours social media sites in search of problems,” said Dave Pericak, Director of EV Trucks.
customer suggestions, compliments and complaints. To resolve Following the debut of the 2022 F-150 Lightning, custom-
certain customer issues, engineers can program an over-the-air ers were clamoring for a specific piece of vehicle information
FORD

(OTA) software update. “Always On really changes the way that to be visible at all times. “Our customers wanted to see their

AUTOMOTIVE ENGINEERING October 2023 9

 TECHNOLOGY REPORT
vehicle’s exact state-of-charge percent-
age on all of the cluster screens, so we
made some changes and that’s now
being provided to Lightning owners
through an OTA update,” said Pericak.
Other OTA updates for the Lightning,
What does it take to
keep your industry
alive?
10 October 2023
AE Lapp USA Ad 1023.indd 1
based on customer wants, have includ-
ed nixing a temperature-control slider
bar in favor of a knob that also handles
audio volume, and relocating the cam-
era-view activation button. Before the
OTA update, a driver needed to dig
Connections by LAPP. They are the lifelines that
transport energy and distribute power where it‘s
needed. These connections also create the central
systems that synchronize the seamless interaction
of machines, devices, and plants.
LAPP‘s powerful solutions offer the most in-depth
expertise and most reliable connections on the
market. For every project, for every undertaking,
for every industry.
lapp.com/us/alive-by-lapp
9/12/23 4:12 PM
“We’re all working together to make our EVs
even better,” Ford’s Donna Dickson said about
the automaker’s Always On Team.
through screen menus to find the cam-
era button; with the OTA update, there’s
an always-visible camera-engagement
button at the top of the display screen.
“We can literally change our customers’
experience with the vehicle based on
what customers are saying – without
waiting for another model year to make
the change,” Pericak said.
While customer critiques about in-
vehicle items can prompt changes, feed-
back about in-vehicle features that reso-
nate with customers also is valued.
“Engineers want to know that all of the
work that was done actually resulted in
something that customers appreciate.
Whether it’s a widget or a product, engi-
neers want to produce the best-possible
widget or product,” Pericak stressed.
Future products also can be influ-
enced by customers, such as the special
edition F-150 Lightning Platinum Black,
announced in August 2023, that is
Ford’s first-ever matte-wrapped pro-
duction vehicle. “This is an example of
an entire product derivative being de-
fined based on what the customer has
been saying and what we’ve been see-
ing customers do with their Lightning
trucks on social media,” said Pericak.
Both the Lightning and the Mach-E
are piloting the in-vehicle voice-feed-
back feature. The customer communica-
tion tool is factory-installed on 2023
Mach-E vehicles and is starting to roll
out to owners of 2021-2022 Mustang
Mach-E and 2022-2023 F-150 Lightnings.
FORD
Kami Buchholz
AUTOMOTIVE ENGINEERING
 Brake Colloquium & Exhibition
N o v e m b e r 1 2 – 1 5 , 2 0 2 3 | S a n A n t o n i o , Te x a s

sae.org/brake

“This is one of the most important Brake Colloquium in

the world, and an opportunity to get updated information,
see exhibitors and valuable networking.”
- 2022 BRAKE Attendee

By Brake Engineers. For Brake Engineers. Main focus on:

The Brake Colloquium’s dual-track program – created by engineers for • Passenger Cars, Trucks & SUVs
engineers – covers the entirety of brake componentry and will focus on • Commerical Vehicle
the latest technologies and strategies being employed for ADAS, AVS
• Performance and Aftermarket
safety systems in both ICE and Electric Propulsion Vehicles. Presentations
Vehicles
and panels are led by high-level experts, standards developers, and solution
providers from OEMS and Tier I & II suppliers. Make sure you are up to
date on all regulations, standards, and technologies!
P231242892

The leading forum for advancements in brake systems

and friction materials in North America
 SPONSORED CONTENT

The Inside Story on TMAP Sensors

W
ells Vehicle Electronics is a specialist in customized sensor solutions ranging from heavy-duty and commer-
cial, to marine, agricultural, and industrial applications. In an interview with SAE’s Automotive Engineering,
Dallas Kissinger, General Manager, Wells Engineered Products, discusses TMAP sensors, their role in auto-
motive now and in the future, as well as some of the technical advances that will get them there. Wells
manufactures sensors with the maximum level of performance, durability and reliability.

What is a TMAP sensor and what is its role
in an engine?
First off, the Temperature Manifold
Pressure (TMAP) sensor is an electronic
device to measure pressure and intake pri-
marily within the intake manifold of an in-
ternal-combustion engine. TMAP sensors
provide data to the Engine Control Unit
(ECU) to make real-time adjustments to
the engine operation. The major compo-
nents of a TMAP sensor are the pressure
sensor, the temperature sensor and the
programmable Integrated Circuit (IC).
Dallas Kissinger, General Manager,
Typically, the pressure sensor uses a dia- Wells Engineered Products
phragm or piezoelectric element that re-
acts to changes in pressure. Pressure
changes occur due to variations in throttle
position, engine load and altitude. The
temperature sensor measures the air en-
tering the intake manifold. The tempera-
ture sensor ensures that pressure measure-
ments remain accurate regardless of tem-
perature fluctuations. Finally, the IC pro-
cesses the data using calibration and com-
pensation algorithms and provides an elec-
trical output representing the absolute pressure within
the intake manifold.
What advantages does the TMAP sensor offer compared
to Manifold Absolute Pressure (MAP) sensors and
Throttle Position Sensors (TPS)?
TMAP sensors, like the ones manufactured by Wells
Engineered Products, bring numerous advantages to the
automotive industry. Unlike MAP sensors that only mea-
sure pressure or the TPS that only detects throttle posi-
tion, the TMAP sensor provides information on both pres-
sure and temperature. This integration allows for the ad-
vantages of altitude compensation, better emission control
and more accurate diagnostic information. Having tem-
perature data allows the ECU to make necessary adjust-
ments to the engine’s operating parameters based on
changing altitudes and air density; MAP sensors would
require separate compensation methods.
The ECU in a TMAP system has increased emissions con-
trol over MAP sensors because of the extra temperature
data available. The more information provided, the better
the control. TMAP sensors can provide valuable diagnostic
information. The underlying issues, such as
intake leaks, sensor malfunctions, or
clogged intake pathways, lead to unusual
pressure and temperature readings. The
TMAP sensor detects these abnormalities
and relays the readings to the ECU. The ECU
then analyzes the data and generates fault
codes, which help when diagnosing and
addressing the problem. This approach to
diagnostics helps maintain the engine’s per-
formance and reliability while facilitating
efficient troubleshooting and repairs. MAP
sensors and TPS may not provide such de-
tailed diagnostic information.
In what types of vehicles and engines are
TMAP sensors commonly used?
Today, you can find TMAP sensors in light-
duty, commercial, motorcycle, marine and
off-road applications — essentially any
application with an internal combustion
engine (ICE).
The industry is well on its way to transi-
tioning away from ICE. Do TMAP sensors
exist in a future without ICE?
I can understand that perception, but TMAP sensors are
not limited to ICE. As the automotive industry transitions
toward hybrid and electric vehicles, TMAP sensors will
evolve to play a role in optimizing air intake and thermal
management in these alternative powertrains. There also
are possibilities in non-automotive applications such as
HVAC systems.
What kind of technological advancements are you seeing
to meet the demands of increasingly efficient and envi-
ronmentally engines?
We have already seen a trend towards integration. The
pressure sensor and IC for calibration and compensation
are being built into one packaged component. This re-
duces size, weight and complexity while increasing reli-
ability. Future TMAP sensors will incorporate more ad-
vanced sensing technologies to achieve even higher ac-
curacy in pressure and temperature measurements.
Improved accuracy will enable more precise engine con-
trol, leading to better battery life, fuel efficiency and
emissions reduction.

12 October 2023 AUTOMOTIVE ENGINEERING

ROAD
READY
Cadillac counts on 2025 Escalade IQ for EV sizzle
General Motors said it’s all-in on transitioning its
entire passenger-vehicle lineup to EVs and there
may be no more critical litmus test of the strat-
egy than the reception for the imposing 2025
Cadillac Escalade IQ. If the EV version of the
GM luxury brand’s best-selling model can con-
tinue to project the gravitas established by the
internal-combustion Escalade, it will go a long
way toward establishing GM’s EV credibility.
After all, the Escalade has instilled itself as
the signature expression in the luxury SUV
segment where, said John Roth, vice president
of Global Cadillac at a media introduction for
The 2025 Escalade IQ is similar in size to the current Escalade ESV, has a projected maximum
the 2025 Escalade IQ, one in three current seg-
driving range of 450 miles.
ment sales is an Escalade. “The Escalade is the
dominant player in the market,” he said, insinu-
ating that in an SUV segment where today’s buyers can’t seem
to get enough or pay enough, the distinctiveness of all-electric
Escalade ought to be a can’t-lose proposition.
Taking a cue from the conventionally propelled Escalade,
the 2025 Escalade IQ maxes out just about every current EV
metric — including the price, which Cadillac said will start at
around $130,000.
Engineers are promising 450 miles (724 km) of driving range
under optimum conditions and the potential for lickety-split DC
fast-charging — up to 100 miles (161 km) in 10 minutes — thanks
in part to the SUV’s 800-volt electrical architecture. The massive
range is afforded by the Escalade IQ’s equally mammoth 200
kWh capacity from its 24-module Ultium lithium-ion battery
pack. Cadillac also said the Escalade IQ will be fitted with bi-
directional charging capability to enable powering of a residence
The Escalade IQ has 24-inch wheels as standard; this “aero” design helps
IQ to claim being the most aerodynamic fullsize SUV ever built by GM.
14 October 2023
in the event of power failure or when it is desirable to draw en-
ergy from the vehicle battery into the home.
All-wheel-drive is standard, confirmed Mandi Damman, the
Escalade IQ’s chief engineer, who said of her post, “It’s the assign-
ment of a lifetime.” She said the IQ’s platform is not based on
Cadillac’s Lyriq EV or any other existing vehicle and insisted that
thanks to standard 4-wheel steering and a clever new “arrival
mode” programming for the steering system, the Escalade IQ will
be the “best-driving and most-maneuverable Escalade to date.”
Substantial dimensions, heft unspecified
In keeping with the standard Escalade’s reputation, the IQ will
not be perceived as small. Its 136.2-inch (3460-mm) wheelbase
is more than 2 inches (51-mm) longer than the current long-
wheelbase Escalade ESV. At 224.3 inches (5697 mm) in overall
length, the Escalade IQ does tuck in a couple inches shorter than
the Escalade ESV’s 277 inches (5766 mm).The Escalade IQ’s
overall height of 76.1 inches (1934 mm) is nearly identical to the
conventional Escalade.
For those who believe power is the ultimate luxury expres-
sion, the 2025 Escalade IQ easily eclipses the internal-com-
bustion Escalade. Damman said the GM-designed and manu-
factured front- and rear-axle traction motors generate a com-
bined 680 hp and up to a thunderous 750 hp in what is called
“Velocity Max” mode that the driver can select at any time
and which she said is not a time-limited “boost” proposition
— Velocity Max can be engaged indefinitely, although with a
corresponding impact on driving range. The torque rating in
normal mode is 615 lb-ft (834 Nm), while Velocity Max can
take that figure to 785 lb-ft (1064 Nm).
The 2023 Escalade with a 6.2-L V8 generates 420 hp and
BOTH IMAGES: CADILLAC
460 lb-ft (623 Nm). Its maximum towing weight is 8200 lb.
(3719 kg), while Cadillac said the 2025 Escalade IQ’s max tow
is 8000 lb (3628 kg).
After taking continuing heat for the 9046-lb (4103-kg) official
curb weight of its first Brobdingnagian EV, the GMC Hummer EV
Pickup, Damman and other Cadillac officials circumspectly did
AUTOMOTIVE ENGINEERING
 ROAD READY

The Escalade
IQ’s “eTrunk”
has 12 cubic-
From
Concept
foot capacity.

to
Reality

not provide a curb weight for the Escalade
IQ, adding that the figure will be provided
at a later date.
Premium chassis, packaging –
but no NACS
The IQ’s standard 4-wheel steering re-
duces turning diameter to 39.4 feet (12
m), a cut of some 6.5 ft (2 m), while
standard magnetic ride control damp-
ers enhance ride control and isolation
from road irregularities. Air-ride sus-
pension enables raising or lowering
from the standard ride height. The op-
tional arrival mode is a programming
for the 4-wheel steering that Damman
said effectively is “the Cadillac version
of [the Hummer EV’s] ‘crabwalk.’”
A heat pump thermally manages the
battery pack and power electronics and
reduces the energy consumed to condi-
tion the cabin. Cadillac said the energy-
optimizing system, which is called
Ultium Energy Recovery, also helps to
extend driving range.
The Escalade IQ’s cabin is highlight-
ed by two signature features: a 55-inch
diagonal “coast-to-coast” curved LCD
display stretching from A-pillar to
A-pillar (although the display actually is
comprised of separate 35-inch and 20-
inch screens) and the Executive
Second-Row Seating package that in-
corporates working desks, individual
CADILLAC
connection ports. Also standard is the
Super Cruise hands-off driver-assis-
tance system, while optional are power
open-and-close doors.
Stung by criticism of the Lyriq EV’s
lack of a frunk, Cadillac was certain not
to make that design misstep with the
Escalade IQ: the SUV has a voluminous
12 cubic-foot (345 L) frunk. Cadillac uses
the term “eTrunk” and said in a release
that the Escalade IQ’s is large enough to
hold two golf bags, assuming one would
prefer that storage to the 23.7 cubic feet
(670 L) available in the cargo area even
when the third-row seating is raised.
There is 69.1 cubic feet (1958 L) of cargo
space when the third row is folded flat.
Chief engineer Damman told SAE
Media that one feature that will not be
found on the 2025 Escalade IQ is the
Tesla-designed North American
Charging Standard (NACS) charge port
that GM and several other automakers
have pledged to adopt for “second gen-
eration” EVs and that SAE International
has on an expedited timeline for stan-
dardization. Damman did not say if or
when the Escalade IQ’s Combined
Charging System (CCS) charge port
might be reconfigured for the NACS
connector, adding that an adapter will
be available.
The 2025 Escalade IQ will be built at
GM’s Factory Zero Detroit-Hamtramck
Make the Leap
with Our
Automotive Passive
Components
Anti-Surge Thick Film
Chip Resistor: SG73
• Superior to RK73 series in surge/
pulse withstanding voltage
• Now available with heat shock
resistance (chip sizes 0603,
0805, 1206)
High Reliability
Chip Resistors: RS73
• High precision resistor with T.C.R.
±25X10-6/K and tolerance ±0.1%
• High reliability with ¨R of ±0.2%
and ±0.5% in the reliability test
Specialty Resistors: HV73V
• Maximum working voltage:
800V, 2.5x general-purpose type
• Suitable for high
reliability applications
Check out our solutions for
Automotive Applications at
KOASpeerAuto.com
MORE THAN JUST RESISTORS

12.6-inch display screens, massaging assembly plant in summer 2024.

seats and a variety of charging and Bill Visnic

AUTOMOTIVE ENGINEERING October 2023 15

ROAD READY
Civic Type R becomes Honda’s technology showcase
Despite humble roots, Honda’s 2023
Civic Type R is a Porsche for the rest of
us: A small car destined for greatness,
with more entertainment value than a
three-day Netflix binge.
In familiar Honda fashion, the roots of
that greatness can be traced to smart
tech and engineering rather than showy
design (aside from bordello-red seats,
best paired with Championship White
paint that has for decades been a Type R
signature). Chief engineer Hideki
Kakinuma led the development effort for
the 2023 Type R. It’s the sixth generation
of this affordable overachiever – but only
the second sold in the United States.
This 171-mph (275-km/h) Civic al-
ready tops its cartoonish-looking pre-
decessor, and not just because of its
more-tasteful, grown-up design. The
Civic Type R now is history’s fastest
front-drive vehicle at both Germany’s
Nürburgring and Japan’s Suzuka circuit,
including a blistering 7-minute, 43-sec-
ond lap of the ‘Ring.
A week-long test of the $44,890
Honda in New England affirmed
Kakinuma’s goal to blend furious pace
with driver involvement, safety and ev-
eryday practicality. Kakinuma said the
frustrating limitations of previous Type
Rs, from chassis dynamics to packaging
and performance, were all addressed.
“The Civic Type R is not just fast, but
is a sports model that can be driven
16 October 2023
The 315-hp 2023 Honda Civic
Type R recently set the lap
record for front-drive vehicles
at Germany’s benchmark
Nürburgring racetrack.
with complete confidence and fills the
driver with an overwhelming desire to
keep driving,” Kakinuma said.
Architecture, chassis fettling
Based on the 11th-generation Civic and
its new global architecture, the Type R
gets a 1.4-in (36-mm) longer wheel-
base, a wider track and a 15% jump in
rear torsional rigidity. Fenders flare
both front and rear and Honda even
reshaped and widened the Civic’s rear
doors to smooth the transition into
swelling rear arches.
Lighter, stronger materials wrap the
body and chassis, including circular
frames around the front strut towers
and behind the rear seats. The Type R
uses 3.8 times more structural adhesive
than before, especially around spot
welds to boost joint stiffness. A light-
weight resin hatch and front bulkhead
save weight. On the practical front, the
hatch remains vacation-friendly and
there’s 1.4 in more rear legroom. The
aforementioned seats deliver a hot-red
combo of style and support, with cut-
outs for five-point racing seatbelts.
Honda’s trick dual-axis front suspen-
sion integrates aluminum knuckles and a
new damper fork to reduce steering-axis
offset by 0.75 in (19 mm), despite a 3.5-in
(90-mm) wider track than a standard
Civic. The dual-axis layout seems to quell
virtually any torque-steer antics, making
for easier romps to 60 mph (97 km/h) in
a fleet 5.3 sec., or a 13.9-sec. quarter mile.
A standard helical limited-slip differ-
ential boosts traction on corner exits,
without telltale tire-squealing to upset
The Law. Front spring rates are twice as
stiff as a basic Civic and a hollow front
stabilizer bar is 1.7 times stiffer. Smartly
retuned adaptive dampers boost ride
comfort and control. Natural-feeling,
ultra-quick electric power steering re-
quires just 2.1 turns lock-to-lock, while a
dual-pinion steering rack varies ratio
over a 17% range.
Free-revving power
Flick the consummate six-speed manual
transmission with its weighted alumi-
num shift knob — there’s no automatic
— and stomp the gas. There’s the barest
tug of torque steer — impressive in a
muscular front-driver whose direct-
injected and turbocharged 2.0-L I4 rises
to 315 hp and 310 lb-ft (420 Nm). A fly-
wheel lightened by 18% reduces inertia
by 25% and reaches rev targets 10%
faster; the engine redlines at 7000 rpm
— yet first or second gear bang into the
rev limiter in a hurry. Efficiency rises via
a low-inertia turbocharger with resized,
reshaped turbine blades and a 10%
bump in intake flow, all delivering a no-
ticeable boost in mid-range torque.
Four adjustable driving modes include
a fiery R+ setting. A useful Individual
BOTH IMAGES: HONDA
Honda said the Civic Type R’s dual-axis strut
front suspension includes more initial negative
camber for crisper turn-in and more caster to
add stability.
AUTOMOTIVE ENGINEERING

Major components of
dual-axis front suspension.
mode allows the driver to keep the
adaptive suspension in its most-compli-
ant form, while cranking up throttle re-
sponse, steering, exhaust and other sys-
tems for maximum punch and feedback.
That R+ mode stripes (swaps?) the re-
configurable, 10.2-inch digital driver’s
cluster with a racy horizontal tach and a
row of Formula 1-inspired illuminated
shift lights. Even the automated engine
rev matching is adjustable and faster
than before. The Honda also achieves
peak torque at a lower 2,600 rpm, mak-
ing it easier to loaf around town with no
urge to constantly downshift.
Despite flaunting fewer unsightly
body doodads than before, the Honda
generates more cooling and aerody-
namic downforce. A handsomely en-
larged honeycomb grille boosts the ef-
fective opening by 48%, while a func-
tional hood vent dissipates heat from a
beefed-up radiator core. Subtle vent
triangles on the grille direct air to cool
hard-working Brembo brakes, including
13.8-in. (351-mm) front rotors with four-
piston calipers. Compared to the previ-
ous Type R, Honda claims a 10% reduc-
tion in pad temperatures after five track
laps. Out back, a composite rear wing
on die-cast aluminum stanchions not
only looks more professional and im-
posing (at least to some eyes); it also
increases downforce and reduces drag
HONDA
versus the outgoing model.
A switch to 19-in wheels, perhaps
AUTOMOTIVE ENGINEERING
ROAD READY
b&m-KL PLUG®
Smart alternative to
expanders, screw plugs
and press-fit balls
How to close and seal
counterintuitive given the previous 20s, lubrication and cooling
brings a quartet of gains, engineers circuits effectively?
said: Less unsprung weight and reduced The one-piece system
drag, while a taller sidewall provides called KL PLUG® reduces
enhanced ride compliance and room for
some of the fattest tires on any front-
costs and weight while
driver: 265/30/19 rubber boosts the significantly increasing the
contact patch 8%. level of automation.
A straight-through exhaust design
boosts flow by 13% and ends in a some-
what gaudy trio of trumpeting outlets. Confident with liquids
The larger central unit gets an adaptive, and gases
driver-adjustable valve that squeezes a
slightly better tune from Honda’s 4-cyl. Highly resistant to pres-
honker. sure and temperature, the
The 2023 Civic Type R’s biggest flaw? b&m-KL PLUG® can be
A puny 12.4-gal. (47 L) fuel tank will have flexibly adapted to your
drivers swearing the Honda sprang a leak, requirements.
despite a decent 22/28 city/highway mpg
EPA rating. Road noise is a constant
wingman, the result of obsessive perfor-
mance focus and lightweighting; the Civic
Type R weighs 3188 lb (1446 kg).
Fortunately, most drivers will be too
busy whooping it up to worry about the
car’s few drawbacks. This hatchback is
all about balance: The Civic of
Champions feels solid and silky, free-
wheeling and pragmatic. The $43,990
Type R will blitz a backroad as quickly
as many $100,000 performance cars,
but with room for family and a bit left in
the bank account. There’s only one
question for chief engineer Kakinuma:
How is Honda going to top this one?
Lawrence Ulrich
October 2023 17
Hitting the
COMFORT
ZONE
Batteries and humans like
to be at room temperature.
Thermal-management systems
make sure that happens —
while maximizing efficiency. Bosch’s flexible thermal unit.
by Gary S. Vasilash Consolidation of elements for
packaging is important, as is the
ability to react quickly to various
thermal demands.
W
hen General Motors unveiled the 2025 Cadillac
Escalade IQ, the EV luxury SUV with a 24-module
Ultium battery pack providing more than 200 kWh of
energy that contributes to an estimated 450 miles (724
km) of range and up to 750 hp, the company enumerated an array of
technology features, ranging from the 55-in. total diagonal LED dis-
play powered by the Qualcomm Snapdragon Platform to the Four-
Wheel Steer capability, which reduces the turning diameter of the
SUV by more than 6.5 feet (to 39 ft, 4 ins). And there is a suite of
other features.
But among all that there was another feature perhaps not as glam-
orous as the sort of equipment in a luxury EV that will sticker at an
estimated $130,000: a heat pump.
The Escalade IQ is equipped with what GM calls “Ultium Energy
Recovery.” The purpose of the thermal system is to allow “energy to
transfer between the battery/power electronics and the cabin.” The
reason behind Ultium Energy Recovery’s development: “using every
Watt possible to optimize [driving] range and minimizing the power
from the high-voltage battery used for five-zone climate control.”
In other words: not wasting energy that can be used to propel the
Escalade IQ while still providing the utmost comfort in the cabin.
Lawrence Ziehr, Ultium energy recovery program manager for GM,
explained the desire to maintain the Ultium battery pack in its opti-
mum thermal range: “The biggest challenges with cooling are getting
even cooling across the pack, which we do by connecting cells to a
common heat exchanger to allow balanced flow through the pack
and across the modules. Achieving a cooling/heating across the en-
tire battery is a priority for us and ensures we are able to get the
most out of our batteries and ensure performance and range.”
18 October 2023
To that end, Ziehr added: “We do an extensive
amount of battery cooling where we connect the sys-
tem to our refrigerant/heat pump and cool well below
ambient temperature.”
This approach is being taken for all of GM’s Ultium-
powered vehicles.
Heart of the vehicle
As Jason McClymont, head of the North American busi-
ness unit for Electric Drive Systems, Vitesco Technologies
USA, notes, “Thermal management is the heart of the
vehicle now. Without thermal management, it is difficult
for all the other components in an electric vehicle to op-
erate in the conditions for which they are built.”
His colleague Gerhard Eser, principal expert,
Thermal Management, amplifies that by noting, “With
an EV, the only energy we have for heating and cool-
ing is basically the battery.”
Owners, of course, are primarily interested in
achieving the utmost range from their EVs. But there
are a couple of additional factors that come into play:
nobody wants to ride in a vehicle that is too cold or
too hot — plus, the temperature of the battery must
be managed to keep it operating at its optimal state.
As Bosch’s Andreas Douglas, director of engineering
at its Waltham, Mass. operation said, “Batteries are like
humans; they want to be at room temperature. So we
BOSCH
want to make sure the device itself is comfortable.
AUTOMOTIVE ENGINEERING
 COVER STORY

When Cadillac
unveiled the 2025
Escalade IQ, not only
did it emphasize
the various
customer comforts
and technologies
packaged in its
newest EV,
it also called
attention to
the heat pump-
based thermal-
management system
that helps to optimize
energy use.

Otherwise, it is less efficient overall.” The BorgWarner 800V

This situation means thermal management — high-voltage coolant
which Douglas describes as “the underpinning of ev- heater. It is a compact
erything” — has several functions to perform in an unit that deploys
EV, from maintaining the comfort in the cabin to han- thick-film heating
dling the thermal needs of the batteries and associ- and brazed aluminum
fin technologies and
ated onboard electronics.
facilitates heat transfer
for fast-charging
Clever tech applications.

This all results in a situation where engineers must

develop what Douglas calls “clever technologies.”
An internal-combustion engine generates waste heat
that can be used to condition the cabin in the winter. In
the summer, things are different. “Air conditioning has
never been free on the engine,” said Harry Husted, chief
technology officer at BorgWarner. “When the car is
sitting at idle and the air conditioning compressor kicks
in, extra fuel must be dumped in to generate the torque
to spin the air-conditioning compressor.”
Generally, that fuel is not considered to be a huge
loss. Husted points out that when EV owners fully
charge their battery pack, they want the vehicle to go
to the stated range. But there are more demands on the
battery than just providing energy to produce torque.
FROM TOP: CADILLAC; BORGWARNER
we have to be really careful with our precious energy.”
Bosch’s Douglas says that whereas in ICEs “components were
largely thought of thermally in a discrete manner,” the approach they
are taking at Bosch for EVs is “looking at it holistically: what are de-
mands of subsystems and developing products and technologies to
move energy as efficiently as we can from one to the other.”
In other words, they are developing systems that determine where
there is a need for or an excess of thermal energy and apply it to or
extract it from those subsystems.
What’s more, attention is paid to the ambient temperature and
using it when possible. BorgWarner’s Husted says, for example, “If
you are trying to cool the battery pack, you might be lucky enough if
the battery is on the warmer side and the ambient air is on the cooler
side, so you can cool the coolant with outside air.”

This means that action must be taken so that the use
of energy drawn from the battery is kept to a minimum
for non-propulsion needs and any waste heat is effi-
ciently used. “The more energy we pull from the bat-
tery, the less we have for traction,” said Vitesco’s Eser.
“That’s the reason why we have to connect all the waste
energy in the system — from the e-machine, from the
battery, from the electronics — and put it all together.
The major difference between an ICE and a BEV is that
At Bosch, Douglas said, the company even is considering solar en-
ergy as an input to help with the energy load.
The packaging challenge
But there is a limiting factor that is being faced by those developing
thermal management systems for EVs: packaging.
Douglas said that for EVs, packaging is a key performance indica-
tor. Consider frunks, he said. Although there is space freed up from

AUTOMOTIVE ENGINEERING October 2023 19

Hitting the
COMFORT
ZONE
What about immersion cooling?
Keeping battery cells at the right tempera-
ture for various conditions — cool when un-
der load, warm when the ambient conditions
aren’t — is typically addressed by using a
liquid-cooled cold plate at the base of the
battery pack and/or running liquid-coolant
channels between the cells in the pack.
But what about the concept of immersing
all of the cells in a dielectric fluid? Not only
could this improve thermal consistency
throughout the pack, but also eliminate com-
ponents such as the cold plate, thermal inter-
face materials and more.
James Edmondson, principal technology
analyst at IDTechEx.com, pointed out there
are more than a few challenges to the immer-
sion approach, which, while beneficial, may
be limited to applications in high-perfor-
mance, high(er)-cost EVs.
“The industry has much less experience
with this approach and hence manufacturing
has not been optimized for high volumes,” he
At the recent 2023 IAA Mobility show in
Munich, Germany, XING Mobility revealed
its Immersio CTP (cell-to-pack) lithium-ion
battery pack using immersion cooling to help
the battery system reach a claimed 200 Wh/kg
energy density.
said. “This itself raises costs, but having to
seal the battery modules to avoid leakage is
a challenge that also increases costs. For
these reasons, at the moment, the higher-
end, lower-volume vehicles are the ones that
can afford to implement this approach.”
“Additionally,” Edmondson added, “immer-
sion cooling typically requires spacing between
the cells for fluid flow and there is the weight
of the fluid itself, hence you reduce the energy
density of the battery pack. This means that for
an application where you want to pack as
much battery capacity in a given volume, then
immersion might not be the ideal solution.
“Immersion is well-suited for an applica-
tion where you need to pack as much power
into a given volume — this means higher-end
motorsport/performance car applications,”
he continued.
In a 2022 blog post, Lubrizol, one com-
pany developing the dielectric fluid targeted
for immersion-cooling systems, stressed that
immersion cooling offers significant safety
CFD comparison of battery-pack temperatures
advantages over current “indirect” battery
from research conducted by the U.K.’s D2H
thermal-management systems. Immersion
Advanced Technologies.
cooling is assumed to be more capable of
controlling thermal runaway conditions. Also in 2021, Stuttgart, Germany-based Mahle
Moreover, Lubrizol said, the systems can pass said it was developing battery immersion
a potential ‘nail-penetration’ regulation be- cooling, specifically citing the design’s ability
cause their dielectric oils “prevent electrical to reduce DC fast-charging times a well as the
shorts even if a fluid leak occurs.” potential to reduce EV battery size and cost.
In 2021, D2H Advanced Technologies, a According to IDTechEx.com’s Edmondson,
U.K.-based specialist engineering company, during the first half of 2023, 96% of EVs used
spoke with SAE Media’s European correspon- cold-plate cooling. While IDTechEx estimates
dent about its immersion cooling project us- that there will be an increase by as much as
ing a proprietary dielectric oil. Chris Hebert, nine-fold per year between 2026 and 2033
D2H’s engineering director, acknowledged for immersion cooling, it still will be “a rela-
immersion cooling’s chief challenges — added tively small part of the overall automotive
weight and the fluid’s comparatively low heat thermal-management market.”
capacity — but saw considerable potential. Gary S. Vasilash

under the hood of a vehicle compared with when there was a large
internal-combustion engine in that space, there still are power elec-
tronics, inverters, motors, etc. So whatever is being developed for
thermal management still needs to be comparatively compact.
Going back to that possibility of using air to cool the battery,
Husted points out, “It is elegant in one way, because you eliminate
heaters that warm the battery pack as well as the cab-
in. Battery warming can be important, Husting points
out. “The battery pack is more efficient at delivering
energy when it is warmer; it enables the battery to be
[more effectively] charged. When the temperature
gets too low in a lithium battery, we don’t want to
FROM LEFT: XING MOBILITY; D2H

coolant, its weight and the plumbing. But the problem with air cool-
ing is the heat transfer, which is nowhere as good. So the ducts need
to be larger and there need to be fans. But because of the compact-
ness needs in automotive and the power levels of propulsion — we’re
talking 100 kW, way more than someone’s house uses, more like a
neighborhood of power — we go to liquid cooling.”
BorgWarner acknowledged the effectiveness of liquid heat ex-
change. It has developed a line of compact, high-voltage coolant
charge it very hard — or at all, depending on the tem-
perature — because of the lithium plating potential on
the anode side. So a warm battery for charging and for
power and energy delivery is a good thing.”
At Vitesco, the company has developed a coolant
thermal-management module that McClymont de-
scribed as “an integration of multiple pumps and mul-
tiple valves into one unit,” adding, “We simplify the

20 October 2023 AUTOMOTIVE ENGINEERING

 COVER STORY

Our Next Energy is developing an array

of LFP batteries. According to Mujeeb
Ijaz, founder and CEO of the company,
“We believe in making the cell thin.
You end up with an aluminum heat sink
on either side.” There is a cold plate at
the bottom of enclosure that houses
the cells. The cells are bonded to the
cold plate to create what Ijaz describes
as “efficient heat transfer.”

entire architecture of the thermal-management system

into one modular solution, which makes it a lot easier
for installation and easier in terms of packaging —
there’s one central unit.”
There are multiple ports into and out of the unit,
Eser said, adding that in terms of location in the ve-
hicle, the location should be where the lines can be as
short as possible (thereby reducing the amount of
coolant required, which means less weight) and likely
on the side of the vehicle, “because with an EV, you
want a frunk.”
Similarly, Bosch developed flexible thermal units
that are combinations of heating and cooling system
elements combined in compact packages. Douglas
describes them as “clever ways to use coolant, refrig- The primary aluminum
FROM TOP: ONE; SAE/LINDSAY BROOKE

erant, oil — whatever medium to move thermal en-
ergy.” And, he added, “You don’t want to waste energy
in this movement.” He said that in the ICE days, rout-
ing things in comparatively long distances wasn’t an
issue. But any losses with an EV make a big difference.
All of which leads to what he described as a com-
plex engineering challenge of ensuring that the ele-
ments of the propulsion system — the battery, the
power electronics, the motor — are at temperatures
casting for Tesla’s
‘octovalve’ heat-pump thermal-
management system derived
from SpaceX technology.
that allow them to operate at their best while providing a comfort-
able environment inside the cabin.
“Consider what it takes to perform fast charging while someone is
sitting in their vehicle in Arizona,” Douglas offered.

XGL1313 Series
Ultra-low Loss Power Inductors
• The industry’s lowest DCR for greatest efficiency
• Current ratings up to 53.0 A with soft saturation
• Wide inductance range from 1.5 μH to 47 μH
• Operating voltage rating of 60 V
Free Samples @ www.coilcraft.com /XGL
AUTOMOTIVE ENGINEERING October 2023 21
 The first modern EV was…
Most industry experts
cite GM’s EV1 as the first
EV of contemporary times.
But the EV1 had a pioneering
forerunner from decades prior.
by Larry Mihalko
T
he production EV1 by General Motors in the 1990’s gets some
credit for being, technology-wise, one of the first viable EVs.
The limitation was its heavy lead-acid battery storage and
short range. Less known is the fact that in 1963, a full quarter
century earlier, GM was working on its first EV that pioneered a state-
of-the-art propulsion system that is still the basis for all EVs today.
General Motors Research and Engineering staff
General Motors’ research into a new generation of EVs began at the
vehicle level in 1963. The company’s goal was to build an EV that
would work in the automotive environment of that time – which is
strikingly similar to the environment today. GM engineers focused
mainly on the propulsion system and concluded from hardware
bench-testing that a 3-phase induction motor was the best choice. It
was understood that no battery technology yet existed that could
provide the range and durability needed commercially.
Engineers wanted to install the propulsion system in an existing ve-
hicle; given the vehicle lineup available, the choice was obvious. The
Corvair was seemed almost designed to be electric, as it was the light-
est vehicle at GM thanks to its small size and unibody design. The rear-
mounted 6-cyl. engine and transmission were in line with the rear drive
axle. This made it easy to substitute an electric motor and gear drive.
The EV they developed was named the Electrovair in tribute to its
Corvair roots.
Electrovair engineering
Variable Frequency Drive: The chief enabler for the Electrovair, and all
EVs today, was the invention of what is called a Variable Frequency
22 October 2023
A CORVAIR?
Started as a
research project in 1963,
GM’s Electrovair was in many
technical aspects the predecessor of
GM’s better-known EV1 – and most current EVs .
Drive (VFD), more commonly called an inverter. The VFD
could take DC from a battery and turn it into AC of any
frequency. This inverter was possible thanks to the inven-
tion of semiconductor solid-state devices in the 1950s.
These devices – “transistors” – have had as profound an
impact on our lives as perhaps anything since the wheel.
The VFD is what finally removed the main limitation
of AC motors for automotive propulsion, as adjusting
motor speed had not been realistically possible before
then. Until then, AC motors had reliably trudged along
for 70 years, a massive army that powered the world
at the speed set by the power grid. Motors now were
free to roam the streets.
The solid-state semiconductors used in the Electrovair
are conceptually quite simple. They are called silicon-con-
trolled rectifiers (SCR) and were invented in 1958. They
essentially are an electronic on-off switch that can allow
or prevent the flow of large amounts of current as com-
manded by a very low-voltage signal created by a logic
circuit. These switches can be combined to convert the
battery’s DC into an AC that is fed to the motor’s electro-
magnets to control motor speed and torque. They switch
very quickly, enabling high-frequency signals to achieve
high motor speeds. The EVs of today use much more ca-
pable semiconductor switches, but the basic principles of
GM HERITAGE CENTER
“chopping up” DC to make AC is still at work.
AC induction Motor: The induction motor and its
gearbox were compact. The motor produced a peak
115 hp and had a maximum speed of 13,000 rpm. This
AUTOMOTIVE ENGINEERING

The Electrovair’s silver-zinc batteries – packs were located front and rear
– were a space-program development.
high-speed capability meant that no transmission with
multiple gears was required – the motor drives the
wheels directly through a gear-reduction differential. It
weighed just 130 lb. (59 kg). The motor alone weighed
1.1 lb. (0.5 kg) per peak horsepower. With the weight
of the control system added, it is 1.7 lb. (0.8 kg) per
peak horsepower.
By comparison, a DC motor of similar power at this
time would have weighed between 8 to 15 lb. (3.6 to
6.8 kg) per peak horsepower, more than five times as
heavy. The Electrovair’s AC motor had oil cooling for
both the rotor and the stator and was made by the
Delco Products Division of GM.
DC to AC inverter: The inverter is the device that
used SCR switches to convert the batteries’ constant
DC current into AC. It is a key part of the VFD. The
BOTH IMAGES: GM HERITAGE CENTER
SCR characteristic that enabled the Electrovair was
its high electrical capacity, which the motors needed
to make automotive levels of power. At the time, the
best available were 400 amp at 1200 volts, which
was sufficient for the job. The inverter creates three
different and independent AC waveforms that are 120
degrees apart in their switching points – they do not
occur simultaneously; they are “phased” or shifted in
time with respect to each other. That is EV motor
AUTOMOTIVE ENGINEERING
EV HISTORY FEATURE
The combined weight of the Electrovair’s front (shown here) and rear
battery packs was 680 lb. and combined capacity was 25.4 kWh.
descriptions – even for the latest and greatest ones today – talk
about a “3-phase AC motor.”
In addition to creating the basic 3-phase and its frequency, the
inverter could “modulate” the voltage of the AC power. This modula-
tion changes the peak voltage and thus controls the motor output. It
did this with Pulse Width Modulation (PWM) which has become a
key technique also applied to today’s EVs. This technology was being
invented as the Electrovair was being built.
Logic and inverter controls: The SCR switches (18 total, six per
phase) in the inverter are connected in a way that switches the bat-
tery DC on and off and changes its direction to create the AC out-
put. They need to be controlled and coordinated precisely. The
switches need to be timed with respect to each other, for each
phase that is created and to the speed and desired speed of the mo-
tor. The logic and inverter controls provide the low-voltage control
signals to do this. These low-voltage signals are applied to the
“gate” terminal of the SCR. The gate is like a ceiling-light wall switch
– you and your finger are the logic circuit with control input, the
high-voltage part of the switch circuit that is in the walls and lights
up the bulb resembles what is going to the motor. Imagine flicking
the switch 60 times a second.
Powertrain cooling systems: IC-engine vehicles have a lot of cool-
ing needs, thus the radiator and fans and other thermal-management
components. Electric vehicles also have components that must be
October 2023 23
The first modern EV was…
A CORVAIR?

Engineers’ calculations show range anxiety likely would have

been as much a concern in the 1960s as it is today.
The Electrovair’s propulsion-related components.

that happens, the hotter they get. If not controlled,

this hurts the life of the battery. Or worse.

Batteries: The battery pack in the Electrovair was

made from state-of-the-art space-program technology:
silver-zinc chemistry. These were the best batteries
available at that time in terms of the size and weight
ratio to the amount of energy stored. It was understood
that they were not commercially viable because of the
cost and the fact that they could be recharged only 60
to 100 times before needing replacement.
The Electrovair’s battery pack had 286 silver-zinc
cells connected in series. Each cell generated about 2
volts (lithium-ion cells are just shy of 4 volts) and were
assembled in 13 trays with 22 cells in each tray. The
open circuit voltage of the entire pack was 530V.
The basic cell was rated at 60 amp-hours at the
1-hour discharge rate, and on this basis the total energy
capacity of the pack was 25.4 kWh. By comparison,
today’s EV batteries have capacities that range from
around 30 to 200 kWh. The weight of the Electrovair’s
Packaging of the battery pack and trays was 680 lb. (308 kg).
propulsion system The battery-pack specifications have similarities to
is revealed with the today’s EVs. Many today are 400-V battery packs,
Electrovair’s rear battery some are 800-V. The voltage determines the maxi-
pack removed. mum power the motors can produce, and Electrovair
was in a good place at 530V.

cooled to control the temperatures to optimal levels. Heat is the de-

Vehicle performance
ALL IMAGES: GM HERITAGE CENTER

stroyer of things when material limits are exceeded.
The Electrovair circulated cool oil around the electrical compo-
nents to absorb the heat. The oil then went into radiators to dissipate
the heat to the atmosphere and recirculated the cooled oil back in a
continuous flow.
The EVs of today face similar challenges to manage the heat cre-
ated by the high currents and voltages. In addition, lithium-ion bat-
teries get hot when being discharged or charged – and the quicker
How did the Electrovair perform in comparison to the pro-
duction 6-cylinder gasoline engine production Corvair?
Following are some key metric from the GM report
summary as written by the Electrovair creators.
Weight: The curb weight of Electrovair II is 3400 lb. The
weight distribution is 38.5% front and 61.5% rear. The pow-
er train, including batteries, weighs 1230 lb. The batteries
account for 680 lb. of the additional 800 lb. in Electrovair II.

24 October 2023 AUTOMOTIVE ENGINEERING

 EV HISTORY FEATURE

“The components the in the company’s transition to EVs and most

recently helped develop its ‘mainstream’
city of Pontiac, Michigan. This museum will
preserve the legacy of more than 150 years
Electrovair used had high-volume crossover EVs, the soon-to-be-
launched Equinox EV and Blazer EV.
of transportation manufacturing that took
place there – everything from horse-drawn
all just emerged from Mihalko currently is involved in launching
carriages to trucks and buses to GTOs. He
also conducts historical research with the
the most advanced the Pontiac Transportation Museum in the General Motors Heritage Center.

research labs in the

country.”

A similar production Corvair weighs

2600 lb. with a 36.5% front and 63.5%
rear weight distribution. The production
power train weighs 610 lb.
Performance: Electrovair II has the
same full power acceleration performance
as a high- performance 1966 Corvair with
an automatic transmission. Initially, the
production Corvair accelerates faster than
Electrovair II because our present control
system limits the starting torque of the
motor. At 20 mph Electrovair II starts to
catch up and actually accelerates faster
than the production.

Conclusion
The amazing thing about the Electrovair
is how advanced it was given the his-
torical context of when it was built. The
components it used were very much
pioneering the field and all had just
emerged from the most advanced re-
search labs in the country. The Performance Under Pressure
Electrovair gave us a crystal ball view of
the future that is today.
Acknowledgements: Some of the
information in this article comes SAE
technical papers numbered 670175 and
Even When Compressed,
670178, written by GM regarding the
project. In addition, photographs and
news releases were provided by the
Cell-to-Cell Barriers
GM Heritage Center, with thanks to
Larry Kinsel.
Have Industry-Leading Thermal Resistance.
Larry Mihalko worked at General Motors for
42 years and held numerous roles in vehicle
development at the Milford Proving Ground.
He was the Global Vehicle Performance Collaborate with Engineers Who Are Leading
Manager of crossover vehicles for the last Thermal Runaway Propagation Protection
15 years and guided development of the
Chevrolet Blazer, Traverse and Equinox, the » aerogel.com/PyroThin
Buick Enclave and Envision, the GMC Acadia » ThermalBarrier@aerogel.com
and Terrain, Cadillac XT5 and XT6, Saturn
Vue and others during the rapid expansion
of the crossover segment. He was involved

AUTOMOTIVE ENGINEERING October 2023 25

Magnet selection
for cost-optimized
MOTOR DESIGNS
MQ1 magnets are particularly suitable for demanding applications such as
automotive accessories and home appliances.
I
sotropic bonded NdFeB magnets, colloquially termed MQ1, offer
several unique advantages in various motor applications. These
include being free of heavy rare-earth materials, providing high
yield in near-net-shape magnet production, allowing tailored
magnetization profiles for optimal magnet performance due to their
isotropic nature and exhibiting high resistivity to eliminate eddy cur-
rent loss in the magnet.
MQ1 magnets also exhibit excellent thermal characteristics, main-
taining their performance across a wide temperature range. These
features make them particularly suitable for demanding applications
such as automotive accessories and home appliances, where motors
can either experience significant temperature fluctuations and/or
require superior energy efficiency.
Which grade is optimal?
There is a wide range of MQ1 magnet grades; hence for any new de-
sign, the first question a designer has is which grade of magnet
should be chosen to arrive at cost-optimal motor?
Several aspects should be taken into account when choosing the
magnet grade for a new design: 1) affordability and dependability of
raw materials; 2) the magnetic properties at both room and high tem-
peratures and 3) the magnet’s stability, specifically the potential for
flux loss at high temperatures. All are important factors to consider.
26 October 2023
MQ1 magnet
grades offer
several unique
advantages in
various motor
applications,
including for
automotive
accessories.
Impact of raw materials: Fluctuations in the pricing of
raw materials inevitably impact the cost stability of
NdFeB magnets. As the originator of the raw material
for the MQ1 magnet, Magnequench possesses a pro-
found understanding of rare-earth materials and their
consequential effects on total magnet costs. Technical
teams are constantly at work to innovate new tech-
nologies and optimize compositions to mitigate the
impact of these price fluctuations. The goal is to en-
sure that designers attain maximum performance
from the MQ1 magnet within a specified budget,
thereby creating a harmonious balance between cost
and efficiency.
Figure 1 illustrates the magnetic properties that MQ1
magnets can achieve at room temperature.
Magnequench created cost-optimized MQ1 magnet
grades that replace higher-priced light rare earth
(LRE) elements such as Nd/NdPr with lower- and sta-
ble-priced LREs such as Ce/La – without a significant
sacrifice in magnetics in both room and high-tempera-
MAGNEQUENCH
ture thermal properties. Table 1 presents the represen-
tative MQ1 magnet grades. For an example, replacing
almost 60% of total rare earth (TRE) by Ce/La results
in only 18% reduction in magnet Br.
AUTOMOTIVE ENGINEERING
 MATERIALS FEATURE

Magnet Ce or La/ Br Hc Hci (BH)max

grade TRE (%) (kG) (kOe) (kOe) (MGOe)
MQ1-10 0 7.04 5.73 9.26 10.17
MQ1-9 20 6.67 5.36 8.98 8.97
MQ1-8 39 6.29 4.99 8.08 7.93
MQ1-7 58 5.80 4.75 8.50 6.94
Table 1: Representative MQ1 magnet grades

Figure 1: Envelope for possible MQ1 magnet property.

Figure 2 illustrates the flux loss at 120°C for repre-

sentative MQ1 magnet grades, indicating that magnets
with Ce/La as part of the total rare earth (TRE) exhibit
similar or even slightly better thermal stability com-
pared to magnets with only Nd/NdPr as TRE.
Using a magnet with a slightly lower Br depends on
the allowable motor size and weight. The use of the
MQ1-7 magnet in comparison to the MQ1-10 magnet
may lead to a 10% to 20% increase in motor volume
and weight. A magnet with Ce/La has slightly lower
Hc, so to avoid the magnet operating point falling be-
low the knee during the worst-case magnet operating Figure 2: Flux loss at 120° C for representative MQ1 magnet grades.
condition (when the magnet sees high temperature
and the maximum demagnetization current), a slightly
thicker magnet is required. Even with a thicker and
heavier magnet, the magnet with Ce/La content still
will be the cost-optimal design because of the lower
and stable price of LREs like Ce/La.

Maximum allowable flux loss: It also is important to

understand the maximum allowable flux loss for a mo-
tor under design. The flux loss data for magnets are
measured with specific dimensions of a magnet –
mostly Permeance Co-efficient (PC) = 2). However, the
actual PC in motors is much higher than 2. Figure 3
shows the flux loss for magnets with different PC val-
ues. It can be observed that the magnet with higher
PC offers much better thermal resistance and hence
lower flux loss. The use of magnets that offer less than
target flux loss (measured for PC = 2) will lead to an
unintended but significantly higher safety margin and Figure 3: Impact of Magnet dimension or PC on flux loss.
an increased motor cost.
ALL IMAGES: MAGNEQUENCH

Linearity of room- and high-temperature magnetic
characteristics: The PC of the magnetic circuit should
be as high as possible to achieve the highest airgap
flux. The magnetic characteristics of a magnet with PC
of magnetic circuit form critical parameters in evaluat-
ing the potential for partial demagnetization at the
maximum temperature that a magnet will experience during the op-
eration of the motor. Figure 4 shows the magnet characteristics at
room temperature and at elevated temperatures. The magnet has
non-linear B-H characteristics at higher temperatures. Point A repre-
sents the magnet operating point at no-load and room temperature.
At high temperatures, the no-load operating point moves to point A’.

AUTOMOTIVE ENGINEERING October 2023 27

www.hunterproducts.com Magnet selection MATERIALS FEATURE

for cost-optimized
MOTOR DESIGNS

MICRO-METALLIZER PLATING PENS MIL & QQ

Standards GOLD 14K, 18K, 24K, SILVER, RHODIUM,
PALLADIUM, NICKEL, COPPER, TIN, BLACK
NICKEL, AND CHROME COLOR PENS AVAILABLE.

Environmentally friendly, these low-cost disposable applicators

permit instantaneous selection from a variety of plating
possibilities without the preparation of solutions. Specially
formulated compounds and can be used for contact repair,
prototype development work, electronic instrument repair,
medical instrument repair etc.

Hunter Products, Inc. Figure 4: Magnet characteristics at room and elevated temperature with
36 Madison Ave magnet operating points.
Flemington, NJ 08822
908 526 8440 • Fax: 908 526 8348
hunter@hunterproducts.com When the normal load is applied to a motor, armature/stator
current induced field, or mmf, moving the operating point to B
at room temperature or at B’ at high temperature. Point B’ is on
the linear region of the high- temperature B-H characteristics of
the magnet. When the load is removed and magnet is at high
temperature, the magnet recoils and the operating point moves
to A’. As the motor cools back to room temperature, it will
move back to A’. For the worst load condition, the operating
point at high temperature will be at C’.
As this point is below the knee point, when the load is re-
moved the magnet recoils based on the recoil permeability
and the normal load the magnet operating point will be B”
instead of expected B’. When the motor cools down to room
temperature, the magnet operating point will be B”, the load
removal will bring back the magnet Br to Br’ due to irreversible
demagnetization of the magnet. To avoid such irreversible de-
magnetization, it is important to select the magnet with linear
magnetic characteristics at the maximum temperature a mag-
net can see during the motor’s operating range.

Conclusion
When determining the optimal magnet grade for motor de-
signs, the process can be quite challenging. Considering the
wide variety of magnet grades falling under the MQ1 catego-
ry, making an informed decision requires technical acumen
and industry expertise. In such a context, businesses can
benefit immensely from aligning themselves with experi-
enced and reputable magnet manufacturers. These special-
ized manufacturers, with their extensive understanding and
innovation in isotropic bonded NdFeB magnets, notably the
MAGNEQUENCH

versatile MQ1 series, are well-positioned to offer guidance

and support.
The data used in this contributed article is from Magnequench
(www.magnequench.com).

28 October 2023 AUTOMOTIVE ENGINEERING

 PRODUCT
BRIEFS
SPOTLIGHT: TESTING & SPOTLIGHT: DATA-
ANALYSIS TOOLS ACQUISITION TOOLS
Motor testing Ethernet pressure scanner
Marposs
(Auburn Hills,
Michigan) intro-
duced an auto-
mated system
for testing elec-
tric motor com-
ponents. The
AST320/W sys-
tem verifies the
safety and per- Scanivalve (Liberty Lake, Washington) announced the
formance of MPS4232 miniature ethernet pressure scanner. The company
electric motors states that the MPS4232 offers a compact form factor that
via testing of windings, coils and stators of electric motors fits into tight spaces within wind-tunnel models, which sim-
in production environments. The AST320/W system inte- plifies installation and minimizes interference with the aero-
grates the e.d.c partial discharge measurement technol- dynamics of the test setup. The MPS4232’s ethernet connec-
ogy, based on capacitor coupling technology, for both AC tivity integrates into existing networks, enabling real-time
high Pot and surge tests. Marposs states that the advan- data acquisition and the scanner’s compatibility with stan-
tage of the e.d.c. partial discharge technology, compared dard data acquisition systems further simplifies the integra-
to traditional antenna-type solutions, is that the capacitor tion process. Allowing engineers to seamlessly incorporate it
coupling technique, while offering the same measurement into their existing setups. Scanivalve also states that the
quality, is less sensitive to external noise and more suitable MPS4232 can adapt to various pressure ranges and configu-
for applications in production environments. rations, making it suitable for a wide array of applications.
https://www.marposs.com/eng/ https://scanivalve.com/

Ethernet PHYs EV charger

Microchip Technology Delta-Q Technologies
(Chandler, Arizona) an- (Vancouver, British
nounced its family of Columbia) released the
automotive-qualified RQ700 EV charger for
Ethernet PHYs. The light electric vehicles.
10BASE-T1S devices Delta-Q’s RQ Series in-
with AEC-Q100 Grade 1 cludes the RQ350 and
qualification include the now the RQ700, which
LAN8670, LAN8671 and features a 700W power
LAN8672. The output. The RQ700 is
LAN8670/1/2 10BASE- available in 24-, 36- and
T1S Ethernet PHYs are functional safety ready and designed 48-VDC options with a
for use in ISO 26262 applications. These devices enable low- 12 VDC, 400-milliamp (mA) auxiliary power supply to operate
speed connection to devices that previously required their system components. Delta-Q claims that the RQ700 has a
own communication systems into a standard Ethernet system. user-friendly design complete with installation cables that are
The LAN8670/1/2 also enables the network edges to use tested and validated to ensure they meet industry and cus-
Ethernet and Internet Protocol (IP) to communicate with the tomer requirements for cables and connectors. Delta-Q also
rest of the network infrastructure. These devices include PHY stated that this bundle eliminates the time, expense and effort
diagnostics to provide the user with troubleshooting capabili- for customers to procure their own cables, adding conve-
ties as well as sleep/wake functionality for low-power modes. nience for high-volume applications.
https://www.microchipdirect.com/ https://delta-q.com/

AUTOMOTIVE ENGINEERING October 2023 29


AUTOMOTIVE CHANNEL
Sponsored by
FEATURED SPONSOR VIDEO:
CARTO Software for Volumetric Compensation
Renishaw Compensate, a new addition to the CARTO software suite,
allows users of the XM-60 multi-axis calibrator to apply volumetric
compensation to machine tools in a rapid and straightforward process.
www.techbriefs.com/tv/carto
The Truth About Self-
Driving Cars
Self-driving cars rely on
technology to make decisions
without direct human input. But
are they safe? SDSU scientists
are skeptical, but hopeful that
new research might soon allow
computers to take the wheel.
www.techbriefs.com/tv/
self-driving-cars
The Battery Sleuth: An
Extra Defense Against
Keyless Car Theft
As cars become more connected,
they are increasingly vulnerable
to hacking or theft. “Battery
Sleuth” bypasses the wireless
communication that key fobs
depend on in today’s vehicles.
www.techbriefs.com/tv/
battery-sleuth
Lithium-Sulfur Battery
Could Enhance EV Range
A new biologically inspired
battery membrane from the
University of Michigan has
enabled a battery with five
times the capacity of the Li-ion
design to run for the 1,000-plus
cycles needed to power an EV.
www.techbriefs.com/tv/
bio-battery
www.techbriefs.tv
30 October 2023
AE TBTV Ad 1023_1.indd 1 9/19/23 1:12 PM
PRODUCT BRIEFS
Connectors
Neoconix’s (San Jose,
California) DLP con-
nectors offer the ben-
efits of a one-piece,
high density and cost-
effective solution
which provides both a
heat-sink opening and
precise alignment capability to DMD and main PC boards. The
S248 35 position connector family has been developed specifi-
cally for module-to-board connections in portable equipment,
including display devices and for module-to-board connections in
automotive lighting applications such as digital headlights, HUDs
and interior accent lighting. The DLP connector family is available
in more than a dozen configurations not including custom de-
signs with pin counts ranging from 35 positions to 250 positions.
https://neoconix.com/
Diodes
Littelfuse (Chicago, Illinois) announced
its SZSMF4L 400 W TVS diode series
for automotive applications. The
SZSMF4L TVS was designed to protect
sensitive systems with fast response
time, low Zener impedance, high surge
handling, and strong clamping capabili-
ties. Its low leakage current also is re-
portedly ideal for protecting sensors and its small package
size makes it suitable for most automotive applications such
as EV The powertrain charging, battery management systems,
invertors power distribution units and body control modules.
The SZSMF4L is compatible with automated PCB assembly
processes and according to Littelfuse, uses 40% less printed
circuit board space than previously available components.
https://www.littelfuse.com/
Accelerometers
PCB Piezotronics (Depew, New York)
introduced the TLD356A01 and
TLD356A03 miniature ICP triaxial accel-
erometer with TEDS. These new models
are upgrades to the company’s current
356A01 and 356A03 models with the
addition of TEDS functionality to mini-
mize errors from manual sensitivity entries. The TLD356A01 &
TLD356A03 feature a wide frequency range from 2-8,000 Hz
(x axis), and 2-5,000 Hz (y and z axis), as well as a high reso-
nant frequency of greater than 50,000 Hz. The TLD356A01
and TLD356A03 are primarily intended to measure vibration
inside devices where space is restricted, as can be the case in
automotive systems development.
https://www.pcb.com/
AUTOMOTIVE ENGINEERING
 Q&A
Managing the evolution of the EV charging standard
SAE International announced in late June, 2023, that it in- The J3400 Standard covers only the connector, not other as-
tended to standardize the Tesla-developed North American pects of the charging process?
Charging Standard (NACS) EV charging connector for North Thiele: The J3400 is just focused on the charger unit – the fix-
America. SAE then created the J3400 NACS Task Force to ture itself. We have other standards that are working for the
expedite creation of the J3400 NACS Electric Vehicle interoperability point of view, the communication point of view.
Coupler standard. The standards back in the day were always focused just on the
Grayson Brulte, host of SAE’s Tomorrow Today podcast, sub- vehicle; the vehicle was a standalone entity. Now there are
sequently interviewed Christian Thiele, Director, Global Ground communication protocols that are happening with the vehicle,
Vehicle Standards, SAE International, and Dr. Rodney McGee, with the people, with infrastructure, with other places.
Ph.D., P.E. Chairman, SAE J3400 NACS Task Force and Chief
Engineer at the University of Delaware, regarding the work of The standard for the NACS connector is going to go faster
the J3400 Task Force and other than your “traditional” stan-
aspects of standardization as dards process. How is that go-
electrification technology prolif- ing to be achieved?
erates throughout the light- and McGee: I think Tesla realized
heavy-duty vehicle sectors. This they needed to have a standard
Q&A is an abbreviated portion that was published by an orga-
of that interview and the pod- nization — we use the term
cast can be heard in its entirety SDO, Standards Development
at: https://www.sae.org/pod- Organization. They looked at
casts/tomorrow-today/epi- the options in front of them.
sodes/sae-to-standardize-tesla- The two [SDOs] that would cov-
nacs-connector er this kind of area are the IEC
(International Electrotechnical
You’re going to standardize Christian Thiele, Dr. Rodney McGee, Ph.D., Commission) and SAE.
NACS. What does that process Director, Global Ground Vehicle P.E. Chairman, SAE J3400 NACS Some of the international stan-
look like? How will you take Standards, SAE International Task Force and Chief Engineer dards can take quite some time.
what Tesla built with the NACS at the University of Delaware In SAE, the standards are devel-
and standardize it for across the indus- oped by individual experts from a
try for use?
McGee: Typically, a lot of standards start
“The NACS variety internationally from different suppli-
ers, different automakers, general interests,
at the very conceptual stage where ex- standardization and there’s a much shorter process to take
perts basically say, how do we want this
to work? And so you literally start with a
process is a bit into account revisions.
Also, NACS is unique in that it already
blank piece of paper and then you get different: today that exists in large numbers in the real world.
some proposals and then, in, you basi-
cally coalesce on a single sort of solution.
connector represents We’re not starting from a blank piece of
paper. The SAE process can, when there
That process typically takes some time both a majority of is consensus on what we’re doing — and
because you’re creating something where
there was nothing before — or there were
use in EVs and also a in this case, there is, because it’s already
out there, especially when we talk about
things before, but they were different, [large] market share the mechanical coupler — move much
had different requirements.
The NACS standardization process is a in charging stations.” quicker than would be typical.

bit different: today that connector repre- What is that timeline for the standard?
FROM LEFT: SAE; UNIV. OF DELAWARE

sents both a majority of use in EVs and also Has SAE or the committee made a public
a [large] market share in charging stations, statement around a timeline?
especially DC [fast-] charging stations. So Thiele: We’re looking at publishing some-
what we’re going be doing in the standards thing inside of about six months and it’ll be
is capturing the existing mechanical con- a technical information report. Ideally a stan-
nector to make sure that when other man- dard usually is developed anywhere from 16
ufacturers want to be interoperable with it, to 18 months as typical timeframe. We have
they have a standard to follow that will en- been as quick as 10 to 11 months and this will
sure that things work well. fall around the 11-month window.

AUTOMOTIVE ENGINEERING October 2023 31

UPCOMING WEBINARS
ACCELERATE ELECTRIC VEHICLE
DEVELOPMENT WITH HPC AND UNIFIED
DESIGN AND SIMULATION
Wednesday, October 18, 2023 at 11:00 am U.S. EDT
Speakers:
Today’s intense market pressure means electric vehicle (EV) design
and analysis work must be completed quickly, accurately and
affordably. Traditional processes can be slow and error-prone due
to disconnected CAD and CAE tools and methods. This 60-minute
Webinar explores the benefits of using a unified design, modeling
and simulation (MODSIM) process in combination with high- Satheesh Rick Knoechel
performance computing (HPC) to accelerate the development of Kandasamy Global Strategy
Industry Process Lead,
new electric drive systems. Expert Director, Automotive
SIMULIA Transport- and Discrete
ation and Mobility Manufacturing,
Propulsion and AMD
Performance Group,
Dassault Systèmes
Sponsored by: Hosted by:

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

HIGH OPTICAL POWER SOA AND DFB

LASERS FOR HIGH PERFORMANCE
PHOTONIC SYSTEMS
Wednesday, November 1, 2023 at 11:00 am U.S. EDT
Speakers:
Semiconductor optical amplifiers (SOAs) and distributed-
feedback (DFB) lasers are critical in photonics systems like optical
communication and automotive coherent LiDAR. Both applications
are required for high optical power sources to achieve longer range
and greater detection distance. This 30-minute Webinar will provide
insight into choosing the best high-output power SOAs and DFB laser Sidi Aboujja, Ph.D. Daniel Chu, Ph.D.
diodes for various high-performance optical and photonic systems. Chief Technology Vice President of
Officer, Marketing,
SemiNex SemiNex

Sponsored by: Hosted by:

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

WEBINARS ON DEMAND
SOFTWARE SOLUTIONS FOR BATTERY
MANAGEMENT SYSTEM APPLICATIONS
WITH AUTOSAR
Available On Demand
Speakers:
As demand for electric vehicles continues to increase, so does
the demand for improved performance, faster charging time,
increased range and longer battery life, along with improved
safety. These demands drive rapid technological advancements
in EV battery designs, especially for high voltages like 400V
or 800Vs. This 60-minute Webinar outlines performance and
functional safety capabilities with HVBMS and AUTOSAR Jan Rüdiger Andreas Both Romit Modi
Director, Software Manager, Lead Software
software to accelerate automotive development. AUTOSAR Expert, Battery Manage- Architect,
Elektrobit ment Systems, Battery Manage-
NXP Semiconductors ment Systems,
NXP Semiconductors

Sponsored by: Hosted by:

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

THE INTERNAL-COMBUSTION ENGINE’S

NEXT PHASE: INNOVATIONS AND
DEVELOPMENT PRIORITIES
Available On Demand
Speakers:
Although electric vehicles (EVs) are widely considered the
transportation industry’s endgame, “sunsetting” the internal-
combustion engine (ICE) will be a protracted process — one
that will require countless engineering man-hours to improve
the ICE for its role in the propulsion evolution. This 60-minute
Webinar from the editors of Automotive Engineering presents
the latest innovations and ideas to keep the ICE compliant Jerry Dixon Andreas Balazs, Warren Seeley,
Vice President, Ph.D. Ph.D.
with ever-tightening global fuel-consumption and emissions Engine Compon- Manager, Director for Business
regulations, as well as demanding and transitioning customer ents and Valvetrain Motor, Hybrid, Development for
and commercial-market expectations. Business Unit – and Fuel Cell Fluids & Thermal,
North America, Powertrains, Siemens Digital
Schaeffler FEV Europe Industries Software

Sponsored by: Hosted by:

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

Does Your Test Strategy
Require Simulating Sensors?
Including pressure, temperature, altitude, strain gauges & displacement

Validate ECU Operation & Software REAL TIME

using Hardware-in-the-Loop Simulation LOADS/POWER HOST PC
SIMULATION I/O

Simulation & fault insertion are essential in

SENSOR
mission-critical HIL applications, and companies SIMULATION

turn to open architecture PXI-based systems for

size, cost, flexibility and choice.
FAULT INSERTION
With the largest range of PXI sensor simulation SWITCHING
& fault insertion switching—Pickering offers you
35+ years of switching and simulation expertise
and a collaborative, creative and agile approach
CONNECTIVITY
to Hardware-in-the-Loop test system design.

Learn more: pickeringtest.com/simulation

ECU

Come and see us on

Booth 2032.

pickeringtest.com
+1 781-897-1710 | ussales@pickeringtest.com