R&D Archives

Red Cross Experts Push New Land Rover Defender Prototype To The Limits In Desert Testing

The all-new Land Rover Defender will have its world premiere later this year. In the past, when Land Rover was developing its new models, it would do most of the real-world testing on its own, using its own experienced personnel. Perhaps that was partly to keep details of the new model under wraps till launch.

These days, however, the carmaker must find it also useful to let outside parties check out prototypes. This is especially so if the outside parties operate in extreme conditions and have specific requirements for the transport vehicles.

One such organisation is the International Federation of Red Cross and Red Crescent Societies (IFRC) which was visited by the team carrying out the latest stage of its global testing programme of the new Defender.

IFRC fleet experts put new Defender to the test
A prototype vehicle visited the IFRC global fleet base in Dubai, the United Arab Emirates (UAE), and Land Rover engineers demonstrated the vehicle’s breadth of capability to their IFRC counterparts both on and off road. Then the IFRC fleet experts took to the wheel to test the vehicle for themselves on the region’s desert sand dunes and the twisty tarmac of Jebel Jais highway in temperatures over 40 degrees C. The Defender also climbed the tallest mounting in the UAE and reached an altitude of nearly 2,000 metres.

The dunes around Dubai were the perfect place to confirm that this is the most capable Land Rover ever made. It sits on tyres with an overall diameter of up to 815 mm, resulting in a very large contact patch. Coupled with a bespoke traction control system, which monitors and adjusts for a large variety of terrain, this makes the new Defender highly capable on sand and incredibly smooth on road as well.

Global partnership since 1954
The test in Dubai coincides with the renewal of Land Rover’s global partnership with the IFRC – a relationship that dates back 65 years, to 1954, when the first specially adapted Land Rover entered service in the region as a mobile dispensary.

This year marks the humanitarian organisation’s centenary as it celebrates ‘100 Years of Hope’. Over the next three years, Land Rover will support disaster preparedness and response initiatives in locations including India, Mexico and Australia.

“The Red Cross supports millions of people in crisis every year, working in almost every country in the world. We operate in some of the most hard-to-reach places on earth, often working in very difficult terrain, so our teams have to be able to cope with anything. That’s why we’re proud to have partnered with Land Rover since 1954, and to be putting their new Defender to the test, as together they help us reach vulnerable communities in crisis, whoever and wherever in the world they are,” said Ilir Caushaj, the IFRC’s Team Lead For Global Fleets And Logistics.

The session with the IFRC fleet experts complements the global testing programme which has seen prototypes covering more than 1.2 million kilometres in all kinds of conditions. Various activities have also been arranged to give the public a sneak preview of the vehicle, including a dynamic appearance at the 2019 Goodwood Festival of Speed in England.

New airbag concept from ZF can reduce injuries from side-on collisions

Airbags have been in cars since the early 1980s, initially being installed at the front to give additional protection to the passenger and driver. Then airbags were installed at the sides (usually in the seats), giving protection against side collisions. Today, there can be up to 7 airbags on the front and sides of a cabin – curtain airbags over the window openings and a small airbag under the steering column to protect the driver’s knees (the seventh airbag).

Airbags for the rear occupants have been under study for a long time but there have been some issues which are still hard to resolve, preventing them from being offered. For example, the positioning of the passenger is critical and if this cannot be sufficiently controlled, then an airbag could cause injury instead. The mounting point of the airbag would also have to be optimised, especially with the greater area between the passenger and the seat. There are, however, airbags integrated in rear seatbelts available as options in some Lexus, Mercedes-Benz and Ford models.

New dangers from side collisions
While research continues to find new and better solutions in passenger restraint systems, much attention is now also focussed on side-on collisions on the opposite side of the passenger. If the impact is severe enough, it can throw the passenger’s body toward the middle of the vehicle. The latest results from crash tests have shown this, referred to as the far side in professional circles, and it’s dangerous.

In certain crash events, the test dummies show that the passenger’s torso could bend over the centre console while the seat belt hold the pelvis back in the seat. As a result, the thoracic spine twists and the cervical spine can be overstretched. The dummy data readings indicate that serious injuries could result.

Far-side safety countermeasures present an untapped area for injury reduction and as far back as 2015, ZF showcased a far-side airbag concept for the first time. Installed in the inward-facing side of the driver’s seat, the airbag can help to provide better protection to both the driver and front-seat passenger.

A new Euro NCAP test requirement
Euro NCAP has now become the first safety organization in the world to react to the far-side problem. The new test requirements that will be introduced in 2020 will expand the scope of the investigations into side-on collisions on the side of the vehicle opposite to the passengers. A total of 16 points within the Euro NCAP are awarded to side-on collisions; in future, 4 of these points will focus solely on the topic of far-side collisions. A car can achieve a maximum of 38 points in all four categories for the protection of adult passengers.

Recent evaluations of the national accident data, collected by the US National Highway Traffic Safety Administration from 2004 to 2013, present a detailed picture of the serious injuries that an be caused by far-side collisions: 43% of the injuries suffered were to the chest and abdomen and 23% were head injuries. Around 53% of the chest injuries were caused by contact with the centre console or the backrest, while 21% were caused by the passenger colliding with external structural elements, such as the metal parts of the door.

Different from other airbags
The design of the ZF far-side airbag therefore focuses on two chambers that are arranged in a specific way to complement each other. “This special design was developed based on the fact that we want to support the head in the upper area as early as possible. The shoulders of the passenger are usually held in place between the two chambers. The entire upper body is therefore better supported on both sides,” explained Dominique Acker, an engineer involved in the preliminary development of side airbags in the Passive Safety Systems Division.

The considerably larger far-side airbag is integrated in the driver’s seat in a similar fashion to a side airbag. In the event of a side-on collision, the airbag control unit can trigger the far-side airbag shortly after the standard side airbag. In order to stabilize the far-side airbag, it is either fixed in place on the seat frame with a strap or supported by the centre console.

It can also be triggered when a collision takes place on the driver’s side. This is due to the fact that if there are people sitting in both of the car’s front seats, lateral acceleration can cause the two car occupants to collide with one another. In this instance, the far-side airbag can help prevent this exact scenario from taking place.

The airbag therefore differs from the front and side airbags: the function of these airbags is to help reduce the body’s momentum by ‘enveloping’ the passenger, while the far-side airbag provides the passenger’s body with more support. “The pressure in the chambers is therefore higher than in most other airbags,” explained Acker, revealing that the airbag will be offered in a compact-class vehicle in 2020.

In future, even window glass can be ‘intelligent’

A modern car contains, on average, around 5 square metres of glass and that’s almost twice as much what a typical car had 30 years ago. While many components – from the inside mirror with a built-in sensor to the 3D speedometer – already function as high-tech, digitally connected components, car windows are large surfaces that are usually free from any kind of digital equipment, although they have tremendous potential.

This is the potential that Continental is increasingly looking to exploit. The technology company is enhancing and refining its Intelligent Glass Control solution, opening up whole new possibilities for greater comfort, safety and energy efficiency.

Thanks to new film technologies, panoramic sunroofs can already be dimmed on command more effectively than ever before. Sections of the windscreen can be tinted when the sun is low in the sky and the windows behind the B-pillar can be dimmed to provide more privacy on the rear seats. Windows can also be heated automatically without heating wires – and even be used as display surfaces.

Active and smart components
“Windows are becoming an increasingly active, smart component of the vehicle,” said Johann Hiebl, Head of the Body & Security and Infotainment & Connectivity business units at Continental. “Intelligent Glass Control is an innovative solution that we are currently developing so that windows can be integrated even more effectively into the car’s user interface. This will make driving more comfortable and safer – and, thanks to new dimming and heating functions, they will also enable significant energy savings. This development work represents an important step on the road toward electromobility and autonomous driving.”

Intelligent Glass Control uses special films that are integrated into the glass and change their degree of translucency on the basis of electrical control signals. A range of technologies are available for this purpose, although they present benefits and drawbacks in terms of visual quality and the speed with which a glass pane can be dimmed.

Smart windows have traditionally been used for panoramic sunroofs. Now, Continental is using – among other things – an innovative technology that is suitable for all the vehicle’s windows and significantly increases the potential of glass control: LC (liquid crystal) technology offers unprecedented quality for switchable glass in vehicles.

Greater privacy and fewer CO² emissions
In an LC car window mold, liquid crystals mix with tiny paint particles in a special suspension that is, in turn, integrated into a fine film between two thin glass panes. Under the influence of a low AC voltage, the liquid crystals and paint particles align to either dim or lighten the windows.

“This LC-based technology has the potential to enable the ultimate in modern, smart glass pane systems,” explained Tobias Frischmuth, Technical Project Leader in Intelligent Glass Control at Continental. “The transparency or opacity of a window can be adjusted within milliseconds. It is crucial that the windows do not exhibit any visible residual turbidity when they are transparent. This technology is also available in different colours.”

The overall benefits of switchable glazing technologies: each individual car window can be dimmed separately on command. However, regulations in some countries mean that this is not currently allowed on all vehicle windows. If the rear windows are dimmed to provide greater privacy in the rear, for example, this will also have a noticeably positive impact on the interior climate. This means that the air-conditioning unit will not have to be used as much and CO² emissions can be reduced.

If the tinting function in the windscreen is linked with the on-board power supply and cloud connection, specific sections of windows can be dimmed or brightened automatically in advance depending on the weather conditions or position of the sun. Not only will this technology mean that drivers will no longer have to reach for the sun visor – itself a risky move – it will ultimately render mechanical sun visors completely redundant.

*Windows can also be heated automatically without heating wires – and even be used as display surfaces.*

Helpful for cameras too
The effectiveness of adaptive camera systems can also be improved, thanks to Intelligent Glass Control. Adaptive camera systems are vital components for a wide range of autonomous driving functions and, if they are positioned close to the inside mirror, their function can be impaired when the sun is low in the sky.

With Intelligent Glass Control, smart car windscreens will also play a role in human–machine interaction, for example by displaying information output by the advanced driver assistance and infotainment systems. Windows could also be transformed into smart displays featuring a range of touchscreen elements. Continental possesses both the electronics know-how and systems expertise in the integration of innovative technology solutions necessary to make these visions a reality in the near future.

Goodyear returns to international sportscar racing

Teams from the FIA World Endurance Championship (WEC) recently took the track for the pre-season ‘Prologue’ at the Circuit de Barcelona-Catalunya in Spain. This event is a prelude to the start of a new championship season and this year, the public test session saw the return of Goodyear to international motorsport competition.

The tyre company has announced its global racing comeback earlier, confirming that it will develop tyres for the 2019/2020 WEC season which begins at Silverstone on September 1. Goodyear has a proud history in motorsport. In addition to 14 wins in the Le Mans 24 hours, Goodyear tyres were on the racing cars that won 368 Formula One GPs – a record that stands unbeaten.

*Goodyear was involved in F1 as a tyre supplier up till 1997.*

New tyres for Le Mans Prototypes
Goodyear has been developing a new range of tyres for Le Mans Prototypes for over a year at their innovation centres in Germany) and Luxembourg. The first phase of this development plan is to introduce 5 new specifications of tyre for the highly-competitive LMP2 class in WEC.

This class, for 600-bhp prototypes, is one of the most demanding in WEC as it features a battle between tyre manufacturers. At the Prologue, the Jota Sport, Jackie Chan DC Racing, High Class Racing and TDS teams will try Goodyear’s latest development tyres. The WEC regulations allow tyre manufacturers to supply a range of 3 dry weather, one intermediate and one wet weather tyre to racing teams.

Goodyear will use the Prologue, followed by a 3-day private test session, to evaluate different tyre options. They will then reveal their 2019/2020 WEC tyre range at the Silverstone season-opener.

“The nature of the races (varying from 4 hours to 24 hours) mean tyre choice and strategy are critical and it provides a motivating challenge for our technology team in our European innovation centres ahead of exploring other racing opportunities for the brand.”

Ben Crawley – Director Goodyear Racing EMEA

To deliver high performance to teams
“For the Goodyear comeback, we are aiming high to deliver performance for our teams. The 2018/2019 WEC season featured an intense battle between the tyre manufacturers. Our priority has been to offer driveability and consistency that provides the teams with a significant step forward. These test sessions will allow us to evaluate the all-new range options against the competition before we define our range at Silverstone,” said Ben Crawley, Director Goodyear Racing EMEA, explaining the objectives.

“For the forthcoming season, Goodyear will focus on delivering success in LMP2 whilst evaluating other racing options for 2020 and beyond. These could be in other WEC classes or in other international racing categories,” he added.

The 2019/20 WEC season will feature 8 races on circuits of varying lengths, concluding at Le Mans in June 2020. The season also includes two 4-hour races (Silverstone and Shanghai), three 6-Hour races (Fuji, Sao Paulo and Spa-Francorchamps) and two 8-hour races (Bahrain and Sebring). The Toyota GAZOO Racing team won the 2018/2019 season.

*The Toyota GAZOO Racing team won the 2018/2019 season and will contest again in the new championship season.*

The tyres on your car may generate electricity in future!

Our older readers will remember the dynamo which was a small device rotated by the bicycle wheel. As it rotated, sufficient electricity was generated to light up the lamp. That simple idea of using the tyres to indirectly generate electricity is being revived with a new technology being developed by engineers in Japan.

Sumitomo Rubber Industries, together with Professor Hiroshi Tani of Kansai University, have developed the ‘Energy Harvester’ that takes advantage of the build-up of static electricity. Known as ‘frictional charging’, it can produce power efficiently as the tyre turns. However, where the dynamo used a magnet and coil to generate electricity, the Energy Harvester has a much more sophisticated approach.

Inside are two layers of rubber each covered in an electrode, along with a negatively-charged film that interfaces with a positively-charged film. When fixed to the inside of a conventional tyre carcass, it generates electricity as the tyre deforms during each rotation.

Eliminate reliance on car’s battery
The engineers believe the Energy Harvester could lead to practical applications as a power source for sensors used in Tyre Pressure Monitoring Systems and other small automotive devices without drawing on electricity from the vehicle’s battery or electrical system.

The Energy Harvester is being developed as part of Sumitomo’s R&D programme to come up with technologies that target improvements in safety and environmental performance. The research project has now been selected by the Japan Science and Technology Agency as a Type FS Seed Project under A-STEP (Adaptable and Seamless Technology Transfer Program through Target-Driven R&D). Sumitomo Rubber Industries will now advance this research with support from the Japan Science and Technology Agency.

Feeling stressed? Your car can help change your mood!

The idea that going for a drive is a pleasurable experience isn’t always true. Much of the time, traffic conditions cause frustration and instead create stress. An unexpected jam due to roadworks or an accident can completely change the cheerful mood of a relaxing Sunday drive. One study suggests that 74% of us admit to feeling stressed or overwhelmed every day.

Understanding that this is not just unhealthy (bad for the heart) but can also have an effect on safety, Jaguar Land Rover (JLR) is researching new artificial intelligence (AI) technology to understand our state of mind while driving – and adjust cabin settings to improve driver wellbeing.

Monitoring the driver’s mood
The technology uses a driver-facing camera and biometric sensing to monitor and evaluate the driver’s mood and adapt a host of cabin features, including the heating, ventilation and air conditioning system, media and ambient lighting. The settings will be altered in response to the driver’s facial expressions to help tackle stress.

The mood-detection system will use the latest AI techniques to continually adapt to nuances in the driver’s facial expressions and implement appropriate settings automatically. In time, the system will learn a driver’s preference and make increasingly tailored adjustments.

Personalisation settings could include changing the ambient lighting to calming colours if the system detects the driver is under stress, selecting a favourite playlist if signs of weariness are identified, and lowering the temperature in response to yawning or other signs of tiring.

Rear passengers can benefit too
JLR is also evaluating similar technology for rear passengers, with a camera mounted in the headrest. If the system detects signs of tiredness, it could dim the lights, tint the windows and raise the temperature in the back, to help an occupant get to sleep.

The new mood–detection system is one of a suite of technologies that JLR is exploring as part of its ‘tranquil sanctuary’ vision to improve the driving experience. Designed to create a sanctuary inside each of its luxury vehicles, the company is exploring a wide range of driver and passenger wellbeing features, to ensure occupants are as comfortable as possible whilst ensuring the driver remains mindful, alert and in control.

Mood-detection software is the next-generation of Jaguar Land Rover’s existing driver tracking technology. The Driver Condition Monitor, which is capable of detecting if a driver is starting to feel drowsy and will give an early warning to take a break, is already available on all Jaguar and Land Rover vehicles.

Journey of the Corvette Stingray to mid-engine

Having a mid-engine layout was always part of Corvette’s destiny.

The all-new 2020 Chevrolet Corvette Stingray unveiled recently is the culmination of 60 years of mid-engine experimentation. While the eighth generation of the iconic sportscar marks a radical leap forward in terms of capability from the seventh generation, it also incorporates lessons learned from past engineering exercises such as the Chevrolet Experimental Research Vehicles (CERVs) I-III, the Aerovette and others.

Zora Arkus-Duntov, considered the ‘father of the Corvette’, first encountered early mid-engine vehicles in his youth, including the Auto Union Types C and D Grand Prix racing vehicles. Duntov had a wealth of propulsion knowledge and thrived as an auto racer and engineering consultant in automotive and aeronautics. He was attracted to GM by the original Corvette concept, which he saw at the 1953 Motorama in New York City.

Pursuit of mid-engine from the start
Duntov started working at GM in May 1953 and helped Chevrolet chief engineer Ed Cole turn his proposed Small Block V8 into a viable technology for Corvette later that decade. He became Corvette’s first true chief engineer and pursued the mid-engine layout through various concepts, including the CERV I, which debuted in 1960.

CERV I was outfitted with seven different engine combinations in its working lifespan, but its original engine, a Chevrolet Small Block V8, and its lightweight aluminium core are both modernized on the latest Corvette Stingray. Duntov described it as ‘a design without limit’ and an ‘admirable tool’ to instruct Chevy on ‘what to put in Corvette’.

In 1964, Duntov’s team debuted CERV II, which was envisioned as a challenger at Sebring, Le Mans and other races. With torque converters in the front and rear, CERV II employed the first-ever mid-engine 4WD system, for which Duntov held the patent.

The most recent attempt at a mid-engine vehicle was the 1990 CERV III concept, built in conjunction with Lotus Engineering to explore future levels of performance. CERV III, more of a road car than a track performer, was intended as a development vehicle to evaluate mid-engine structures. CERV III was powered by a 5.7-litre, 32-valve dual overhead cam Small Block V8 with twin turbochargers. It produced 650 bhp and 888 Nm of torque.

Drawbacks of a mid-engine layout
Duntov, who retired from GM in 1975, saw the mid-engine layout with the engine located ahead of the rear axle as the optimal configuration for weight distribution, excellent handling and forward visibility. Despite the layout’s innate performance benefits, its implementation in the scheme of mass manufacturing proved problematic.

The previous mid-engine Corvettes were relegated to concept status by issues including engine cooling difficulties, limited passenger and luggage space, loudness and the inability to produce a convertible variant.

Advances in development, aided by computer-assisted engineering and virtual reality, helped the current Corvette team carefully plot out the 2020 Chevrolet Corvette Stingray’s architecture. The engineers worked closely with designers to ensure that the vehicle’s form met all of the necessary performance benchmarks, while preserving the Corvette legacy. Having a mid-engine layout was always part of Corvette’s destiny.

Quicker shift times in future Kia/Hyundai hybrids with Active Shift Control

The beginning of the computer age in the 1980s saw the rapid development of electronic systems for management of many different functions in cars. This led to significant leaps in performance and efficiency as computers could calculate at thousands of times a second, making adjustments to match operating conditions precisely.

One area where such lightning-fast management was valuable was in the automatic transmission. The transmission control unit (TCU) worked with the Engine Control Unit (ECU) to coordinate gearshifts and as technology advanced, to eliminate the parasitic power losses.

Optimizing transmission efficiency
Now the Hyundai Motor Group has developed the world’s first Active Shift Control (ASC) transmission technology for future Kia and Hyundai hybrid models. The innovation optimizes transmission efficiency by monitoring the rotational speed of transmission with a sensor installed inside the electric motor at 500 times per second to quickly synchronize the rotational speed with that of engine.

ASC applies new control logic software to the Hybrid Control Unit (HCU), which then controls the electric motor to align the rotational speeds of the engine and transmission to reduce gearshift time by 30%. With the synchronization, shift time is reduced from 500 ms to 350 ms, increasing smoothness.

“The development of world’s first ASC technology is a remarkable innovation which incorporates precise motor control to automatic transmission,” said KyoungJoon Chang, Vice-President and Head of Powertrain Control System Group of Hyundai Motor Group, “It will not only save fuel but also provide a more fun driving experience for our customers.”

*Development of the ASC technology is completed and is ready to be used in future Kia and Hyundai hybrid models.*

Independently developed control logic software
Conventional hybrid vehicles do not have torque converters to further improve fuel economy as torque converters lose energy during the process of transmission. Although fuel efficient, such a system also requires longer shift times to ensure smoother gear changes.

ASC technology allows the hybrid’s electric motor to also take control of gearshifts by applying new software logic to the Hybrid Control Unit (HCU) to mitigate issues with slower shift time. This not only improves a hybrid vehicle’s acceleration performance and fuel economy, but also durability of the transmission by minimising friction during gearshift.

Soon, your car will have an airbag on the outside as well [w/VIDEO]

Although the first regulation regarding mandatory fitment of airbags was introduced in the USA in the mid-1970s (but never actually adopted), it was only in 1980 that the world’s first airbag system was installed in a production model – the Mercedes-Benz S-Class. Since that time, airbags have undergone technological advancements to increase levels of protection for the front passengers.

Initially, the focus was in frontal collisions and much development was on the two airbags at the front. Then airbags were added to the sides, either at the seats, in the doors or deploying like curtains over the window openings.

The importance of providing protection at the sides cannot be understated. Studies in Germany show that side impact collisions are among the most dangerous type of road traffic accidents, accounting for nearly 700 deaths per year and nearly a third of all occupant fatalities.

Side airbag installed externally
To enhance the existing side airbag systems installed in many cars, ZF has developed a new pre-crash safety system (still in prototype stage) which uses an external side airbag deployed milliseconds before a collision. It provides an additional lateral crumple zone, which can help save lives and reduce occupant injury severity by up to 40%.

To make this possible, ZF has networked the airbags to the vehicle’s sensor systems and developed algorithms that are capable of determining if a crash is imminent and decide whether or not to deploy the airbag.

ZF is currently the only company to provide the full spectrum of integrated vehicle safety technology – from sensor systems, algorithms, and control units to active and passive actuators. “Our deep understanding of the entire ’see. think. act.’ process enables us to conceptualize and realize integrated vehicle safety solutions such as the new pre-crash safety system,” explained Uwe Class, Head of the Safe Mobility Systems department within ZF’s Advanced Engineering team.

Recognition to deployment – in the blink of an eye
The biggest challenge in the development of this system was reliably recognizing an unavoidable collision and deploying the external side airbag before the collision takes place. The system has approximately 150 milliseconds to make the decision to deploy the airbag and fill it – roughly the amount of time it takes a person to blink.

The vehicle’s sensors first have to identify a potential impact quickly and accurately. This is possible with connected cameras, radar and lidar. Algorithms within the system software decide whether or not a collision is unavoidable and the deployment of the airbag is both possible and beneficial. If these decisions are all affirmative, the system ignites the inflators to fill the airbag.

The airbag, which has a capacity of between 280 and 400 litres (5 to 8 times the volume of a driver airbag) depending on the vehicle, then expands upwards from the side sill to form an additional crumple zone in the door area between the A and C pillars.

In a side impact collision, the occupants on the side of the impact are at particular risk of serious injuries in the chest area if the passenger cabin is severely deformed. The ZF pre-crash safety system can reduce the penetration of the intruding vehicle by up to 30%, helping to significantly reduce the occupants’ risk of injury.

Volkswagen still sees enough demand for the manual transmission to develop a new one

Depending on which segment of the car market you look at, manual transmissions are diminishing in popularity and some carmakers have even stopped offering them. The two giant markets of North America and China see more vehicles with automatic transmissions being sold each year but in Europe and other regions, there is still healthy demand for what is also referred to as the ‘stick shift’.

Until the 1980s, when electronics started to be used to manage automatic transmissions, they were seen as being a hindrance to performance. American drivers liked them as they worked fine with the big engines but on smaller engines, they took away the zip and worse, caused higher fuel consumption. So many motorists maintained the idea that if you wanted to have better fuel economy and you wanted to enjoy driving, stay away from an automatic.

Small number of innovations
The manual transmission has not evolved much since it is a simple unit. From the 1970s onwards, additional gears were added although five has been pretty much the norm for some time. There have been some innovations, a notable one being the TREMEC 7-speed transmission in the Chevrolet Corvette with its 1-4 ‘skip-shift’ strategy to improve fuel economy. Rev-matching technology, which first appeared in the Nissan 370Z, is another advancement that helped less skilled drivers enjoy shifting like a pro.

Although automatic transmissions have been the subject of much improvement and technological advancement, it appears that companies like Volkswagen have not stopped trying to make manual transmissions better. The numbers must still make commercial sense for the engineers to get money to work on them.

New gearbox can reduce CO² emissions, raise efficiency
Recently, the carmaker announced its new MQ281 state-of-the-art manual gearbox which has better operating efficiency and is claimed to reduce carbon dioxide emissions by up to 5 gms per kilometre. The new Passat is the first model to be equipped with the MQ281, and this will be followed by almost all models of the Volkswagen Group.

*Latest Passat will be the first to have the new 6-speed manual transmission option in some markets.*

The trend towards vehicles from the SUV segment with large-diameter wheels places high demands on the gearbox. “With the MQ281, we have developed a highly efficient manual gearbox that reliably meets these demands – and is soon to be introduced into a number of vehicle classes in the volume segment,” explained Helmut Gobbels, Head of Manual Gearbox and Four-Wheel Drive Development at Volkswagen.

The MQ281 has a torque spectrum of 200 to 340 Nm, which means it completely or partially supersedes the current Volkswagen gearbox designs with the internal designations MQ250 and MQ350 respectively.

It is based on a 2.5 shaft concept and boasts a high gear spread of maximum 7.89. On the one hand, this guarantees good driving off performance – even for heavy vehicles with large wheels – and facilitates, on the other hand, ‘downspeeding’, which is (fuel-saving) driving in high gears with low engine speed.

*New MQ281 manual transmission will be used in many models in the Volkswagen Group in coming years.*

New oil conduction system
Development of the new gearbox focussed primarily on improving efficiency. “Here we employed virtual development methods,” said Gobbels. “This enabled us to design a completely new oil conduction system. Using a variety of oil conduction measures, we are able to achieve a uniform and optimum lubrication of gear wheels and bearings, reducing the amount of lifetime oil required to just 1.5 litres.” To further reduce friction, a bearing concept adapted to the gearbox was developed. The design used friction-minimised bearings with low-contact seals.

Material use and its distribution for the gearbox housing was also optimised. With the aid of a further virtual development tool, a strength-optimised housing structure could be designed. The new housing supports the noise requirements of today (avoidance of undesired secondary noises) and therefore ensures improved driving comfort through less audible and noticeable vibrations in the vehicle.

The Volkswagen Group, with its huge production volumes, is one of the few carmakers that can afford to make its own transmissions, rather than source them from specialists like ZF or Aisin Seiki. It will be produced at two locations – Barcelona in Spain and Cordoba in Argentina.

*The only time Volkswagen model officially sold in Malaysia with a manual transmission was the Polo GTI in 2008.*

Don’t expect it in Malaysia
It’s unlikely that we’ll get officially-imported Volkswagen models with the new manual transmission in Malaysia. In fact, since the carmaker got into marketing activities about 15 years ago, only one model has been offered with a manual transmission and that was a Polo GTI 1.8. As most other companies have concluded, there is just insufficient demand for manual transmissions in this market. One company importing a small hatchback from Thailand had to stop doing so when the factory said that the volume taken was so low that the price would be higher than for the automatic variant.

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R&D

Red Cross Experts Push New Land Rover Defender Prototype To The Limits In Desert Testing

New airbag concept from ZF can reduce injuries from side-on collisions

In future, even window glass can be ‘intelligent’

Goodyear returns to international sportscar racing

“The nature of the races (varying from 4 hours to 24 hours) mean tyre choice and strategy are critical and it provides a motivating challenge for our technology team in our European innovation centres ahead of exploring other racing opportunities for the brand.”

Ben Crawley – Director Goodyear Racing EMEA

The tyres on your car may generate electricity in future!

Feeling stressed? Your car can help change your mood!

Journey of the Corvette Stingray to mid-engine

Quicker shift times in future Kia/Hyundai hybrids with Active Shift Control

Soon, your car will have an airbag on the outside as well [w/VIDEO]

Volkswagen still sees enough demand for the manual transmission to develop a new one

DRB-HICOM And Geely Sign Agreement On Development of Automotive Hi-Tech Valley (AHTV)

More Advanced Honda SENSING Systems With Enhanced Capabilities Being Developed

Ford Headlight Tech Helps Keep Drivers’ Eyes on the Road

50th anniversary of the Pininfarina Wind Tunnel which has shaped car designs by air

Hyundai Motor Group and Michelin to collaborate on EV tyre innovations

Hyundai Motor Group starts pilot autonomous car-hailing service with IONIQ 5 in Seoul

Using brainwaves to change the colour of your car!

The Honda VTEC Story

VR technology revolutionises design processes at Hyundai Motor

VISION EQXX does 1,000 kms on a single charge!

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