Windy and hot.

The North American International Auto Show in Detroit shoveled a lot of snow and new vehicles in January. The Chicago Auto Show--held at the spacious and attractive (just ask Bill Ford who mentioned it four times) McCormick Place--had far fewer introductions, and being Chicago in February, snow. The vehicles and concepts that debuted at the Chicago show, however, suggest the bruising battles taking place in the market will only get tougher.

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Name: 2005 Toyota Tacoma X-Runner

Vehicle Type: Mid-size pickup

Reason for Being: To solidify Toyota's position in the entry-level pickup market.

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Engineering Aspects: Compared to the current Tacoma, the 2005 model rides on a wheelbase more than 5-in. longer, a track that is 4-in. wider, and has 4.5-in. more shoulder and hip room. The bed is covered in composite inner panels, and X-Runners will have auxiliary power ports mounted in the bed walls. Four doors will be standard, as will ABS brakes. Side curtain airbags and vehicle stability control will be available as options.

Also Know This: The X-Runner is the performance truck in the lineup, and rides on an exclusive "X-braced" reinforced frame. Tires are 18-in. 45 series performance radials on aluminum wheels. Power comes from a 4.0-liter V6 producing 240 hp, with the option of a TRD supercharger--good for at least 60 hp--available from the dealer. It undercuts the unblown motor's 0-60 mph time by more than one second.

Name: 2005 Hyundai Tucson SUV

Vehicle Type: Compact SUV 

Reason for Being: By placing Hyundai square in the small SUV fray, the inline four or V6-equipped Tucson takes entry-level pressure off the larger Santa Fe, and lets Hyundai move that SUV into the segment mainstream.

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Engineering Aspects: The base engine is the Beta 2.0-liter four-cylinder producing 140 hp and 136 lb-ft of torque. It is mated to a standard five-speed manual or optional four-speed automatic. The optional 2.7-liter V6 has 173 hp and 178 lb-ft of torque, but is mated only to the automatic transmission. Both powertrains are available in either front- or all-wheel-drive. Suspension is independent all-around with MacPherson struts up front and struts with multiple links in the rear. Four-wheel disc brakes are standard, but ABS is optional.

Also Know This: The Tucson rides on a 103.5-in wheelbase, is 170.3-in. long, 70.7-in. wide, 66.1-in. tall, and has 102.6 [ft.sup.3] of passenger volume. Weight ranges from 3,240 lb for the base four cylinder to 3,548 lb for the top of the line V6.

Name: 2005 Dodge Dakota 

Vehicle Type: Mid-size pickup

Reason for Being: To fill the gap between small entry-level pickups and more expensive full-size pickup trucks.

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Engineering Aspects: The new frame is fully boxed and has hydroformed octagonal frame tips for better energy absorption. A total of four frame assemblies cover all Dakota configurations, and all use the same side rails because all have the same 131.3-in. wheelbase. The 2wd and 4wd versions share the same basic front suspension modules with short and long arms and coil-over dampers. Both drive configurations have the same ride height, reduces in-plant complexity, and gives greater tuning flexibility. A 3.7-liter V6 mated to a six-speed Getrag manual transmission is the standard powertrain, and the optional 4.7-liter V8 comes is standard and high output versions. The Dakota can tow 7,000 lb and has a gross combined weight rating of 11,500 lb.

Also Know This: The 2005 model is 3.7-in. longer--mostly ahead of the front axle--to provide better crash performance. It's also 2.7-in. wider, and has available six-passenger seating. It's the first mid-size to offer heated cloth seats.

Name: Kia Mojave Concept

Vehicle Type: Mid-size pickup

Reason for Being: To siphon off more money by competing in the pickup segment, and give domestic engineers and product planners sleepless nights.

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Engineering Aspects: The Mojave is built on a modified Kia Sorrento SUV frame, and was designed in Korea but refined in California. It's powered by a 3.8-liter V6 with forced induction that gives 240 hp, and drives through an automatic transmission. The rear window flips up, and the cargo bed wall moves forward to increase bed length from 71-in. to 86-in., but even Kia officials admit this idea will never see production. Mojave sits on a 130-in. wheelbase, is 76-in. wide, 70-in. tall, and 210-in. long. Kia claims it doesn't have the capacity to build the Mojave. (Sure.)

Also Know This: The Sorrento and Mojave are on parallel tracks, with the pickup set to arrive within 18 months after the SUV's redesign in 2006. By this time Kia will have solved the production problem whether through the addition of capacity in North America (to avoid the "chicken tax" tariffs on foreign pickups), or the elimination of this tax. Despite the denials from Kia, this vehicle--with a flatter, taller windshield, more Sorrento-like interior, and other modifications--is undoubtedly on its way. And our sources say the shape, size, and no-gap transition from the bed to the tailgate when the latter is lowered are on the production model.--CS

HIGH-STRENGTH HYDROFORMING 

Compared to low carbon steel, high-strength steel (HSS) can take less strain before fracturing and cannot be bent as severely, which makes hydroforming HSS tubes nearly impossible. Vari-Form (Warren, MI) has solved this problem through pressure sequence hydroforming. Rather than hitting the tube with a blast of high-pressure water, the new method pressurizes the inside of the tube to 1,000 psi before the hydroforming die is fully closed. This eliminates the friction between them by pushing the tube into the die. The pressure is then increased to 6,000 to 7,000 psi to form the part. Regular hydroforming would take pressures of 25,000 psi, and cause cracks to form.

For Making Molds

Looking for new equipment for making molds? Haas Automation (Oxnard, CA: http://www.HaasCNC.com) has just launched a vertical machining center with a 12,000-rpm inline direct-drive 40-taper spindle and a high-speed control with full look-ahead to handle the task. The VM-3 has massive cast-iron construction, high-precision linear guides on all axes, high-speed brushless servos, fine-pitch ballscrews, and high-resolution digital encoders. The machine has a 54 X 25-in. cast-iron table that has a maximum weight capacity of 4,000 lb. The work envelope is 40 X 26 X 25 in. The tool changer accommodates 24 tools (in addition to the one in the spindle); tool change can be accomplished in 2.8 sec.

All of which can add up to accurate molds made fast.

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RAPID MOVEMENT IN EYE-TRACKING

Last year when we wrote about eye-tracking systems that can help detect drowsiness and prevent accidents ("Hey! What're You Looking At?" AD & P, August 2003; http://www.autofieldguide.com/articles/080308.html), the estimate given for market introduction was "two to five years." That may be right on the money. At the 2004 Consumer Electronics Show, Delphi displayed a drowsiness detection system that system engineer Tim Newman says could be in the aftermarket as soon as 2005, and as an OEM option in 2006. The system consists of three components: an infrared light unit that is trained on the driver's face; a CMOS (complementary metal-oxide semiconductor) imager that takes pictures of the eyes to determine the percentage of closure; and an electronics module housing a digital signal processor that plugs into the serial bus behind the dashboard. Newman says that Delphi has refined software algorithms to compensate for problems like shadows and light variations that can lead to false readings, and describes the current level of technology as "rock-solid, if not quite production ready." Given that research shows that an average eye closure of only 5% indicates someone is too drowsy to drive, implementation of this particular system probably can't come too rapidly.--KEW

WAMBLING THROUGH 20TH CENTURY DESIGN

Some of the best criticism ever written about automotive design I've ever had the opportunity to read was not penned by an automotive insider (e.g., designer, editor, engineer, executive, pundit) but, rather, by a man who was an architectural critic, Reyner Banham. To wit:

"The technical history of the automobile in a free market is a rugged rat-race of detail modifications and improvements, many of them irrelevant, but any of the essential ones lethal enough to kill off a manufacturer who misses it by more than a couple of years."

Banham actually wrote that in 1955, so the couple of years is probably reduced, now, by one. The British-born author also wrote, in that piece, "Vehicles of Desire" (contained in A Critic Writes: Essays by Reyner Banham; University of California Press), "The next time an open 'Caddy' wambles past you, its front chrome-hung like a peral-roped dowager, its long top level with the ground at a steady thirty inches save where the two tail-fins cock up to carry the rear lights, reflect what a change has been wrought since the last time any architect expressed himself forcibly on the subject of the automobile"--think about the last time you saw a Cadillac that looked like that.

If you're not familiar with Banham (perhaps the title of one of his books may ring a bell: Theory of Design in the First Machine Age) and you have an interest in design, a good place to start is with Reyner Banham: Historian of the Immediate Future by Nigel Whiteley, which is now out in paperback (The MIT Press; $22.95). The heavily illustrated book looks at various themes that Banham pursued (the man even essayed the potato chip bag--"crisps," in his parlance) and includes good chunks of the man's prose.--GSV

MORE APPLIED ADHESIVES?

Is there the possibility for increased adhesive bonding applications in automotive assembly? "Yes," according to the people at Henkel Loctite Corp. (www.loctite.com/auto). Apparently, one of the issues that has limited the use is that there has been no really reliable way of knowing precisely just how much adhesive is being applied. A consequence of this lack of information can be the use of too much adhesive, which is wasteful. A solution to this is the Loctite Fluid Waveform Analyzer. This hardware/software package permits real-time monitoring of the operation. Through signature and statistical analysis of the monitored data, the system can determine whether the adhesive system is operating as required, or if there are, say, a broken nozzle, air bubbles, or another problem in the application. That way, any problems can be detected fast and the necessary adjustments can be made. Consequently, there can be greater assurance of things going right.

HUSH!

Buick hopes the only noise buyers hear from the 2005 LaCrosse comes from word-of-mouth testimonials. A cousin to the Pontiac Grand Prix, the LaCrosse replaces both the Century and Regal in Buick's lineup, and is the first of what GM promises to be many revisions to the division's offerings. Here's how Buick engineers reduced interior noise:

A: Laminated windshield and front side glass reduces noise 2.9 dB at the driver's ear.

B: Collins & Aikman supplies the ACT fiber sound-absorptive carpeting. It works in conjunction with three-layer water/acoustic door panels, 2.5 times the melt-on damping sheet used in previous mid-size Buicks, a Quiet Steel dash panel, an acoustic headliner pad, and a pad on the top surface of the instrument panel and rear parcel shelf. Expandable sealers are used in critical spots in the pillars and rockers, and balloon weather seals at the rearmost hood edges prevent engine noise from escaping toward the cabin. In addition, panel gaps are being kept to 3.0 mm on the hood and decklid, and 3.5 mm on the bodysides.

C: LaCrosse is the first GM front-drive car to use an equal-length exhaust from the manifold to the "Y" connection in back in order to eliminate half-order sound pulses. The base V6, a variant of the Series 3 3800 engine introduced in the 2004 Pontiac Grand Prix, receives a structural aluminum oil pan with an integral front engine mount, a direct-mount air conditioning compressor, and triple-layer exhaust manifold shields. The result is a powertrain that is 30% quieter and 32% stiffer than before. The optional 3.6-liter V6--which has 40 more hp and is shared with the Cadillac CTS--has composite cam covers that are 30% RIM polyester, and uses radial lip seals around the spark plug tubes as a way to diminish combustion noise.

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MONOLITHIC EXPANSION

Not only do increasingly strict vehicle emissions standards mean cleaner air, but for companies like Denso Manufacturing Athens Tennessee (DMAT), a supplier of catalytic converter components, it means more business. Hisao Oita, DMAT president, is currently overseeing a big expansion in his company's production of monolithic carriers (the highly engineered ceramic structures that are coated with the precious metals that neutralize exhaust emissions). DMAT began sintering and forming the parts from imported ceramic powder a year ago and will soon ramp up to a full annual capacity of nearly five million units. That's new capacity that didn't exist in the market before, but even so Denso says that it will be easily absorbed by the growth in catalytic converters, without coming out of any competitor's hide. Which is not to say that Denso is adverse to gaining market share. Oita reveals that his company plans to expand its worldwide market share in monolithic carriers from 5% in 2000 to 35% by 2010.

Denso is counting on its technological expertise in ceramic engineering to power that growth, and Oita and his staff lay out two key developments that they say give their company an edge. First, Denso has devised a way to reduce the wall thickness of the delicate ceramic grids coated with precious metals that are the guts of the monolithic carrier from 150 [micro]m to 50 [micro]m. Thinner walls mean less engine pressure loss and faster light off, keeping engine power up and emissions down. Second, Denso has developed a lattice of interlocking hexagons to replace the standard grid structure that reduces precious metal use 25% by more efficiently distributing the expensive materials.--KEW

FRESH AIR

Here we are in the midst of a presidential campaign. The prevailing levels of smarmy rhetoric are high and will only get higher as we move toward November. That it wasn't always thus, that there was a time not all that long ago when plain speaking trumped proclamations based on surveys of public sentiment, is evident loud and clear in When the Buck Stops With You: Harry S. Truman on Leadership by Alan Axelrod (Portfolio; $24.95). Whether you're a Republican, Democrat, Independent, Green, Whatever, you should find this book to be salutary. If you're a manager, you can get some really keen insights from the 33rd president as interpreted by Axelrod, who sets up small chapters that have a lesson, a quote or a passage from a book by or about Truman, and an explanation (e.g., "Lesson 22: Maintain Perspective; 'Nearly every crisis seems to be the worst one but after it's over it isn't so bad.'--Letter to his mother, August 12, 1945. "Thrust into the presidency by the sudden death of FDR in the midst of the greatest, most complex, and most destructive war in the history of humankind, Harry Truman had a right to feel overwhelmed, but he was well aware that he had no right to indulge that feeling...."). Highly recommended reading.--GSV

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COLOR COORDINATION

Who would have thought that American car makers are using colors more "grayed off" than the Europeans? Or that the Europeans were adopting brighter colors with larger metal flake particles so their vehicles appeared to be more outgoing, vibrant, and technical? That Australia, with its limited color palette, would be willing to try almost anything in order to make one maker's cars stand out from another's? And that China and Taiwan would support colors with pink and purple hues, while Japan moved toward darker greens and blues while adding sunset-like hues to its automotive color choices? Even South America, with its adventure-driven colors, has warmer, deeper, more vibrant choices than does North America.

"This is almost the opposite of what we saw five or even 10 years ago," says Lorene Boettcher, manager, Global Design & Color Marketing, Automotive Coatings at PPG (Troy, MI). "It's something of a surprise to see the U.S. color palette more subdued than the European, and the size of the flakes larger in their paints to make them stand out more." Boettcher and her team have created a color trend forecast divided among five major regions (North America, Europe, Asia, Australia and South America) that captures lifestyle trends in these regions and translates those into colors. "The regional differences are quite striking" she says, adding, "So the colors you see on imports, or would put on cars for export many times are colors keyed to the region in which they are to be sold."

Boettcher says there are no colors that are intrinsically "American" any more than there are colors that are "European" or "Asian." Often what drives the color shifts are demographics, and the lighting conditions within the region. "A muted color is not going to be found on a car where the sun is very intense, nor are you likely to find an intense color on a luxury vehicle--no matter the region."

In the 2007-2008 timeframe, blues will continue to increase in popularity, especially shades of denim for North America. Silver with contrasting color "washes" will extend its reach, with gold tones found on higher level vehicles. Green will continue to lose ground, though mixed with shades of blue, moss green, or even yellow or orange, it will cement its standing as a fundamental member of the vehicle color community. "It's a natural for crossover vehicles," says Boettcher. Silver, on the other hand, will continue to grow in popularity. "There's little question that silver will be strong into 2010," she says, "though it will move from the 'liquid metal' look of today to a family of silvers that are tinted to show more color, while neutralizing the 'beige' tones." In effect, silver will accent and add depth to primary colors.

PPG also is working on adding color to its spray-in pickup truck bed liner. Though Nissan's Titan is the first to apply this technology at the plant level, like Henry Ford's Model T it only comes in one color: black. That is about to change. "We have seen a lot of interest in color matching the bed liner to the exterior, or offering a contrasting complimentary color," says William Michael, director, Global Color Technology at PPG. "This includes offering the logo of sports teams in the bed liner for regional sales." And while that level of color coordination may be pushed out of the plant and into the dealership, altering the grain of the material could extend its use. "OEMs have expressed an interest in painting the body cladding of sport utilities and crossovers with this material--in the same or contrasting colors--and using different grain effects to differentiate models and segments," says Michael. "It would eliminate the need for a separate chip guard, without sacrificing paint protection."--CAS

COLOR BY NUMBERS

What's the most popular color for vehicles in North America? Silver. How about Europe? That would be silver. Brazil and Venezuela? Silver. Japan? Silver. That's according to the 2003 DuPont Color Popularity Survey. The results were calculated based on the number of vehicles manufactured in those locales. After first place, the palette is mixed. White in number two in North America, Brazil, and Japan. Blue is number two in Europe. It's red in Venezuela.

One of the things that color watchers focus on is the luxury segment. According to DuPont Automotive--which has been tracking color trends for more than 50 years--what goes on the high end tends to make its way to other vehicle categories as time passes. In the North American luxury market in '03, the number-one color was medium/dark gray, which accounted for 23.3% of the vehicles produced, up from a mere 7.2% in '02. "Medium-dark grays, enhanced with coarser metallic effects, retain the technical sophistication of silver while providing a sense of richness and value to differentiate new vehicle models from the mainstream," says Robert Daly, DuPont Automotive color marketing manager.

Silver, incidentally, dropped from first to second place in the North American luxury market: from 32.1% in '02 to 18.8% in '03. Daily observes, "Neutrals such as silver, white and black will always be major parts of the automotive color palette, but we can expect to see a wider range of color options in the near future. Newer models, such as the SUV/passenger car crossovers with their sculpted designs, can effectively use new treatments for neutrals or explore a range of high-chroma colors to create a strong vehicle identity."

DELPHI'S IN-DASH HARD DRIVE

Although this seems to be a run-of-the-mill automotive sound system faceplate, look closer. Ever see buttons labeled "Copy," "Delete," or "Folder" on a car's CD player? Clearly, this is no ordinary audio system. Rather, this faceplate belongs to a prototype in-dash hard drive unit developed by Delphi Corp. A cross between Tivo and an iPod, the 20 gigabyte unit can rip CDs and store them, play music from four different sources simultaneously and even pause live radio for an incoming phone call and pick up where it left off. Robert Schumacher, Delphi business line executive for Wireless, thinks that these features will make hard drives one of a handful of technologies that will catch on with car buyers. He predicts that within 10 years, 60 to 70% of cars will be equipped with hard drive units. Of course, the trouble with borrowing ideas from consumer electronics is that you end up competing with them. Case in point: one of the hottest accessories for the iPod is an attachment that allows you to play the portable hard drive via a car radio.--KEW

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SEVEN SPEEDS OR FIVE?

Kirk Kerkorian might think this is another example of Daimler's takeover of Chrysler, but DCX has introduced two new automatic transmissions, a seven-speed for Mercedes and a five-speed for Chrysler. The seven-speed is known as the 7G-Tronic and is slated for the VB versions of Mercedes' E-, S-, CL- and SL-Class vehicles. Designed to improve fuel economy by as much as 1.6 mpg, the new transmission can shave up to 0.3 seconds from 0-62 mph times while performing smoother shifts. It accomplishes this by increasing the overall ratio between the first and last gears, but decreasing the spread between gears. The 7G-Tronic also can skip gears for faster downshifts.

The five-speed, meanwhile, is slated for use in the rear-drive, Hemi-powered Chrysler 300C and Dodge Magnum RT, and is Chrysler's first five-speed automatic for passenger cars. Bearings almost completely replace bushings inside the gearbox, and oil spun off the rotating parts is sent through slots in the case to reduce friction. Also, the clutch pack has lubricating holes designed to promote quick transmission fluid passage, again to reduce friction. The transmission is built in Kokomo, IN, and is based on a Mercedes design.

THRIVING IN A LOW-COST WORLD

Half way through the tour of Tennessee Rand, a Chattanooga, TN-based supplier of automated welding and assembly cells, Don Peters, vp of Operations, pushes open a door and says, "I want to show you something." On the other side of the door is a steep, weed-covered hillside. That's all. "By next year at this time that hill will be a fully operational 200,000-[ft.sup.2] plant expansion," observes Peters. Despite the flat automotive market where there is a near-religious focus on being the lowest-cost supplier, the people at Tennessee Rand are taking a different tack. They are eschewing the lowest bidder approach and telling customers that if they want high quality and productivity they have to pay a little bit more. Tennessee Rand counts well-known first-tier suppliers like Johnson Controls, Visteon, Lear and Magna among its customers and has become the automation specialist of choice for Harley-Davidson, having provided all of the weld cells for the motorcycle maker's York, PA plant.

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The strategy works partly because Tennessee Rand focuses on cells that build complex components like instrument panel crossbeams, seat frame assemblies and entire motorcycle frames--things customers are more willing to pay a premium for. These cells require a lot of custom engineered and machined fixtures, all of which is done in-house with its design staff and a plant full of Mazak (Florence, KY) CNC machining centers. Peters' pitch to potential customers: since we have the know-how to do everything ourselves, we can offer a more glitch-free solution than competitors who make liberal use of outsourcing. This assertion has been proven out on more than a few occasions where Tennessee Rand was passed over for a contract because of its high bid and then later brought in to replace the original winner's inefficient equipment--in one case increasing output from 18 parts/hour to 28 parts/hour. Results like that have kept existing customers coming back, but Peters acknowledges that it's hard to convince new prospects to look beyond his higher up-front costs. Still, that soon-to-be ex-hill is testimony to the notion that the "go with the lowest bidder" mentality doesn't completely rule the automotive landscape.--KEW

IN CONTROL

The importance of electronic stability control (ESC) was brought home to me on a wet patch of asphalt in the middle of the Goose Creek Naval Weapons Station. The tarmac in question is part of a U.S. Border Patrol training facility and was apparently the only lightpole-free piece of pavement the folks at Bosch could secure near their plant in Charleston, SC. At the test site (reached by passing through a checkpoint manned by camouflage-clad soldiers sporting sidearms), I climbed behind the wheel of a Bosch ESP*-equipped BMW [X.sub.5] for my turn on the course.

First, I hit the hosed-down surface with the ESC deactivated. The Bosch engineer in the passenger seat said "Go!" and I mashed the accelerator until I hit 30 mph and could see a rooster-tail of water in the rear view mirror. Then without braking I made a sharp left turn, aiming the SUV directly at the crowd of onlookers. "Saucer-eyed with fear" would be overstating the reaction, but concern definitely crept across a few faces when I failed to significantly slow my progress toward them. By the time I did finally stop, the vehicle had arced out at least 50 ft. beyond where I began the turn. Had that maneuver occurred in traffic....

The second time around with the ESC activated, I carved a turn Michael Schumacher would have only been mildly embarrassed by. The sensors--wheel speed, steering angle, and yaw rate and lateral acceleration--quickly determined the situation and the ECU adjusted the brakes and throttle accordingly. It was transparent to me. Which may be why ESP's penetration may be limited in the market: in effect, it may be too good. "How do you explain ESP to people?" asks ESP marketing director Richard Golitko, "With ABS you can feel it when you step on the brakes, but ESP works so quickly and seamlessly it goes unnoticed."--KEW

* No, that's not a typo. While "ESC" are the officially accepted initials for all electronic stability control systems, Bosch calls its system "ESP" which stands for "electronic stability program."

TALKING ABOUT ELECTRICITY GENERATION

One of the issues related to hydrogen-powered fuel cell vehicles is obtaining the hydrogen that's turned into electricity by the fuel cell. After all, while hydrogen is the most abundant element in the known universe, that doesn't mean it's readily available. But that is not a problem at the Dow Chemical Company's Texas Operations in Freeport, which is Dow's largest integrated site in the world for chemical manufacturing: there are three major complexes, encompassing 75 plants, on 37 miles[.sup.2]. One of the offshoots of manufacturing such chemicals as chlorine, ethylene, and styrene is hydrogen. Presently, according to George Kehler, commercial manager-Fuels & Energy, Dow Hydrocarbons and Resources, the hydrogen is sold to industrial gas companies (interestingly, one of the applications it is used for is to remove sulfur from diesel fuel during refining) or it is burned in boilers, which is not the most-efficient use of the gas. So General Motors and Dow are cooperating on a multi-year program wherein GM will supply fuel cells to the Texas Operations so that some of the by-product [H.sub.2] generated will be used to create electricity. In phase one of the program, which was officially initiated February 10, including the ceremonial throwing of a switch by Dept. of Energy secretary Spencer Abraham and Texas governor Rick Perry, there is a single 75-kW fuel cell module installed in a truck trailer, the same fuel cell that's used by GM in its hydrogen-powered development vehicles that are running is places ranging from Washington, DC, to Tokyo. In the second phase, which will occur during the next year-and-a-half, there will be additional fuel cells brought to the site so that there will be a 2-megawatt capacity. Then, explains Julie T. Beamer, director, GM Fuel Cell Commercialization, by '06 GM will be providing fuel cells with a combined capacity of 35 megawatts, which would be sufficient to power 400 vehicles.

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Although the 35 megawatts is a non-trivial amount of electricity--it could power an estimated 25,000 homes--in the context of Dow Texas Operations, it is only a couple of percent of the 1,100 megawatts used on a daily basis. However, R.W. (Bill) Jewell, business vice president, Energy, Dow Chemical, points out that they perceive the program as a good learning experience. He notes, for example, "Fuel cells prefer perfectly pure hydrogen. A lot of hydrogen in the world is not perfectly pure. The technology of cleaning up hydrogen is of interest to us." On a global basis, Dow makes enough hydrogen for 1,000 megawatts of energy.

The reason why the first fuel cell module (and those that will be part of the second phase) is in a trailer is because of the amount of monitoring and test equipment deployed. Beamer explains that the purpose of the first two phases is to be "a cost-effective, accelerated durability-testing environment for our fuel cell technology." She continues, "They will not be running on a continuous power-generation cycle. We'll be simulating stop-start, acceleration, deceleration--the same test cycles that we're running in the labs in Mainz-Kastel and Honeoye Falls." In fact, these units will be remotely controlled from the Honeoye Falls, NY, GM facility.

Beamer admits that the distributed power setup at the Texas Operations is different than that which is necessary for mobile fuel cells. The packaging requirements and operating environments are completely different. But she points out that this is a unique opportunity that will help GM engineers find the ways and means to reduce the 10x premium that fuel cells currently have for light vehicle applications.--GSV

FAST FOLLOWERS?

When GM announced it would produce the Pontiac Solstice, and move from concept to production vehicle in 24 months or less, people in the industry were incredulous. When the Kappa platform on which it will be built drove on stage at the 2004 North American International Auto Show, they were dumbstruck--especially when it was suggested that a bone-stock Solstice will sticker for under $20,000. However, once GM is done churning out Kappa clones, the competition may be catatonic.

An active program to build a Saturn sports car is underway, and will include a convertible as well as a coupe, say sources, Complicating this program are two things: (1) the strong media and public interest in the Chevy Nomad concept, and (2) the lukewarm reception given the Saturn Curve concept. Though Saturn has the more pressing need for a low-volume (approximately 30,000 units/year) halo vehicle, the response given the Chevy Nomad may bring that project forward more quickly than planned. A variety of other Kappa-based vehicles are under study, including a smaller-than-CTS sports coupe for Cadillac, and a family of small crossover vehicles aimed at improving GM's light truck fuel economy should the government dramatically alter CAFE regulations in the 2006 to 2008 timeframe, as is expected.

Early reports show an increase in interest in scalable low-volume structures like the Kappa. One beneficiary of this interest may be Lotus. Its Variable Vehicle Architecture not only allows automakers to build low-volume vehicles for a reasonable selling price--under $30,000--it also supports rear-and four-wheel-drive and front and rear engine placements from the same basic component set. Lotus is designing two variants for an unnamed automaker, and expects to have them on the road in 2005. This may be just the beginning as supplier sources say that up to three study groups (reportedly one is American, one Japanese, and the last either European or Korean) have been formed in the weeks following the Detroit show to counter GM's potential niche vehicle onslaught. None of the teams are expected to start from scratch, increasing speculation that a relatively mature concept like Lotus's VVA may be used.--CAS

SLIDING TOWARD OBLIVION

Author Thomas Bonsall is no stranger to the pages of this magazine. Whether in his analysis of the Edsel debacle (AD & P June 2003, p. 26), or a discussion of the reason for the decline of the U.S. auto industry (http://www.autofieldguide.com/articles/110304.html), Bonsall combines thorough research, logical organization, and a straightforward style to give readers a clear understanding of the subject, as is the case in More Than They Promised: The Studebaker Story (Stanford University Press, $49.50). It is, perhaps, the clearest, most concise history of the company and its slide toward oblivion.

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By the time the Studebaker family entered the auto industry in 1902, it had been in the transportation industry since the mid-1800s, and was the largest vehicle maker in the world just 25 years later. (Many U.S. presidents have ridden in Lincolns, but Lincoln rode in a Studebaker.) Studebaker survived fires, strikes, one civil and two world wars, and more than its share of financial troubles. Yet the company's directors had the foresight to shift from wagon to automobile and truck production, and years later the U.S. government--concerned that an infirm and mentally confused Henry Ford might drive the company he founded into the ground-even considered forcing the Dearborn automaker to merge with the old hand from South Bend, IN. The arrival of Henry Ford II on the scene, and a shift of fortunes in favor of the Allies, put an end to any merger plans, however. And soon thereafter, Studebaker began its own descent into the turbulent waters that took its life in 1966, 114 years after its birth.

As Bonsall recounts, Studebaker's viability as an automaker ended within months of celebrating its 100th anniversary. Though the fall was not inevitable, it came with such swiftness and fury that it was beyond the ability and resources of the company to recover. It was not, as many claim, poor quality control that killed Studebaker. Bonsall shows how its vehicles were often better built than the competition's, though the 1953 models were problematic. Nor was Studebaker an unchanging, static, company. At many times in its existence, it attempted to break out of the mold and remake itself. Unfortunately, despite the best efforts of its management, none of these attempts succeeded. One major problem, however, was Studebaker's insistence on buying labor peace at any cost, which led to a productivity level much lower than that of Chrysler, Ford, or GM, and a cost base that demanded ever greater volumes and higher prices to stay profitable.

Despite criticism to the contrary, Bonsall contends that Studebaker profited from its decision to be the first domestic automaker to introduce new cars after World War II, but threw that all away with the 1953 lineup. In a move that can only be termed moronic, Studebaker built its sedans with a shorter wheelbase than its stunning coupes, making them look dumpy, tall, and narrow when compared to the competition. There was no shared metal between the cars, and no reason for this turn of events, though the structure from the "full-sized" Champion put Studebaker squarely into the hot compact market when restyled and rebadged as the Lark.

Other reasons conspired with these to drive Studebaker from the market, despite valiant attempts to rescue the ailing automaker, including a 1956 effort to get Ford to--how ironic--buy Studebaker. Bonsall shows that this business tragedy need never have happened. This alone makes this book a worthwhile read for anyone interested in the auto industry, and as a cautionary tale for those working in its remaining members.

CUSTOM CLUSTER. Ford's going psychedelic to get the under 25 crowd of car customizers interested in its retro muscle car. The 2005 Mustang will offer color configurable instrument cluster lighting that can provide up to 125 different backlight colors at the turn of a knob. Lit by six different colored LEDs that are filtered through light pipe fittings attached to the speedometer, tachometer and vehicle operation indicator panel, the cluster allows operators to change colors to suit their moods. Ford says the application on the Mustang will be a first for the automotive industry.

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