Early materials and subsequent changes

Wood used in conjunction with fabric has been referred to already and was the construction of the bodywork of many cars in the 1920s before its replacement by steel. For outer panels this was of fairly thick gauge between 0.9 and 1.00 mm and
much of it destined for the UK Midlands car plants was produced in the South Wales steelworks in ingot cast rimming or stabilized grades (Chapter 3). The rimming steels could be supplied in the ‘annealed last’ condition for deeper drawn internal parts but
for surface critical panels a final skin pass was essential to optimize the paint finish.
For complex and deeper drawn shapes the more expensive stabilized or aluminium killed material was used which conferred enhanced formability. Gradually a change took place – due to weight and cost reduction studies the average thickness of external panels reducing progressively to 0.8 mm in the 1950s/1960s and to the current level of 0.7 mm in use today for the production of the body of unitary construction shown in Fig. 2.1. Internal parts for structural members range from 0.7 to 2.0 mm, the scope for downgauging over the years being limited by stiffness constraints. Therefore although the thickness of strength related parts such as
longitudinal members can be reduced by utilizing high strength grades on the basis of added impact resistance, as rigidity is a major design criterion, and the elastic modulus of steels is constant throughout the strength range, opportunities for substituting lighter gauges are limited. This situation can, however, be improved by use of adhesives or peripheral laser welded joints and examples of the use of these techniques are
given later in this chapter and in Chapters 4 and 6. Although not introduced until 1948 the Land Rover provides a good example of a modern vehicle with a chassis of two standard lengths serving a myriad of agricultural and military purposes. Although answering the rugged off-road requirements of the 4 × 4 vehicle virtually any type of body shape could be tailormade and constructed without the need for a dedicated higher volume facility. When steel was difficult to obtain in sheet or coil form in 1948 the underbody frames were produced by welding together strips of steel cast off remnants and aluminium was used for many body
panels.



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  • Materials for Automobile Bodies
    Geoff Davies F.I.M., M.Sc. (Oxon)


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  • 2:45:00 PM

    The fastest, most expensive

    BMW’S EFFICIENTDYNAMICS CONCEPT HEADS TO PRODUCTION AS A SCREAMING SUPERCAR—ONE EVEN
    ENVIRONMENTALISTS CAN EMBRACE.

    BMW’S STRIKING VISION E cientDynamics concept is headed for production in late
    2012 or early 2013 as a 450-hp, twin-turbocharged halo for the company’s new environmental initiative. Theoretically at least, the production car, which may be badged M100 (shown here as an artist’s interpretation based on spy photos), has
    what it takes to eclipse its most serious rivals. Extensive computer simulation
    suggests that it will outpace the Mercedes-Benz SLS AMG, the Audi R8 5.2, and the Porsche 911 Turbo. Power will likely come from the twin-turbo in-line six that’s being cooked up for the next M3 and will be transmitted to the rear wheels via a dual-clutch automatic transmission.
    How can such a car be considered at all environmentally sensitive? Well, it will
    be available in slightly tamer, greener form, tentatively dubbed the i100
    ActiveHybrid. More important, though, the new sports car scores green points by
    sharing its platform and composition with Project i, BMW’s ambitious range of
    minicars. In fact, the i100 and the M100 are a big reason why Project i needed to have a rear-mounted engine and rear-wheel drive. By moving the engine as close as possible to the rear wheels, BMW’s packaging wizards created something most
    sports cars cannot o er: two usable, if not quite commodious, rear seats. Access to the second row shouldn’t be a major issue, as the production car will feature the gull-wing doors from the 2009 Frankfurt show concept car. To stow a limited quantity of luggage, the top-hinged rear window lifts up. A second cargo receptacle can be found in the nose of the vehicle.
    Like other Project i variants, the sports car consists of a carbon-fi ber passenger
    compartment fi xed to an aluminum chassis. While the M100 will be rearwheel drive only, the i100 will feature an electric motor at each wheel, in addition to a smaller gas engine. What that engine will be is still up in the air. The engineers
    seem to favor a new 1.5-liter turbocharged three-cylinder, but top management,
    fearful that sports car buyers will shy away from such a small powerplant, may
    still tip the scales in favor of a turbo four-cylinder.
    Altogether, the i100 should put out nearly 300 hp and 300 lb-ft of torque.
    Lithium-ion batteries to power the electric motors will be tucked away in the
    center backbone and near the fi rewall. The plug-in hybrid version of the i100 is
    said to o er a zero-emissions driving range of ten to thirty miles, depending
    on conditions. The M100 ditches the batteries and front motors but will still get an
    electric boost via supercapacitors.
    The supercapacitors, which are smaller and lighter than batteries, can store surplus energy from regenerative braking and then send it to the rear wheels to
    support full-throttle takeo and passing maneuvers.
    The M100 should be the fastest M car ever. In all likelihood, it will also be the most expensive. Prices are expected to start at about $225,000, with the i100 coming in at a more reasonable, but still very dear, $125,000 or so. AM


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  • by GEORG KACHE



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  • 10:44:00 PM

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