SAE MOMENTUM MAGAZINE

JANUARY 2010

The magazine for sTudenT memBers of sae inTernaTional速

2012 feB

the baja balance

how to combine heavy homework load with your cds team responsibilities.

is anyone out there?

calling all recruiters

embraer progresses on military program

toward first flight

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P111275

FEBRUARY

Vol 3 Issue 1

editorial 03 briefs student generation 02

FEATURE

04 electrochemical reactions

students from the department of automotive engineering at the ned university of engineering and technology build the first onboard fuel-cell vehicle of pakistan.

FEATURE

06 the baja balance

how to combine heavy homework load with your cds team responsibilities.

08 design contest winners nab internship at GM eight college students landed a paid internship at general motors’ design studio in warren, mi, by wowing industry designers online in an interactive design contest.

Momentum 02 2012

today’s engineering

sae networking

11 acura nsx concept sports new performance hybrid system, exotic materials

17 Kawasaki first among small-engine makers to get ‘certified-bySAE’ ratings

10 2013 mustang creates technology stampede

FEATURE

12 embraer progresses on clean-sheet military program 14 cat explores lightweight materials 15 low-cost focus for Lotus’ shrink-wrap concept

16 SAE International to host F1 in Schools National Finals

18 New website seeks to simplify CDS documentation, evaluation FEATURE

19 Calling all recruiters

lack of response to distributed resumes leaves many wondering, is anyone out there?

20

gear

Cover image courtesey of Sam Sadtler, Rochester University, mechanical engineering, class of 2011.

01

editorial

Foreign Students taking greater advantage of U.S. higher education

Much has been made of the decline in education in the U.S. In most surveys of reading, math, and science, U.S. student test results typically fall in the bottom half of early-education results for industrialized countries. Despite this early-education shortfall, the country’s higher-education institutions seem to bridge the gap to global educational excellence.

Evidence of this conclusion is that U.S. colleges and universities are attracting more international students. The positive news is that the country’s higher-education institutions not only continue to excel in attracting students from around the world, but also they are preparing U.S. students to succeed in an increasingly global environment.

Late last year, the Institute of International Education (IIE), in partnership with the U.S. Department of State’s Bureau of Educational and Cultural Affairs (ECA), released the Open Doors Report, which details the number of international students studying at U.S. institutions of higher education and the number of U.S. students studying overseas.

It’s interesting that engineering was the second leading subject studied in the U.S. by foreign students in the 2009-10 school year, representing 19% of the total. The most popular field of study was Business and Management at 22%.

The number of international students at U.S. colleges and universities increased 5% to a record 723,277 during the 2010-11 year, representing the fifth consecutive year of growth. There are now 32% more international students studying at U.S. colleges and universities than there were a decade ago, and women represent about 45% of the total number.

An increase in student numbers from China, particularly at the undergraduate level, largely accounted for the growth. Chinese student enrollment in the U.S. rose to nearly 158,000, or nearly 22% of the total, making it the leading sending country for the second year in a row. Students from India, the second largest group in the U.S., totaled nearly 104,000, representing 14% of all international students in the U.S. South Korea is the third leading place of origin, with more than 73,000 students making up 10% of the total.

California was the top host state and New York the top host city. After California, New York, Texas, Massachusetts, and Illinois remained the top five host states. For the 10th year in a row, the University of Southern California was the leading host institution, with 8615 international students in 2010-11. University of Illinois at Urbana–Champaign hosts the second highest number of foreign students (7991), with New York University a close third (7988). The rest of the top 10 were Purdue University, Columbia University, University of California– Los Angeles, Ohio State University, University of Michigan–Ann Arbor, Michigan State University, and Harvard University.

The Bureau of Educational and Cultural Affairs manages a range of academic, cultural, and other exchanges to increase mutual understanding and respect between the people of the U.S. and of other countries. ECA also manages the EducationUSA network of more than 400 advising offices worldwide (http://educationusa.state.gov/) for students who wish to study in the U.S. For international students wanting more information, visit www.exchanges.state.gov. U.S. students should take advantage of the world-class academic and cultural exchange opportunities afforded by the rich and diverse learning environments.

Kevin Jost

02

MOMENTUM, The Magazine For Student Members of SAE®, January 2012, Volume 3, Number 1. Momentum (ISSN 2152-4106) is published 6 times a year by SAE International® and printed in Mechanicsburg, PA. Annual print subscription for SAE student members in North America: first subscription, $10 included in dues; additional single copies $15. Prices for nonmember subscriptions are $30 North America, $50 overseas. Standard A Comail with a permit number of 1174 out of Harrisburg PA. POSTMASTER: Please return form 3579 to Momentum, 400 Commonwealth Dr., Warrendale, PA 15096. SAE 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 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. Copyright © 2012 by SAE International. The MOMENTUM title and logo are registered in the U.S. Patent and Trademark Office.

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Momentum 02 2012

SIEMENS PLM joINS ECoCAR 2 EFFoRT

Audi CMO Scott Keogh and Columbia University’s Mark Wigley attend Experiments in Motion.(PRNewsFoto/ Audi of America, Inc., David X. Prutting)

AUDI AND CoLUMBIA CoLLABoRATE oN ExPERIMENTS IN MoTIoN Experiments in Motion—a new research partnership between Audi of America and Columbia University’s Graduate School of Architecture, Planning and Preservation (GSAPP)—was conceived to identify new concepts in mobility and related design.

Led by Mark Wigley, Dean of Columbia’s GSAPP, the program will draw from global thought leaders from around the university, architecture and design professionals, and an expanded network of urban mobility experts from New York City and Audi. The Experiments in Motion program is part of the Audi Urban Future Initiative, a long-term initiative that brings together different visions on how mobility, urban living, and the role of transportation will change in the coming years.

“Experiments in Motion is the beginning of a new dialogue on mobility and represents a radical new way of collaboration between a corporation and a research institution. We are thrilled to partner with Mark Wigley and GSAPP, one of the most visionary schools of thought globally,” said Scott Keogh, Chief Marketing Officer, Audi of America. “At the same time, the program is designed to foster emerging talent and empower young, bright minds that will both shape the future, and live in it.” The Audi Urban Future Initiative aims to establish a dialog on the synergy of mobility, architecture, and urban development by means of the view into the future. Rooted in the belief that the current challenges of mobility can only be solved collectively and in an interdisciplinary way, it represents an essential part of the brand’s commitment to urban mobility as a whole and is designed to change both thought patterns and corporate culture.

For more information, please visit http://www. audi-urban-future-initiative.com.

MoMentuM 02 2012

Siemens PLM Software, a leading global provider of product life-cycle management (PLM) software and services, has joined General Motors and the U.S. Department of Energy (DOE) in sponsoring the EcoCAR 2: Plugging In to the Future program. Managed by Argonne National Laboratory, the EcoCAR 2 program aims to introduce energy-efficient technologies to help reduce the U.S.’s dependence on foreign oil. EcoCAR 2 requires students to explore a variety of powertrain architectures focusing on electrified vehicle technology. As a sponsor, Siemens PLM Software will provide in-kind software grants with a combined value of $476.1 million to the 15 universities across North America participating in EcoCAR 2. The grants will be made through Siemens PLM Software’s successful GO PLM program, which provides PLM technology to more than one million students yearly at nearly 11,200 global institutions, where it is used at every academic level—from grade schools to graduate engineering research programs. They will include NX software, the integrated computer-aided design, manufacturing, and engineering (CAD/CAM/ CAE) analysis solution, and Teamcenter software for digital life-cycle management.

B 03

briefs

vI-GRADE SUPPLIES FoRMULA STUDENT TEAM wITh SIMULATIoN SUITE

VI-grade GmbH, maker of products and services to bridge the gap between real-world testing and simulation, will provide the Formula Student (FS) team of Moscow State Technical University (MAMI) with VI-MotorSport, a software suite for system-level racing simulations to be used to optimize the setup of the team’s racing cars. The Formula Student MAMI team was founded in 2006 by a group of enthusiastic students with the support of MAMI’s international department. Within five years, the team built four Formula SAE cars and participated in five international Formula SAE competitions in Germany and Austria—and is now considered by many to be the best Formula SAE team from Russia. “We are working on the improvement of performance prediction of racing cars by means of CAE in designing, which would result in much higher efficiency in designing and lower risk of R&D. However, due to the capital and test site limitations, students’ trials on test-driving and adjusting were quite inconvenient and largely restrained,” said Vladimir Timonin, Faculty Advisor of the FS MAMI. “Fortunately, VI-grade is capable of assisting us to combine conception design and practical test driving, thus enabling our team to [pursue] optimum performance of our racing cars.” For more information about the software suite, visit www.vi-grade.com.

Students at Regensburg get assistance with LPKF project work. (photo: Regensburg University)

LPKF hELPS REGENSBURG wITh CLAMPING TEChNoLoGY

The Laser Welding Division of LPKF Laser & Electronics AG is providing some practical experience to around 40 mechanical engineering students at Regensburg University thanks to a recent cooperation agreement. Groups of participants are given an identical task to develop and evaluate clamping methods for the robot-assisted TwinWeld welding technique. The narrow focus provides a realistic production framework to develop solutions following two different basic approaches, and then present the results. The winners will be rewarded with a cash prize. The first step in this process had the students take part in a factory tour of the LPKF office in Erlangen, Germany, accompanied by their professors, one of which, Dr.-Ing. Stefan Hierl, was revisited his previous place of work. Before taking up his lecturing duties at the university, he was in charge of the Laser Welding Division. According to Frank Brunnecker, the current LPKF branch manager, “We highlight the fact that a job in the engineering profession is regularly associated with exciting challenges. At the same time, we are raising our profile at the university with the aim of attracting students to apply to us for employment when they have finished their degrees—as an active part of our endeavors to recruit qualified technical staff.”

Electrochemical reactions

student generation

04

Sponsor

FEATURE Students from the Department of Automotive Engineering at the NED University of Engineering and Technology build the FIRST ONBOARD FUEL-CELL VEHICLE OF PAKISTAN. Fuel-cell technology has the potential to change the world. Why? Because it’s a green technology and has better heat and power efficiency than the conventional internal combustion engine and other power generation sources.

The technology is not new to the world; it was invented by William Grove in 1839 based on the principle that was discovered by German scientist Christian Friedrich Schönbein in 1838. Later fuelcell technology was developed step by step and, in 1959, the Project Gemini space mission launched

by NASA was the first commercial use of a fuel cell. After this extensive research and development project, further work was carried out and is still in progress. Today, with energy and environment the main concerns of the world, this technology could lead the world to a new path.

So, what is a fuel cell and how does it work?

A fuel-cell system is an electrochemical device that converts chemical energy into electrical energy without undergoing combustion, thus providing for higher efficiency. In a fuel cell, hydrogen gas and oxygen react in the presence of platinum (catalyst)

Support

Thal Engineering

$4600

HinoPak Motor Pvt. Ltd.

Fabrication of body

NED University

Fuel-cell system

BOC Pakistan Ltd.

Hydrogen gas +$3000

NED Alumni of Southern California

$2000

to produce electrical current and water. The current output is used to operate different equipment and exhausted water is so pure it can be used for drinking purpose. This simple system has many complicated parts behind its smooth operation such as its control system, which is responsible for its high efficiency and low fuel consumption.

To lead Pakistan into this technology of the future for the automotive industry, Pakistan’s first fuel-cell vehicle, named Trike, was designed and fabricated by a group of five students from the Department of Automotive Engineering at the NED University of Engineering and Technology in Pakistan. The vehicle was launched at the international Shell Eco-marathon event held at Sepang, Malaysia, in July of 2010.

Strategy

The project was broken down into five main phases: 1. Study of competition constraints 2. Designing to those constraints 3. Design analysis on FEA 4. Parts procurement & fabrication 5. Test run The team spent three months in the planning phase, in which all the technical aspects of the project were covered. The main technical challenges were: 1. Sizing of the supercapacitor 2. Increasing the power of the fuel-cell system 3. Checking the strength of the body 4. Designing of the safety system

Momentum 02 2012

Fuel-cell vehicle layout and systems.

Because supercapacitors were new imports for Pakistan and no one knew about their sizing calculations, the team took on that responsibility and succeeded; for the other challenges, university professors provided their support.

After planning, getting sponsors was the next big challenge. The team was able to line up five of them (see table on preceding page).

vehicle layout

The Trike was made up of the of following major components: 1. Fuel-cell system 2. DC motor 3. Mass flow meter 4. Hydrogen cylinder 5. Supercapacitors 6. Hydrogen sensor 7. Safety systems 8. Wheels assembly Extra attention was paid to the safety system because hydrogen is very explosive and can cause critical accidents. The team designed a two-part safety system. The first element was a hydrogen sensor whose signal is used to shut down the vehicle when it detects any leakage. The second element is controlled by the driver and powered by an external battery independent of fuel-cell-system power.

Final race at Sepang F1 track

The Trike cleared the entire technical test in the Shell Eco-marathon Asia 2010, and after some finishing touches, the vehicle was on the track on final day of the race. There were only 10 fuel-cell prototype vehicles in the Eco-marathon, out of which only four could complete the track portion. The Trike was one of them, but unfortunately the safety system battery drained and stopped the vehicle on lap three. The achieved mileage was 1300 km/kg of hydrogen gas.

Further industry developments

Currently the U.S., South Korea, Japan, and Europe are investing huge sums on fuel-cell R&D to lower its cost and increase its efficiency. For instance, transit agencies have fuel-cell buses in regular passenger service in the U.S. and Europe, accumulating more than 600,000 mi (965,000 km).

Japan has planned to start its first phase of fuel-cell-vehicle commercialization from 2015 after the country builds out a hydrogen filling station network.

The Honda Clarity FCX is a famous fuel-cell vehicle from the country. Suzuki Motor Corp. has announced that the Suzuki Burgman scooter has become the world’s first fuel-cell vehicle to earn Whole Vehicle Type Approval in the European Union.

Three Mercedes-Benz B-Class F-Cell cars have circled the globe in 125 days. The purpose of this four-continent tour (Europe, America, Australia, and Asia) was to show off the vehicles’ capabilities. The automaker found 200 hydrogen filling stations it its trek across the globe. Each car traveled about 9000 km (5600 mi).

Some of the plus points for the use of fuel cells in automobiles are their partand full-load efficiency and working life without deterioration in efficiency. However, engineers and scientists are still working on some of the main limitations.

Currently the cost of a fuel-cell system is $63 per kW. A major cost contributor is platinum, which is used to facilitate the reaction between hydrogen and oxygen. For this purpose, different substitutes are under consideration, with a goal to lower cost by up to $30 per kW. A second major issue is the availability of hydrogen gas. In the U.S., California has established several hydrogen gas filling stations to highlight the technology’s practical application. Similar stations have been set up in Tokyo.

Khurram Sohail graduated from NED University of Engineering and Technology with a degree in automotive engineering. He is currently pursuing an MS from PNEC-NUST in Pakistan and preparing for his thesis on the ways to increase the thermal efficiency of the fuelcell system.

studenttion genera MoMentuM 02 2012

05

FEATURE

the baja balance

RIT Track Day 2011: RIT team members help the University of Rochester car out of the mud.

student generation

06

How to combine heavy homework load with your CDS team responsibilities.

When the suspension is designed but shocks have not been bought yet, or when it’s two days before the first competition and the drivetrain still has issues to be resolved, seeing your team captain take naps on foam pads becomes normal. Although the irreplaceable experience of being a part of a collegiate SAE team may possibly be one of the most rewarding experiences in your life, you will probably encounter a well-known dilemma among CDS team members: successfully balancing classes with extracurricular activities.

As a Baja member at the University of Rochester, I have found myself choosing between attending a competition and spending an extra hour revising a Spanish essay. Sometimes, turning in an assignment without asking for an extension seemed impossible. When I joined the team as a sophomore, I didn’t see this being a common problem among the upperclassmen in our club. It was as if I was the only one who hadn’t figured out how to make both the team and my school work fit into my life. However, after two years on the team, I finally learned the secret to turning Baja—which sometimes felt like a side career—into a manageable part of my schedule. The key to this predicament was nothing radical like I expected. Over time, tasks in Baja became like hobbies, homework sets became easier, and, depending on the homework group, even entertaining. Why? Because I was enjoying both.

Surprisingly, the skill sets required for being a successful team member and a successful student are similar. Various people, from teammates to advisors and professors, will tell you how to stay on top of everything while participating in an SAE collegiate team. Yet, until your responsibilities on the team become a passion, you won’t understand. The answer is motivation. With motivation, the hard work comes naturally, allotting time for activities and classes becomes habit, and adhering to your master plan becomes reality. These are the integral components of Momentum 02 2012

University of Rochester Baja SAE Team 2011. (Photo by Sam Sadtler)

Midnight mayhem in Louisville 2011: The University of Rochester team makes a repair to the car.

achieving the ideal balance, and if you find yourself wanting your team to win first place as eagerly as you want to maintain or reach that high GPA, then you might find the following tips helpful in reaching your goals.

Know yourself

First, it’s important to understand your abilities and limits. For instance, when I was in charge of designing and building our splash guard a year ago, I thought it would be simple. I would just build something to cover our gas tank and prevent spills. I soon realized that the task was slightly more complicated; I needed to take measurements and allow time for early testing and design modifications.

My biggest flaw was not gauging the amount of work I would have to invest. As a result, I did not finish the design I wanted on time, and I was scrambling at the last minute (on the competition grounds) to fix the design I settled on the morning before leaving our school. I now realize that knowing what you’re capable of, within a certain period of time, is crucial for being a good team member, as well as being a good student. And, if you like to try new methods (and engineers commonly do), then you will also need to anticipate and prepare for the times when your innovations do not succeed.

Plan ahead

When you are conscious of your weaknesses and strengths, you can plan ahead.

Teams from across the world will probably buttress my claim that Murphy’s Law is dominant in the design and building process—“anything that can go wrong will go wrong.” Unfortunately, this decree sometimes becomes more prevalent in the days leading up to competition time. Both in your CDS work and in your classes, be consistently aware of deadlines. Plan so that you can prevent as much chaos as possible in the end. If you lay out a plan of what’s coming up, there’s a greater chance that you’ll know ahead of time what can (and cannot) fit in your schedule.

Because you can’t compete alone

You can be finished with your specific SAE project, but if you haven’t conferred with your team, then you may as well not have done anything at all. The ability to consider others’ opinions and to welcome suggestions is sometimes taken for granted, but it is something that is helpful to you and the entire team.

Another value in teamwork lies in being able to ask questions. As a beginner, I learned the most about our tools, software, and vehicle by asking team members about their work. This sparked my interest in areas of the car I had no experience with, such as the suspension system, the brake system, and the body panels.

While it’s unlikely that a new member, or even a veteran member, will ever learn everything about a vehicle and its design, you should explore areas that interest you.

Additionally, you shouldn’t be afraid to ask your team for help. There were times while I was designing our brake pedal that I didn’t have enough information about the rest of the car to complete my own calculations. For example, I didn’t know the area of our piston in the master cylinder, and I had no idea how much force a human foot could exert on a brake pedal. After talking with team members and my advisor, my project went much more smoothly. Conveniently, these same strate-

MoMentuM 02 2012

gies can be applied to classes: Solicit and value the opinions of your classmates and professors, and don’t hesitate to ask for explanations or for help.

Enjoy the experience

Lastly, but most importantly, have fun. It’s sometimes difficult to stay committed to your homework and your responsibilities on an SAE team, but by being motivated and following some of the tips mentioned here, this could be the most amazing experience of your college life. You’ll build friendships, you’ll connect with other teams and companies, and you’ll feel proud of yourself at the end. When you’re doing homework early to allow for shop time on the weekend, you may lose yourself in the ambience of hard work and forget that what you’re doing is incredible. But not everyone has what it takes to fully devote themselves to such a demanding activity, so the fact that you’re investing time to fit it in your schedule and still pursuing your academic dreams is impressive. Moreover, the lessons and skills that you gain along the way are priceless. Push yourself to go beyond what you and others expect of yourself, and you’ll have the balance you need sooner than you imagined.

Susana Elizabeth Acosta is a senior at the University of Rochester in the Mechanical Engineering department, planning to graduate in May with a bachelor of science in mechanical engineering with a minor in Spanish. When she was on the Baja team, she served as Sponsorship Coordinator and took on building tasks (spill guard and brake pedal).

If she pursues graduate school, she’d like to study aerospace engineering with a focus on acoustics.

studenttion genera

07

GM’s David Lyon (front row center) is flanked by the winners of the first annual interactive design competition.

Cadillac’s exhibit booth at the 2012 North American International Auto Show in Detroit served as the backdrop for the awards ceremony.

design contest winners nab internship at gm student generation

08

Eight college students didn’t opt for a quick face-to-face interview at a recruiting fair as a way to gain job experience. Instead, they landed a paid internship at General Motors’ design studio in Warren, MI, by wowing industry designers online in an interactive design contest.

More than 300 design students from the U.S. and Canada entered the inaugural GM-Car Design News Interactive Design Challenge. The spring 2011-launched campaign invited students to create original exterior and interior designs for one of GM’s four brands (Buick, Cadillac, Chevrolet, or GMC).

Winners were announced on Jan. 10 during the second day of press previews at the 2012 North American International Auto Show in Detroit.

Throughout the competition, design contestants had opportunities to interface with mentors from GM as well as other automotive industry designers. The mentors offered critique and comments via a dedicated website, allowing entrants to improve their original submissions in interactive, social media fashion.

“This contest was really like a seven-month interview process,” said David Lyon, Executive Director of Global Design for General Motors. “This really was a complete design process that we were able to watch.”

Momentum 02 2012

The mentors and judges were GM designers as well as professionals from Dassault Systemes, a provider of 3-D and product life cycle management solutions; Faurecia, a supplier of seats, cockpits, and other automotive parts; and SRG Global, whose automotive portfolio includes front and rear end components as well as interior trim.

More than 6600 comments were posted to the competition website.

“There was a real cross-section to the type of work that we saw. Some of it looked very realistic and very feasible from a production standpoint.

And some of the work was pure art and flight of fancy,” said Lyon.

Judging criteria essentially focused on the student designer’s ability to demonstrate an understanding of the brand’s audience, the ability to communicate a visual message, and the ability to improve designs based on mentor feedback.

Competition mentor Dre’ Clemons, CATIA Design and Styling for Dassault Systemes Americas Corp., looked at designs from all the entrants but was especially intrigued by students who “were really involved, really engaged, and really cared about what we were doing. At Dassault, we see the future of design as being a more open and more collaborative process right from the beginning.”

Michael McGee, a third year student at Detroit’s College for Creative Studies, liked reading the comments posted about his “vacation in traffic” interior design concept that emphasized spa-like items and functions.

“Basically, the feedback was very constructive.

Having that feedback was definitely very beneficial for me,” said McGee, whose work netted him the win for best Buick interior.

Brook Middlecott Banham, who’s pursuing a master’s degree at CCS, knows firsthand what it’s like to interact with marketing representatives, senior designers, and other corporate executives. His work experience includes 10 years of freelancing as a designer of shoes and other products.

“As a designer, you have to be open to feedback—good and bad. You can’t take it personally.

It’s part of being a professional,” said Banham.

As a mentor, Faurecia’s Industrial Design Manager Olivier Boinais tried to help the student designers arrive at a design that was both artistically attractive as well as productionfeasible. Boinais was also a judge, a duty not shared by every other professional involved with the competition.

As a judge, Boinais looked at the designs “through the eyes of a customer” in addition to evaluating the entries in terms of how well a designer matched the needs expressed in the design brief.

The winners were selected from the three or four students on the short list of finalists in both the interior and exterior categories (see table).

Special recognition awards also were presented. Brandon Promersberger (Cleveland Institute of Art) received honors from Dassault Systemes, and Brook Banham (CCS) received accolades from Faurecia.

Kami Buchholz

MoMentuM 02 2012

Faurecia selected Brook Banham’s work as the best overall winner. Banham received an internship in the supplier’s industrial design department.

Buick interior

Michael McGee, College for Creative Studies (CCS) in Detroit, MI

Cadillac interior

Vitaliy Pankov, Gulf Coast State College in Panama City Beach, FL

Chevrolet interior

Yuxin Wang, CCS

GMC interior

TJ Edmison, CCS

Buick exterior

Luke Mack, CCS

Cadillac exterior

Jiyeon Ha, Art Center College of Design in Pasadena, CA

Chevrolet exterior

Colin Bonathan, Lawrence Technological University in Southfield, MI

GMC exterior

Shane Harbour, CCS

Colin Bonathan’s design for a Chevrolet exterior captured a victory.

studenttion genera

09

“It will hold the gear state until you change it, so you can bounce it off the redline if you like,” Ford Mustang’s Chief Engineer Dave Pericak said about the SelectShift Automatic transmission. The 2013 Mustang (Ford Shelby GT500 shown) marked its world debut at the 2011 Los Angeles Auto Show.

2013 mustang creates technology stampede

today’s engineering

010

A standard automatic transmission that holds the gear in manual mode operation until the driver shifts and an in-vehicle system for tracking linear and lateral acceleration take the 2013 Ford Mustang and its stable of variants into a new performance arena.

“We’re going to amp it up again,” Ford Mustang’s Chief Engineer Dave Pericak said about the sports car’s technology and styling changes.

The 2013 Mustang’s available 4.2-in LCD screen—positioned between the speedometer and tachometer—includes the debut of Track Apps, which lets the driver view various performance-related menus. Access to the menus is via a five-way button on the steering wheel.

Selection choices for Track Apps include a graphic that shows the car’s lateral g-forces, a mode that shows the stopping time and distance for speeds 100 to 0 mph and 60 to 0 mph as well as an acceleration timer mode.

The accelerometer for Track Apps measures acceleration in multiple directions and also is used to compute stopping and acceleration times, according to Pericak.

Compared to the 2012 Mustang, the 2013 version accents its road-hugging and aerodynamic attributes thanks to a reworking of the vehicle’s front end.

“The cooling was improved by increasing the open grille area on the front end of the car. Also, on the Boss [model] we added a removable faux fog-lamp cover, which further adds to the front-end airflow.

“Downforce on the front end of the car was improved by making sure the lower valence provided performance like a splitter. We used extensive aero-

dynamic modeling and physical wind-tunnel testing to make sure the aerodynamics—lift and drag—achieve target,” Pericak explained.

A new standard Mustang feature, SelectShift Automatic, gives the driver a choice of fully automatic or manual control of the gearshifts on the six-speed transmission.

“When in the SST mode, the gear state will be held until you push the shifter button up or down, except when the vehicle comes to a stop. If you were in first, second, or third gear before the stop, the vehicle will start in that gear.

“If you were in fourth or higher gear before the stop, it will downshift to first gear and then start in first gear. When the vehicle hits the redline, no automatic upshifting occurs. The [transmission] will only shift when manually requested. And, the only time a gear will not be granted is when a requested shift would take the engine above redline,” noted Pericak.

Mustang’s 5.0-L V8 engine will produce an estimated 420 hp (313 kW) as engineers adapted strategies from the high-output 444-hp (331 kW) engine that powers the Mustang Boss 302. The 2013 Ford Shelby GT500’s aluminum-block supercharged 5.8-L V8 will put out an estimated 650 hp (485 kW) and 600 lb·ft (813 N·m), which will make it the most powerful production V8 to date.

Technical specifications and other details about the engines will be released closer to the vehicle’s launch.

A new option package is being offered exclusively on GT Mustangs with a 3.73:1-ratio rear axle and manual transmission. This GT Track Package includes an engine oil cooler, upgraded radiator, performance friction brake pads, and the same Torsen differential used on the Mustang Boss 302.

Hill start assist—a feature available on the F-150 and other Ford vehicles—makes its debut on manual-transmission-equipped 2013 Mustangs. The car will remain stationary on an incline with brake pressure in the braking system for up to 2 s after the brake pedal is released.

Mustang’s exterior design cues include body-color rocker panels, a more pronounced grille, new hood with functional engine heat extractors on the GT model, standard HID headlamps on V6 and GT cars, as well as new signature lighting with two individual LED bars emphasizing the headlamps, and three LED ropes shaping the three-bar rear lights.

Another new-for-2013 feature is seen when the door-unlock button is activated.

That triggers projection light to cast the Mustang’s pony emblem onto the ground.

Kami Buchholz

Momentum 02 2012

Acura NSX Concept’s

big debut

Judging by the ovation from a usually stoic mediafilled audience, the Acura NSX Concept is undoubtedly one of the stars of this year’s North American International Auto Show (NAIAS) in Detroit. The reveal of an Acura supercar successor has been anticipated since production of the NSX ended in 2005.

Not a lot of technical details are available yet for the next-generation NSX, and the supercar’s engineers are not being made available for interviews until the program is further along. But Acura did announce (again to cheers from the audience) that the car’s development will be led by its R&D team in the U.S. and built at a yet-to-benamed plant in Ohio.

About a year ago is when the NSX design project began, according to Jon Ikeda, head of the Acura Design Studio, talking to SAE Magazines at the auto show Jan. 9. That’s when designers from the Los Angeles studio were sent to Japan.

“We were using all of our assets globally in terms of studios,” he explained. “Obviously to get to this point, there are things our engineers were already bringing up to create a vehicle that enhances what we call managing synergy [between the vehicle and its operator].”

Also known is that the new NSX, which is expected to come to market on a global basis within the next three years, will sport the company’s new performance hybrid system, Sport Hybrid SH-AWD (Super Handling All Wheel Drive). Employing a two electric-motor drive unit with a newly developed Bilateral Torque Adjustable Control System, the new AWD system is said to instantly generate negative or positive torque to the front wheels during cornering. Acura expects the Sport Hybrid SH-AWD to deliver a “revolutionary handling experience,” company spokesman Gary Robinson said, compared to previous AWD systems.

A next-generation, mid-mounted VTEC V6 engine with direct injection is mated to a dual clutch transmission (DCT) with built-in electric motor to create supercar acceleration with higher efficiency. The lithium-ion battery pack is located near the middle of the car.

Momentum 02 2012

NSX Concept Dimensions

Length, mm (in)

4330 (170.5)

Width, mm (in)

1895 (74.6)

Height, mm (in)

1160 (45.7)

Wheelbase, mm (in)

2575 (101.4)

Wheel size, in

19x9 (front), 20x10 (rear)

Tire size

255/35R19 (front), 275/30R20 (rear)

Takanobu Ito, President and CEO of Honda Motor Co., Ltd., said during the concept’s introduction that the next-generation NSX will hold true to the original NSX’s key attribute: superior power-to-weight ratio. He also hinted that the NSX will find its way to the racetrack.

“Like the first NSX, we will again express high performance through engineering efficiency,” said Ito, who led the development of Acura’s first NSX supercar. “In this new era, even as we focus on the fun-todrive spirit of the NSX, I think a supercar must respond positively to environmental responsibilities.”

The car will employ lightweight materials, but what those materials will be and to what extent they will be applied could not be discussed.

“Lightweight is an absolute priority,” said Robinson. “You can expect exotic materials.”

“It’s going to be a hybrid vehicle, it’s a V6 engine, and an allwheel-drive system—everything’s not going to be the lightest in the world, so everything else probably has to be very light,” Ikeda told SAE. “That’s what all these guys will be looking at—the lightest materials they can get their hands on [and involving] many components to make this happen.”

Ryan Gehm

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FEATURE

embraer progresses on clean-sheet military program today’s engineering

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MoMentuM 02 2012

Dorset, England-based Cobham will supply the wing-mounted aerial refueling pods for the KC-390. Fuel transfer is accomplished via a retractable hose, at the end of which is fitted a drogue and fuel coupling.

Goodrich will be supplying the electro-hydrostatic actuators, electro-backup hydrostatic actuators, actuator electronics, and electrical controls for the primary flight control system of the aircraft.

It has been over two years since Embraer announced that it would be developing the KC-390 military airlift and tanker jet under a contract with the Brazilian Air Force (FAB), which established the requirements for the aircraft as it did with other Embraer military programs. In fact, the FAB has the final word on the selection of suppliers for systems considered as strategic, such as propulsion, avionics, mission, self-protection, cargo handling, and aerial delivery, among others.

Since that time, there have been a number of announcements about the team that will be working together toward first flight and then production. The most recent, from the middle of November, was that IAE AG would be providing the powerplant, a militarized application of its V2500 engine and a new market for the company.

Engineering work on the V2500-E5 is underway at IAE—which stands for International Aero Engines—consortium companies, including Pratt & Whitney, Rolls Royce, MTU, and Japanese Aero Engine Corp. First deliveries of the propulsion system for the prototype aircraft are expected to begin in 2013, with production powerplants expected in 2015.

Also recently, from late October, is the Porto Alegre, Brazil-based company AEL Sistemas, which was selected to supply three components to the KC-390: the SelfProtection System (SPS), the Directed Infrared Countermeasures (DIRCM), and the head-up display (HUD). It had previously announced in September that it would be supplying the aircraft’s mission computers.

Momentum 02 2012

According to AEL, the SPS will guarantee situational awareness and survivability in hostile environments, allowing the aircraft to detect and react to various threats. The KC-390 is being designed to have unique survivability requirements against ground-to-air threats due to missions such as low altitude parachute extraction, airborne assault, and air infiltration and exfiltration.

The DIRCM is designed for countermeasures against IR missiles, and is what the company calls the primary and most efficient tool available against such threats. AEL’s solution uses a fiber-optic laser, with an energy beam that inhibits IR missiles at distances far from the KC-390. The high level of integration between the DIRCM and the SPS offers an optimal solution in terms of performance, installation, and weight.

The HUD shows flight information in the pilot’s field-of-view during all phases of the flight. A low-visibility takeoff (LVTO) functionality will allow the KC-390 to safely operate under severe and adverse conditions. Furthermore, a color video camera installed in the flight deck will record pilot’s field-of-view overlaid with the information generated by the HUD for postmission analysis.

In terms of other avionics, Goodrich will be supplying the electro-hydrostatic actuators, electro-backup hydrostatic actuators, actuator electronics, and electrical controls for the primary flight control system of the aircraft.

Rockwell Collins will be supplying a ruggedized version of its Pro Line Fusion integrated avionics system, which complies with the most recent Communication, Navigation, and Surveillance for Air Traffic Management (CNS/ATM) requirements, with “an advanced man-machine interface, automatic reconfiguration capability in case of damage, and high-capacity data exchange bus.”

Liebherr-Aerospace has been selected for the environmental and cabin pressure control systems, which will feature an integrated control architecture and reliable, high-performance pneumatic and mechanical components.

The systems will be developed and manufactured in Toulouse, France, Liebherr’s center-of-excellence for air management systems.

Flight tests for the jet are scheduled to begin in 2014, and first delivery is expected for 2016. Deliveries are expected to last at least through 2030.

Jean L. Broge

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cat explores

Lightweighting opportunities at Caterpillar typically fall into two categories: loading and hauling applications.

The new Cat CT660 vocational truck employs nonmetallic materials for the hood and fender extensions as well as an aluminum-alloy cab that saves 250 lb (113 kg) compared to a conventional steel cab.

lightweight materials

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014

Steel is a staple in the design of heavy-duty equipment and vehicles that carry heavy loads for a living. But that doesn’t mean these machines can’t stand to shed a few pounds here and there, especially if it means increasing fuel efficiency or upping payload capacity at no penalty to durability.

“Cat is really good at building things out of steel.

And when you don’t have plate, and bar, and tube available, we like steel castings too,” Jeff Jensen, Ph.D., Advanced Materials Technology Specialist for Caterpillar Inc., said at a recent conference devoted to advanced lightweight materials. “We’re really good at welding steel together as a company; that’s what we know how to do, that’s what we like to do, that’s what our plants can do. So to get people to think about other ways of putting things together can be a challenge.”

According to Jensen, lightweighting opportunities at the heavy-equipment maker typically fall into two categories: loading and hauling applications. “Lightweighting doesn’t always make sense,” he said, noting that the company’s track-type tractors, for example, are not likely candidates for lightweight initiatives because “you need a lot of mass to push a lot of dirt.”

Likewise, large wheel loaders “are not great candidates” because they need to go into a pile of material, lift it up, and drop it over the side of a truck. “If we start taking weight out of the rear structure by going to more aluminum, for example, all you’re going to do is have to add more counterweight, or live with lifting less dirt,” Jensen said.

In the area of polymers and composites, Cat is advancing usage in “light structures” such as hoods and other body components. One example is a three-piece, RIM-DCPD (reaction injection molded dicyclopentadiene) bonded hood assembly for backhoe loaders.

Other examples can be found on the company’s new on-road offering—the CT660 Class 8 vocational truck, which is designed to work as a transit mixer, refuse hauler, and dump truck, among other applications. The CT660 features a Metton LMR (liquid molding resin) hood and fender extensions made of a flexible rubber composite material.

“There are probably more opportunities” in the polymers/composites space, Jensen admitted. “We do have some people [internally] that are trying to help our designers think about how to implement plastics where it’s appropriate. And we are starting to add some better in-house capability, getting some of our own tools internally. But really the key to implementing more of this [plastics] is design, analysis, and validation; in the steel space, we have decades to know what the fatigue life is going to be of the structure. We’re not as comfortable in this space.”

Bonded structures is another area in which Caterpillar is starting to develop more capability, according to Jensen, acknowledging that the aerospace and automotive industries have been working with the technology for some time.

One reason for this increased interest is better appearances—the ability to displace stitch-welds that are very noticeable on Cat’s trademark glossy black and yellow bodies, he said.

Cost reduction is another driver, by eliminating post-weld grinding, as is the ability to use thinner-gauge steel, Jensen noted. “Again, this [technology] kind of changes the skillset required if you’re going to do these assemblies in-house; it’s more of an assembly instead of a welding operation now,” he said. “Personally, I’m pretty excited about opportunities for joining dissimilar materials.”

Higher-strength steels also are being pursued as a lightweighting technology at Caterpillar, Jensen said, as is aluminum, which could play a larger role in certain applications. For example, when talking about lightweighting opportunities for hauling applications, he noted that “typically we do a lot of ferrous castings today.

There are opportunities to go to aluminum castings.”

The new CT660 vocational truck makes good use of the nonferrous metal. Its aluminum-alloy cab weighs about 250 lb (113 kg) less than conventional steel cabs, which could translate into larger payloads or better fuel efficiency. Discussing some of the main differences between the CT660 and its International counterpart, Gary Blood, Product Manager for Cat Vocational Trucks, noted that the aluminum cab is sourced from the same supplier as the PayStar’s cab, but “everything about it except the roof cap and the back panel is totally different.”

Though such efforts are gaining more traction at Caterpillar, the top priority in the design of its heavy equipment and vehicles was made clear at a media ride-and-drive event for the CT660 this fall. Blood explained to SAE Magazines that Cat works with its suppliers to select optimized components—for example, Hendrickson with the Primaax air suspension—to take out weight without sacrificing durability.

“It’s little wars—not a grand-scale war—that keep trimming that weight down,” Blood said. But the main takeaway from Blood was this: “Stoutness trumps lightweight.”

Ryan Gehm

Momentum 02 2012

low-cost focus shrink for lotus’ ( wrap concept (

Left: Lotus Engineering’s World Vehicle Concept can seat four occupants, including the driver.

Right: This computer rendering shows an overhead view of Lotus Engineering's World Vehicle Concept. The car features a rear hatch and second-row folding seatbacks.

LOTUS ENGINEERING tags its World Vehicle Concept as an alternative answer to the low-priced cars likely coming to the U.S. and European markets from low-cost manufacturing countries.

“You can see the proliferation of Chinese OEMs and Indian OEMs right now, so we believe there’s going to be a big influx of very-lowcost cars into the U.S. and into the European markets. And for all traditional OEMs, the way to offset the volumes that they’ll lose will be to find very unique and clever ways of using technology to produce vehicles that are low cost in their own right,” Darren Somerset, CEO of Lotus Engineering North America, told SAE Magazines.

The Lotus Engineering North American-designed World Vehicle Concept was revealed in November to select media via a software presentation at the company’s design and engineering offices in Sterling Heights, MI. “This concept represents a fun-to-drive, low-cost, back-to-basics commuter car that provides a practical, high-volume solution for reducing greenhouse gas emissions and improving fuel efficiency,” said Somerset.

With an overall length of 122 in (3100 mm), a 56-in (1420-mm) height, an 88-in (2240-mm) wheelbase, and a curb mass less than 1200 lb (545 kg), the sub-A segment car’s occupant configuration is a driver in the single-seat front row, a two-passenger second row, and a single-seat third row. The car has 9 ft³ (255 L) of cargo capacity.

“We shrink-wrap the package around the occupants and the cargo capacity first. With a different type of package layout for the occupants, we’re able to shrink down the cross-sectional area and create more of a teardrop shape,” Somerset said.

Power for the rear-wheel-drive vehicle is from a 50-hp (37-kW), 600-in³ internal-combustion flat shaft-driven engine.

“We’ve taken a low-cost two-cylinder engine and put it midengine, so we’re packaging the engine in front of the rear wheels, which reduces the polar moment of inertia. By doing a mid-engine design, we’ve also liberated significant crushable space at the front of the vehicle,” Somerset said.

Doing the concept vehicle with a small-displacement gasoline engine makes a statement.

“If you have a carryover vehicle and you’re trying to improve fuel efficiency and reduce emissions, a hybrid-electric application can MoMentuM 02 2012

do that. But it will also push the price of the vehicle up. What we’re saying is for a ground-up product, start with the basic physics of engineering, and then optimize each area of the car that ultimately influences fuel efficiency and emissions,” Somerset said.

Engineers spent about six months working on the concept vehicle. Fuel economy is projected to reach 84 mpg city, 127 mpg highway, for combined 103 mpg.

In developing the World Vehicle Concept, Lotus engineers used a holistic lightweight methodology that was developed for the Air Resources Board of California 2020 MY future CUV study.

“That approach involves evaluating the total vehicle as well as the subsystems and components to optimize mass in a cost-effective manner,” said Somerset.

Interior-wise, the concept car’s instrumentation is via either a docking electronic device—such as an iPad—or information streaming from the “cloud” onto a head-up display.

Lotus Engineering’s U.S. team also created a high-performance version that is about 100 lb (45 kg) heavier than the base model concept. The high-performance car uses larger tires and brakes as well as a higher-output engine.

In designing the base version of the concept car, benchmark comparisons were made to the Volkswagen Lupo, Chevrolet Spark, and Tata Europa. If a version of the Lotus Engineering World Vehicle Concept was put into production, the target price is estimated at less than $10,000.

“Although there are no current plans to produce this concept, we’ve shown that it is possible to create a low-cost vehicle that is fun to drive and uses innovative technology,” Somerset said.

Kami Buchholz

today’sering engine

015

In F1 in Schools, students use CAD/CAM software to design, test, manufacture, and race balsa wood cars over a 20-m (66ft) track. The image shows streamlines colored by velocity magnitude, where blue is low and red is high. (Symscape)

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sae international to host f1 in schools national finals SAE International will partner with F1 in Schools to manage the F1 in Schools program in the U.S., sanction regional competitions, and host the F1 in Schools USA National Finals.

The 2012 F1 in Schools National Finals will be held May 11-12 at Michigan International Speedway in conjunction with Formula SAE. F1 in Schools is an international competition for students ages 9-19 in which teams of three to six students create 1/20th scale models of Formula One racecars. The cars are powered by air-filled cartridges and reach speeds of up to 50 mph. A total of 17,000 schools in 38 countries participate in F1 in Schools. Students use CAD/CAM software to design, test, manufacture, and race balsa wood cars over a 20-m (66-ft) track. Participants are judged on their final car design, engineering development, teamwork, and project presentation.

“By partnering with F1 in Schools, SAE International expands its educational offerings and has a definitive engineering project for high school students,” said Matthew Miller, Director of the SAE Foundation and Pre-Professional Programs. “The F1 in Schools program enables high school students to participate in a sophisticated program that significantly elevates the degree of competition.”

The F1 in Schools USA National Finals will include the winners of at least four regional events.

Students participating in the national event will be vying for an opportunity to compete in the World Finals and a chance to win engineering scholarships to City University, London, and the coveted Bernie Ecclestone World Champions Trophy.

“Linking with SAE International and holding the F1 in Schools USA National Finals in conjunction with Formula SAE is very appropriate for both of these competitions, with obvious synergies that will be advantageous to the students,” said Andrew Denford, Founder and Chairman of F1 in Schools. “The F1 in Schools competitors will be able to experience the higher education Formula SAE challenge, which is a natural progression for high school students as they move on to college.

We are indebted to SAE International for taking on our program and hope that we can have a long and successful partnership.”

Miller said F1 in Schools has enjoyed popularity on the East Coast. He hopes to expand the program throughout the U.S. “Having had two past World Champions from the USA, this program has the potential to just explode in popularity around the country,” Miller said. “The program gives students the opportunity to create and compete, and that’s going to resonate with many kids.”

Momentum 02 2012

kawasaki first among small-engine makers to get ‘certified-by-sae’ ratings KAWASAKI MOTOR Corp. is the

first company to use a new combination of SAE International standards in certifying the power ratings of small engines, potentially spurring competitors to do likewise.

“Kawasaki has released more than 20 new engine models since 2006,” Greg Knott, Application Engineering and Government Relations Manager at Kawasaki, told SAE Off-highway Engineering.

Among the engines for which Kawasaki received “certified-bySAE” designation is the FX751V.

“Keeping that in mind, and after review of the current power rating options, Kawasaki feels that [SAE J1995 and J2723] more appropriately reflect the recent advances in engine design and manufacturing technologies vs. the previously applied SAE J1940 when rating engine horsepower.”

“J2723: Engine Power Test Code—Engine Power and Torque Certification” is part of SAE’s Certified Power Program and establishes the terms and procedures under which a company may claim that an engine’s power and torque ratings are “certified by SAE.” One of those terms is that a company applying for a certification must subject the engine in question to one of two SAE testing regimes for an accurate (to within 2%) determination of power and torque ratings.

One testing regime, embodied in SAE J1349, addresses net power (the engine’s power rating including loads such as air-conditioning and power steering) and is the one favored by automakers. The other, J1995, addresses gross power (no auxiliary loads on the engine) and is more suitable for smaller engines used in off-road applications.

(The J1940 standard referred to by Kawasaki above is an older power rating standard that is more open to interpretation than J1995 and cannot be used to receive official SAE certification).

Certification under the SAE standards assures consumers that the engines they purchase will produce at least 98% of the power and torque ratings claimed. J1995 and J1349 engine testing is witnessed and verified by an SAE-qualified observer.

Kawasaki received SAE certification for 32 fourstroke engine models of up to 999-cc displacement— nearly its entire range of general-purpose engines, according to the company. Each certified engine has a unique combination of features (e.g., air- or liquid-cooled, vertical or horizontal crankshaft) and power. Applications for the certified Kawasaki engines are mainly residential and commercial tractors, walk-behind mowers, and zero-turn riders (not motorcycles or ATVs).

“Kawasaki has met the required standards to use the SAE International reference in its advertising and promotional materials for specified engines,” said Gary Pollak, who in his capacity as SAE Program Manager of Ground Vehicle Standards administers the organization’s Certified Power Program. “The certification entailed a battery of engine tests operated and witnessed by independent, experienced engineers familiar with the requirements of SAE J1995.”

Companies interested in having their engines certified by SAE may contact Pollak at gary@sae.org.

A listing of all engines that have received the official designation of “SAE Certified” can be found in the SAE database at www.sae.org/certifiedpower.

Patrick Ponticel

sae ing network MoMentuM 02 2012

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new website seeks to simplify cds documentation, evaluation

The new website will simplify submission of reports by students, eliminate tracking and status issues, and encourage more volunteer involvement by making documents easily accessible through the Web.

SAE INTERNATIONAL’S COLLEGIATE DESIGN SERIES (CDS) has embarked on a multi-phase project to develop a new CDS website that will move the majority of the vehicle documentation and evaluation activities online.

Presently, teams entering CDS competitions are required to submit a variety of reports documenting their vehicle prior to arriving at the competition. Volunteers, who provide feedback as needed, evaluate these documents. Using email to accomplish this important task currently causes significant duplication of effort and raises issues about document receipt and review status.

The new website will simplify submission by students, eliminate tracking and status issues, and encourage more volunteer involvement by making the documents easily accessible through the Web. It is the hope of CDS officials that by making it easier to volunteer for an event, new volunteers can be attracted to support CDS events.

CDS has contracted with a vendor who is designing and building a Web-based system (CdsWeb) to support the complex communication and data management that many CDS competitions require. The system is being created in modules, many of which will be “shared” among multiple competitions.

The first two modules for use in the Formula SAE (www.fsaeonline.com) and Baja SAE competitions are being developed in three phases. Phase one has been developed and beta-tested and is now available for online access to all 2012 CDS registered teams.

Phases two and three are on target for use in 2013 CDS competitions.

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MoMentuM 02 2012

CALLING ALL RECRUITERS LACK oF RESPoNSE To DISTRIBUTED RESUMES LEAvES MANY woNDERING, IS ANYoNE oUT ThERE? ONLINE JOB services were meant to automate the job search process and get job seekers in front of prospective new employers quicker. How well is it working for you? If you have sent out dozens of resumes and gotten little or no response, it probably feels like you’re shooting your resume out into some vast black hole with no recipient at the other end. Do you feel like shouting “Hey, is anyone out there?”

To better your odds that your resume is being seen by a real person who can offer you a real job, here are three guideline to make your resume more effective:

FEATURE

1. Include keywords

With paper resumes a thing of the past, employers use candidate tracking databases to store resumes. Recruiters and hiring managers use keywords to query for appropriately matching candidate resumes. If you are not using the right words to describe your employment experiences, then your resume might be rejected before it is ever seen. Review keywords your resume uses to: • Describe your current career objective. Do your qualifications match the job description? Look closely at areas listing your technical skills, job responsibilities, and core competencies.

• Attract your industry. Are you using your industries current buzzwords?

Avoid obsolete terms and phrases that may label you as behind the times.

• Attract your occupational field. Does your resume give the impression of that you’re on the cutting edge or over the hill?

2. Use the correct electronic version

If your resume can’t be opened as an attachment, then it can’t be seen. Because of the threat of computer viruses, many companies only accept resumes through their own online forms that ask you to cut and paste (rather than attach) your resume. Make sure you are sending your resume in a format that will work for the recipient.

• If a resume attachment is requested: Save your resume as a Word document (.doc or .rft). This is the standard most companies use. It should retain the formatting that you used for your resume so long as you avoid fancy formatting options such as columns, boxes, and tables.

• If an email or online form is used: Use ASCII, plain text, or text only. This removes formatting, but the information is preserved. Be sure to review your resume before sending it so that it is still easy to read and user-friendly.

3. Make your resume stand out from the crowd

With hundreds of candidates to choose from, what makes your resume shout “pick me!”? If your qualifications are similar or equal to the vast majority of other candidates’, employers will need a compelling reason to select you out of the crowd. You need a differentiating edge or you’ll be ignored.

The best way to differentiate your resume from others is with accomplishments. And those accomplishments really stand out when: • They are quantified or measurable. Can you define how much you accomplished in dollars saved, contracts won, or percent changed?

• They highlight your transferable skills. Can your skills be used by this company, even if your job experience is in a different industry? Transferable skills help employers visualize you in their organization.

• They show corporate impact. How can you help them save time, save money, increase their profit margin, improve sales, or increase revenue?

While the Internet is still a great tool for job seekers to connect quickly with employers, take steps to ensure your resume won’t get ignored by employers who need your skills. Before you apply online again, use these three tips to make sure your resume gets the attention it deserves.

Deborah Walker, President of Alpha Advantage Inc., is a Certified Career Management Coach with extensive experience as a headhunter and corporate recruiter. For more tips and sample resumes, visit www.AlphaAdvantage.com.

MoMentuM 02 2012

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gear

camera

custom-fitted

Capturing and sharing digital images is now seamless with the Polaroid SC1630, an Android-powered smart camera. The SC1630 features a highdefinition 16 megapixel camera with built-in 3X optical zoom, touchscreen display, and Wi-Fi, making uploading to social networks just a touch away. The SC1630 evolves the process of clicking, editing, uploading, and tagging to an instant experience on one device. Features include: a 3.2-in widescreen display; automatic face and smile detection; a Smart Album feature that automatically organizes photos by date, location, and people; geo-tagging to add longitude and latitude coordinates to photos; onboard editing; Wi-Fi, Bluetooth, and optional cellular data connections; and access to more than 400,000 apps in the Android Market.

EARPhoNES

Sonomax Technologies’ latest generation of eers custom earphones were named Best of Innovations winner in the Headphones product category at CES 2012. eers custom earphones are custom molded to the unique shape of an individual’s ear canal in just 5 min and never fall out or cause discomfort in even the most extreme active environments.

The new design of the PCS-150 and PCS-250 earphones incorporate a low profile, ergonomically shaped design and earloop that comfortably cradles the back of the ear while providing the channel for the wire from the sound source as well as assisting the user in proper insertion and removal. The user will also be able to answer phone calls on their smartphone via the integrated inline microphone.

lapdesk with added ‘touch’ Logitech has released the Touch Lapdesk N600, featuring a large touch pad that makes it easier than ever to point, scroll and swipe your way through the Web. The Touch Lapdesk N600 features a 5-in, retractable touchpad with multi-touch navigation. Users can move the pointer with one finger, scroll using two, and swipe through pages or pictures with three. The multi-layer, heat-shielding design of the lapdesk protects users from laptop heat so they can browse in cool comfort, and the anti-slip surface helps keep a laptop in place. To get started, you just plug the tiny Logitech Unifying receiver into the USB port and start navigating. The lapdesk offers up to six months of battery life.

Designed to bring the personality of the legendary notebook to the classic over-the-shoulder urban carryall, the Moleskine Messenger Bag is a robust and flexible piece. The resilient, water-repellent exterior is made from matte black polyurethane on a woven support, propped on a molded base that allows the bag to stand on its own. The adjustable strap has a concealed sliding buckle, keeping the design clean and essential.

The unique double flap cover can fold under itself to cradle additional items and can be fastened via snap closures to three different positions.

In addition, it can wrap all the way around the bag, secured with snaps on the back side, to add an extra layer of padding or security.

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MoMentuM 02 2012

Hear about the legendary Ramchargers in new audiobook!

Written by Dave Rockwell, Narrated by Dave McClelland

Rockwell McClelland

Written by Dave Rockwell, Narrated by Dave McClelland

We Were

RamchaRgeRs

We Were

The

The RamchaRgeRs

By Dave Rockwell Performed by Dave mcclelland

We Were

THE RAMCHARGERS

By Dave Rockwell Performed by Dave McClelland

ABRIDGED Bonus content: Interviews with Ramchargers Dave RockwellCopyright and© 2011 Tom hoover SAE International. All rights reserved.

400 Commonwealth Dr., Warrendale, PA 15096-0001 www.sae.org; ISBN 978-0-7680-6034-8

ISBN: 978-0-7680-6034-8 Published By: SAE International Published: May 2011 Pages/Minutes: 302 Binding: CD-ROM Product Code: R-384.CD List Price: $39.95

Buy Both and SAVE! CD-ROM & Book Set Product Code: R-384.SET List Price: $79.90 Special Offer: $69.95

Listen to the best-selling and highly entertaining “We Were The Ramchargers” book (SAE, August 2009) on CD-ROM. Narrator Kevin McClelland, “The Voice of NHRA” (National Hot Rod Association) brings Dave Rockwell’s abridged book to life, giving listeners the inside details on all elements of the Ramchargers story. This audio book includes bonus materials such as interviews and question and answer sessions.

Rockwell and McClelland take you behind the scenes with the group of Chrysler engineers who, from the 1950s through the 1970s, became one of the most successful and influential drag racing teams of all time. The only team of engineers from an automobile manufacturer to drag race successfully, the Ramchargers broke the most time barriers in drag racing history and earned the most NHRA Super Stock titles during the sport’s golden era of factory competition.

Rockwell, a Ramcharger himself, interviewed more than 40 team members, competitors, and track operators, making it the first book to provide inside details on all elements of the Ramchargers story.

In addition to chronicling the races they won and legendary cars they developed (including the High and Mighty, 426 Hemi, and first Funny Car), corporate and personal files are revealed and take listeners behind the doors at Chrysler (showing, among other things, how the Ramchargers helped pioneer the platform team concept), and the personalities of the men who made it all happen.

Order today!

Online: books.sae.org/book-r-384.cd E-mail: CustomerService@sae.org Phone: 1-877-606-7323 (U.S. & Canada) or 1-724-776-4970 Actual shipping charges will be applied.

P110673

GetConnected

The Essential Automotive Technology Event

April 24-26, 2012 Cobo Center • Detroit, Michigan, USA Register early to $AVE and WIN! All SAE 2012 World Congress attendees registered

by January 31, 2012 will be entered for a chance to win an iPad 2! Don’t miss out! Register today for maximum $avings AND your opportunity to win!

www.sae.org/congress Join the conversation: #SAECongress P112064

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