Pursuit of IQS Stardom

As the pursuit of improved product quality heats up, expect auto makers to invest more in onsite test tracks, an Ohio-based engineering firm predicts.

Most North American assembly plants have adjacent test tracks of some type. But by 2010, every plant will boast one track that is standardized in accordance with the more rigorous features of full-fledged ride-and-handling courses, suggests SSOE Inc., which builds test tracks and test facilities.

What is driving this trend? “J.D. Power (and Associates) numbers,” SSOE project manager Greg Brogley says.

That Ford Motor Co. had 14 top-3 placings in the latest J.D. Power Initial Quality Survey is no accident. Every Ford plant in North America has an adjacent test track, a Ford spokeswoman says.

Poorly designed cupholders, substandard materials and paint imperfections are among the top 10 problems reported by IQS respondents, according to J.D. Power. But excessive wind noise is the most frequent complaint, an issue that can be avoided with onsite testing, Brogley says.

Last year Nissan invested $5.1 million and $4.2 million, respectively, on test tracks at its plants in Smyrna, TN, and Canton, MS, says Brad Thacker, Nissan North America Inc.'s senior director-quality.

“The primary focus of those tracks is specialty surfaces,” Thacker says, referring to features that replicate conditions such as rough concrete and patched asphalt.

“But we also have a high-speed lane, a 70-mph (113-km/h) lane, for wind noise,” he adds. “We've been extremely pleased with our ability to detect squeak-and-rattle issues we weren't able to detect before.”

This is another significant trend. In past years, auto makers would choose a representative sample of vehicles for onsite testing, Brogley says.

Then there is the cost-saving element.

“By detecting (problems), obviously we're able to initiate an investigation, find the root cause and prevent those issues going forward,” Thacker says.

But standardization is critical, Brogley adds. Otherwise, verification through replication is not possible. On “Belgian Block” surfaces, commonly known as cobblestone, the dimensions and placement of each stone is standardized, Brogley says.

The wide variety of road surfaces causes headaches for OEMs seeking reduced cabin noise. Particularly problematic is grooved concrete designed to improve traction under rainy conditions.

In addition, as various road infrastructures change, so must the test facilities that mimic real-world environments, says SSOE senior project manager Ron Guiliani.

“Research and development centers are getting much more complex in response to new (government safety) regulations,” he says, noting the greater use of split wet/dry braking tests, more aggressive hill climbs and rollover simulations (primarily for all-wheel-drive vehicles and SUVs).

Also coming into play are test tracks incorporating features of world-class racetracks, a trend resulting from auto makers' desire to better shield their development mules from spy photographers, while also eliminating the need to travel great distances for ride-and-handling research.

Most notable is General Motors Corp.'s handling track at its proving grounds in Milford, MI, which was overhauled to replicate demanding turns from Germany's infamous Nurburgring Nordschleife.

Testing on real roads is not going away, says SSOE Senior Vice President Craig Bowie, noting a vehicle's response to changes in real-world conditions is necessary for the most accurate evaluations.

Meanwhile, SSOE is continuing to assist its automotive customers with the construction of new engineering centers in North America and abroad.

In response to the booming market in China, the SSOE formed SSOE China Co. Ltd. in 2005, which currently is in the process of assisting Ford with the construction of a new research and engineering center in Nanjing.