EPA460/3-78-002
MARCH 1978
COST ESTIMATIONS FOR
EMISSION CONTROL RELATED
COMPONENTS/SYSTEMS AND COST
METHODOLOGY DESCRIPTION
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
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EP A-460/3-78-D02
COST ESTIMATIONS FOR
EMISSION CONTROL RELATED
COMPONENTS/SYSTEMS AND COST
METHODOLOGY DESCRIPTION
by
leRoy H. Lindgren
Rath & Strong, Inc.
21 Worthen Road
Lexington, Massachusetts 02173
Modification No.3
to
Contract No. 68'()3-3505
EPA Project Officer: Randall H. Field
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
March 1978
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This report is issued by the Environmental Protection Agency to report technical data
of interest to a limited number of readers. Copies are available free of charge to Federal
employees, current contractors and grantees, and nonprofit organizations-in limited
quantities-from the Library Services Office (M1).35), Research Triangle Park, North
Carolina 27711; or, for a fee, from the National Technical Information Service, 5285
Port Royal Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency by Rath &. Strong,
Inc., Lexington, Massachusetts in fulfillment of Modification No.3 to Contract No.
68-03-3505. The contents of this report are reporduced herein as received from Rath &.
Strong, Inc. The opinions, findings, and conclusions expressed are those of the author
and not necessarily those of the Environmental Protection Agency. Mention of company
or product names is not to be considered as an endorsement by the Environmental
Protection Agency.
Publication No. EPA-460/3-78-o02
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PREFACE
This report consists of the development of a manufacturing cost data
base of a group of emission systems and components as specified by the
Environmental Protection Agency. The cost methodology is included for
each system. The dollar amounts presented in this report are in terms
of 1977 dollars.
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A.
B.
C.
Scope of Work
The contractor shall provide all of the necessary facilities, equipment, personnel,
analysis, and reporting required to complete the following tasks in an efficient
and effecti ve manner.
Task 1 - Cost of Components/Systems
1.
The contractor shall provide cost estimates for the emission control or
emission control related components/systems listed in Attachment A for 4,
6, and 8-cylinder engines wi th further cost breakdowns of these
components/systems where indicated on the attachment. These individual
costs shall include but not be limited to the following: a) material costs; b)
labor costs; c) overhead costs, including indirect labor, supplies, electricity,
heating, plant and equipment repairs, supervision, plant and equipment
depreciation, insurance; and d) appropriate markup rates or factors.
2.
These costs shall reflect economies of scale, current material, labor, and
overhead costs, appropriate manufacturing processes, and shall be ranged to
reflect a 3-year or a 12-year writeoff of investment.
3.
The Project Officer must approve the choice of production volume used in
calculating the effect due to economy of scale.
Task 2 - Description of Methodoloqy
1.
The contractor shall provide a detailed description of the methodology used
to determine the estimates in Task 1 above. Where possible, more than one
method shall be used to increase the assurance of the estimates' accuracy.
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Attachment A
Components/Systems to be Cost-Estimated
1.
PCV val ve
2.
rcs (thermal control swi tch)
3.
OSAC (orifice spark advance control)
4.
Deceleration valve
5.
Anti-dieseling solenoid
6.
Air injection system (breakdown by: pump, dump, lines, exh. man. mods.)
7.
Air switching system (breakdown by: approx. 3 foot of tubing, 2-way valve)
8.
Reed valve air system
9.
EGR system (types: sonic-electronic with and without cooler, sonic-pneumatic
with and without cooler, back-pressure modulated, venturi vac amplified)
10.
Pelleted oxidation catalyst (as a function of volume, noble metal loading, and
composi tion)
11.
Monolithic oxidation catalyst (as a function of volume, noble metal loading, and
composition)
12.
Pelleted reduction catalyst (as a function of volume, noble metal loading, and
composi ti on)
13.
Monolithic reduction catalyst (as a function of volume, noble metal loading, and
composi ti on)
14.
Monolithic start catalyst (as a function of volume, noble metal loading, and
composition)
15.
Monolithic 3-way catalyst (as a function of volume, noble metal loading, and
com posi ti on)
16.
Metallic reduction catalyst (as a function of volume, noble metal loading, and
composition)
17.
Oxygen sensor (as a function of Pt loading)
18.
Electronic fuel metering system (breakdown by: actuators, regulator, filters,
tubing, pump, nozzles (II of cylinders plus one), vol air flow sensor (L-Jetronic
and K-Jetronic type), mass air flow sensor (Chrysler type)
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19.
20.
Thermal reactor (types: insulated with core, insulated without core)
Exhaust manifold (stock)
21.
Port liners (types: cast in, inserted air-gap with and without locater ribs)
22.
Radiator (types: stock, with 20% weight reduction)
23.
Quick hea2 manifold (breakdown by: EFE valve with vacuu~ motor actuation and
with 25 in wavy steel heat transfer surface replacing 25 in of cast iron)
24.
Super early fuel evaporation (breakdown by:
tubing)
2 valves, heat transfer surface,
25.
Electric heated choke
26.
High energy ignition
27.
Breaker point ignition (breakdown by:
advance system)
centrifugal advance system, vacuum
28.
Improved exhaust system (cost per foot of stainless steel from exhaust manifold
to catal yst)
29.
Standard steel exhaust system (cost per foot of low carbon steel from exhaust
manifold to approximate catalyst location)
30.
Insulated exhaust pipe (cost per foot of double wall stainless steel)
31.
Carburetor modifications for altitude compensation (breakdown by:
linkage)
aneroi d,
32.
Carburetor modifications for feedback control unit (1, 2, 4 barrels)
33.
Standard Carb (1, 2, 4 barrels)
34.
Electronic control unit (with sensor inputs for controlling modulated AIR,
modulated EGR, modulated A/F, modulated spark advance)
35.
Air modulation system (with vacuum control)
36.
Spark knock sensor (with piezo-electric accelerometer or pickup)
37.
Transducers + Sensors (types: H.20 temperature, inlet air temperature, throttle-
position, engine speed, engine road, fuel flow, transmission gear, EGR pintol
position, crank angle, humidity)
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Acknow ledge men ts
This report has been generated from as much engineering data available at this
writing. Some of the data is based on industrial engineering judgment. The cost
data is based on the best possible industrial engineering estimating procedures using
product knowledge, manufacturing experience, and learning curve techniques.
Whenever possible other estimating work was used for comparative purposes. Also,
the aftermarket selling price data was used to establish a frame of reference or an
order of magnitude cost computation using known discount data.
The author would like to acknowledge the cooperation of EPA personnel Messrs. K.
Hellman and R. Field. Mr. W. Leitch and Ms. S. Zemann of Rath & Strong were
major contributors to this report. The production office of Rath & Strong typed and
edited the final report to a level of detail beyond the original plan of work.
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Introduction
In its regulation of the automobile industry, the U. So
Environmental Protection Agency is frequently confronted
with the issue of cost to the consumer of systems
installed
on automobiles
for the purpose of controlling emissions.
Ideally,
it would be desirable to determine the economic
impact on the consumer for any emission standard proposed
and on any vehicle for which such a standard would be
applicableo
Since such a task would involve a very high
level of effort, a
more
real istic goal would be to determine
an aggregate cost estimate representative of the cost of
all components or systems of a similar nature, for example,
EGR valves or EGR systems.
This would necessari ly
imply
that many individual
components or systems could be expected
to cost more or less than the aggregate or weighted average
cost estimateo
In most situations a full cost, as opposed to a differential
cost approach is more appropriate for determining the true
cost of producing a particular componento
This means
that
all components comprised by an automobile must reflect a
share of fixed overhead and corporate level
costs such as
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salaries, maintenance,
insurance,
he at, p owe r, 1 i g h tin g ,
and so on.
This approach is consistent with changes made
to a vehicle which are expected to be of a relatively 10ng-
term nature whereas the differential cost approach of merely
reflecting the addition of direct material, direct labor,
and variable overhead costs due to an added component is
adequate only for relatively short-term purposes.
Taking into account all of the variations in industry makeup
which exist in the real world would present a very complex
problem.
For example, the number of suppliers supplying
a corporation with a given component
va r i e s
not only among
the different components on a given vehicle but among the
different v~hic1e manufacturers as well.
Some suppliers
are in
turn supplied by other suppliers.
Some sup p lie r s
supply components to more than one manufacturer.
These
variations influence production volume which in turn
in -
fluences the economies of scale attainable by a manufacturer.
To make the problem more manageable, assumptions have been
made which help simplify the cost estimate task.
Figure I,
below, depicts the industrial makeup assumed in this study.
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Judicious choice of production volumes helps
minimize
cost differences due to the re1 iance upon more than one
supplier.
(Automobile manufacturers are sometimes supp1 ied
a given component by more than one suppl ier as a precaution
against
labor strikes or other occurrences which might in-
terrupt that supply.)
Fu1 I Component/System
Cost to Consumer
(Retail Price Equiv.)
I
I
l
Figure
I - 3-Leve1
Oealer Level
Corporate Level
(Vehicle Assembly)
M3nufacturer Level
(Supplier, Vendor, or
Division)
Industrial Makeup
It should also be noted that supplier (or vendor) and division
1 eve 1 will be the same even though
can be used synonymously since the cost to the corporate
the division is a part
of the corporation.
as a profit center,
that is,
This is because the division is managed
the corporation has placed the
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division in competition with other suppl iers as a means of
assuring a high level of efficiency.
Therefore,
the division's
transfer price as it is called is the
same as an
independent
supplier's price to the vehicle manufacturer.
Wit h the t ;, r e e
levels of industry making up the major elements
of cos t to the
consumer,
or, as used in
this study,
re ta i I
price equivalent,
the basic formula is:
Retail
Price
Equivalent
= f[ Direct +
l LMa terial
Direct
Labor
+
Fixed & ~
Variable
Overhead
x
[1 + 0.2
for Corporate
Allocation
+
0.2 for supplie~ +
Profit J
Tooling
Expense
+ Land & }
Buildings
Expense
x {I + 0.2 for Corporate
Allocation
+ 0.2 for Corporate
Profit
+ 0.4 for Dealer} +
Overhead &
Profit
Research &
Development
+
Tooling
Expense
Or, in abbreviated form:
RPE' {~M + DL + O~[ 1.4J + TE + LBE}{1.~ + RD + TE
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Direct materials entai 1
those materials of which a given
component
is comprised.
Where possible actual weights of
materials were used, but
in some instances, estimates based
on drawings and sketches were made necessary because of a
lack of data.
To determine the cost of materials,
prices
per unit weight as quoted in American Metal Market* were
used plus 10%** to account for material waste and scrappage.
Direct labor includes the cost of laborers directly involved
in the fabrication of a given component.
I t has been det-
ermined by using standard industrial engineering data and
procedures.
Overhead
includes both the fixed and variable components of
overhead.
The fixed portion
includes supervisory salaries,
building maintenance, heat, power,
1 ighting,
and other costs
which are substantially unaffected by production volume while
the variable portion includes small expendable tools, devices,
and materials used in production,
repairs and maintenance
made to machines directly involved, and other overhead costs
..,':
Metal Working News Edition
"/: ,;':
Two exceptions are noteworthy: 1) exhaust systems assume
approximately 35% scrappage, and 2) noble metals used
in catalysts assume no waste or scrappage.
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which tend to vary with production volume.
A straight 40%
of the direct labor amount is used to determine all overhead
costs.
A figure of 20% applied to the sum of material,
labor, and
overhead costs is used to determine corporate allocation,
in other words, the amount needed to cover the supplier's
supp'ort from its front office.
Also to the sum of material,
labor, and overhead costs, a figure of 20% is applied to
determine the supplier's profit, approximately half of which
is used to pay corporate taxes with the remaining portion
being divided between dividend disbursements to stockholders
and retained earnings, which are used to finance working
capital
requirements
(increases in current assets and/or
decreases in current
I iabi I ities)
and/or new capital ex-
penditures
(long-term assets).
Tooling expense consists of four components: one year re-
curring tooling expenses
(tool bits, disposable jigs and
fixtures, etc.);
three year non-recurring tool ing expenses
(dies, etc.);
twelve year machinery and equipment expenses;
and twelve year launching costs (machinery foundations and
other incidental set-up costs) which have been assumed to
be 10~ of the cost of machinery and equipment.
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The construction of new production faci I ities has been
ass u me din
some cases and their cost is amortized over
40 years.
I n m 0 s tin s tan c e s, how eve r, spa c e i n ex i s tin g
facilities was
assumed to have been made available for
production purposes and, hence,
is covered in the overhead
costs.
The sum of the above costs, that is,
material,
labor, plant
overhead,
tool i ng expense,
corporate allocation, and profit,
makes up the price (or,
in
the case of a division, transfer
price) which the supplier charges the vehicle manufacturer
for a given component.
At the vehicle assembly level, 20%
of this price is charged or allocated for the vehicle
manufacturer's corporate
level support and 20% for corporate
profi t.
To this is added research and development costs.
(R & D ma y not who I lyre fIe c t a I I
vehicle certification
costs.)
Also, a figure of 40% is applied to the supplier
price to account for the dealer's margin which includes
sales commissions, overhead, and profit.
Because of the need,
in many instances,
to make modifications
to the engine or body to incorporate a component and to assemble
it into a vehicle,
these have also been accounted for at the
division
level and transferred to the corporate level at
vehicle assembly.
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Production volume is a very important assumption since it
dictates not only over what number of units costs will be
amortized or spread but also on what scale production wi 11
take place,
in other words, the types and costs of machinery
and equipment that will be involved.
For this reason,
the
retai 1 price equivalent estimates determined in this study
are meaningless unless they are qualified with their asso-
ciated production volume and are accurate only within some
relevent range of volumes around that production volume.
In some
instances, more
than one production volume is
assumed for the various
individual
parts making up a given
component or system.
This results
from the assumption of
necessary economies of scale for these parts where the
vehicle manufacturer is not the only customer for whom they
are produced.
For example,
hoses are frequently produced
at higher unit volumes in order to satisfy more than just
a single customer or market.
By discounting aftermarket selling prices, when available,
by between
1/4 to 1/5, bracketing of the supplier's price
had been expected
to serve as a check against these estimates.
However,
because of differences between the assumptions in-
herent in this study and in actual production, variations
ma y ex i st.
It is assumed that these differences result from
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a given component either being of a somewhat proprietary
nature and hence priced higher than assumed here
(possibly,
at what the market wi 11
bear)
ora re a
result of subtle
changes,
for whatever reason, which do not al10w fu1l
maximization of available economies of scale or a com-
bination of the above two
reasons.
All of the RPE estimates contained herein are by definition
subject to
some error.
Where
litt1e physical
description
was avai lable, a "best guess" effort was made and naturally
these estimates are subject to more error.
But,
in general,
those shown
in
greater detai 1
are expected to be somewhat
more accurate.
To those critics who have significant dis-
agreements with these estimates,
it can be assumed that
either thei r production assumptions are not at these assumed
economies of scale or else they vary with respect
to other
specific assumptions made
in this study regarding tooling
costs,
amortization
schedules, profit
leve 1, etc., however,
i t
is expected that a number of vehicle manufacturers may
be below these estimates and a similar number above.
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COST ESTIMATES
1.0
PCV Valve System
All engines produce small amounts of blowby gases, which seep past the piston
rings, and into the crankcase. These blowby gases are the result of the high
pressures developed within the combustion chamber, during the combustion
process, and contain undesi rable pollutants. To prevent blowby gases from
entering the atmosphere, while allowing proper crankcase ventilation, all
engines use a PCV system.
The PCV system prevents blowby gases from escaping by routing them through
a vacuum controlled ventilating valve, and a hose, into the intake manifold. The
blowby gases mix with the air/fuel mixture and are bumed in the combustion
chambers. When the engine is running, fresh air is drawn into the crankcase
through a tube or hose connected to the ai r cleaner housing.
ThePCVvalve consists of a needle valve, sDring and housing.
the engine is off, the spring holds the needle valve closed to stop vapors from
entering the intake manifold. When the engine is running, manifold vacuum
~Jh2n
unseats the valve allowing crankcase vapors to enter the intake manifold. In
case of a backfi re (in the intake manifold) the valve closes, stopping the backflow
and preventing ignition of fumes in the crankcase. During certain engine
conditions, more blowby gases are created than the ventilator valve can handle.
The excess is returned, through the ai r intake tube, into the ai r cleaner and
carburetor, where it is disbursed in the air/fuel mixture, and, combusted
within the engine.
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1. 10
PCV Valve System
BILL OF MATERIAL
Mat Labor Mfg
Description Material Weight Costs Overhead Costs Reference*
PCV Valve .074 .042 .042 6487935
Housing Steel .054 .011 .056 .067
Spring Spring .01 .002 .014 .016
Steel
Needle Steel .014 .003 .028 .031
.016 .140 .156
Pipe Steel .200 .060 .020 .080 0413449
Grommets Rubber . 020 .004 .005 .009 3989344
Grommets Rubber .040 .008 .010 .018 0412325
** (VC to AC)
Total Parts .072 .035 .107
Vehicle Assembly .126 .126
Valve .063
Pipe .063
Engine Modification -0- -0- -0- .014 .014
Total Manufacturing Costs .403
at Plant Level
*Oldsmobile Reference Numbers
** VC = Valve Cover
AC = Air Cleaner
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1.10
PCV Valve System
81 LL OF IlIA TERIAL
Mat LAbor
Oescrlptlon "aterlal Weight COlts Overhe8d
PCV Valve ..711 .042
Houllng Steel .054 .011 .156
Spring Spring .01 .eo2 .0111
Steel
Needle Steel .0111 .003 .028
.016 .1/10
Pipe Steel .200 .060 .120
Crommets Rubber .020 .0011 .005
Crommets Rubber .84O .808 .010
(VC to AC)
Tour Parts
Vehicle Assembly .126
Valve .063
Pipe .063
Engine Modification -0- -0- -0- .0111
Toul Manufacturing Costs
.t Plant Level
-Oldsmobile Reference Numbers
',. '..,
_."'.' .'
. .
Typlcsl PCV QIt8m
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lUg
Costs
.042
.M7
.016
.031
.156
.180
.009
..18
.107
.126
.0111
.'03
Refe,..,ce-
6417935
0413449
1989344
"12325
'r =~Z=:-:;~1~~'1
Qh Y' <~~---=4 .
;" I
.---A l . :~---~ .' -
. ~~~ ~:' ~.. n'~~ li. :~
~~ .-~.'1:1':- ~..
1'Jp1C81 PCV nI¥8 ... ~--.tIon
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1. 20 PCV Valve System--Tooling Costs--Amortized Per Piece
Economic 1 Year 3 Year Non- 12 Yea r 4 Year 40 Year Amorti zation
Volume Recurring Recurring Machinery launching land & Per
Per Year Tooling Tooling Equipment Costs Buildings Piece
Valve Assembly
Housing .050 .017 .020 .006 .093
Amortized 1,000,000 50,000 50,000 250,000 25,000
Spring .002 .002 .003 .007
Amortized 3,000,000 5,000 15,000 100,000 5,000
Needle .005 .002 .002 .009
Amortized 2,000,000 10,000 12,000 50,000 5,000
.057 .021 .025 .006 .109
Valve
Pipe .005 .001 .001 .007
Amortized 2,000,000 10,000 5,000 25,000 2,000
w Grommets .004 .002 .002 .008
Amortized 4,000,000 15,000 20,000 100,000 5,000
Grommets .004 .002 .002 .008
Amortized 4,000,000 15,000 20,000 100,000 5,000
Total .013 .005 .OJ5 .023
Vehicle Assembly .001 .001 .0003 .0023
Amortized 300,000 3,000 5,000 10,000 2,000
Engine Modification .002 .001 .0015 .0045
Amortized 300,000 6,000 12,000 60,000 5,000
Total--Tooling/Piece .003 .002 .0')18 .1388
Research and Development by Vehicle Manufacturing: $100,000 for 2 Years.
Using a 3-year amortizing rule, the RID per piece = $.022.
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1. 30
PCV Valve System
TOTAL MANUFACTURING COSTS
Plant Vendor
Over- Plant .20 MC .20 MC Corp
Head Mfg Tooling Corp Corp Sell i ng
Part Mat Labor 1. 40 Costs Exp. Inv. Costs Profit Price
PCV Valve .016 .100 .40 .156 .078 .031 .030 .030 .325
Pipe .060 .0143 .0057 .080 .006 .001 .016 .016 .119
Grommets .012 .0107 .004 .0267 .012 .004 .006 .006 .055
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1. 40
PCV Valve System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant
or Invest Vehicle
Vendor Tools Corp Corp .40sp Retail
Selling & Allocation Profit Dea I er Price
Part Price R&D Equip .20vc .20vc Markup Equivalent
PCV Valve .325 .022 -0- .0652 .0652 .1304 .608
Pipe . 119 -0- -0- .0238 .0238 .0576 .224
Grommets .055 -0- -0- .011 .011 .022 .099
Vehicle .126 -0- .0023 .013 .013 .026 . 180
Assembly
Eng i ne Mod .014 -0- .0045 .003 .003 .006 .031
Total PCV System Retail Price Equivalent 1.142
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1. 50
PCV Valve System
Cost Comparison to Aftermarket Selling Prices
Using the aftermarket discount data in the references, we can conclude that
the vendor selling price is about 1/4 to 1/5 of the aftermarket selling price.
This rule is applicable if the part requires a minimum of packaging and
handling costs, in relation to the value of the part and if the production
vol u me 5 are ~'Ii t i1 i n c 1 0 sea 9 re e me n t .
Using the following aftermarket prices for the PCV valve:
Chilton Sears
-
3.12 1. 76
Vendor Cost 1/4 .78 .44
Vendor Cost 1/5 .62 .35
The estimated vendor cost is $.326 for the PCV valve. Th is Ch i 1 to n p ri ce
is the cost to the customer at the service station.
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1. 60
PCV Valve System
Cost Methodology
The weight data for the components was obtained from an Oldsmobile parts
computer document. The material costs are computed by using the 1977
mill prices, obtained from Metalworking News' metals market data. The
labor costs are estimates of production, using today's technology, with a
relatively high level of automation. The overhead and corporate cost data
was obtained from aU. S.A. company.
The tooling costs are estimates of expendable tooling, i.e., jigs, fixtures,
molds, or dies; and machinery or equipment, launching costs, to put the
product into production at the plant level.
Judgment was used in assessing whether land or building investments were
required to put this product into production and it was cOi1cl udp.d that
they were not.
The engine was modified to accept the valve and the piping, so, these costs
are considered as part of the total cost.
The vehicle assembly requi red the addition of labor to install the valve and
the piping.
1. 70
Appl ications of PCV Valve systems to vehicle and engine configurations,
regarding 4, 6, and 8 cylinder models, was assumed to be equivalent.
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TCS Thermal Control Switch System--Thermal
System
Vacuum Swi tch
2.0
THERMOSTATIC VACUUM SWITCH
Description of Switch
The Thermostatic Vacuum Switch is not an emission control
device; but, it
is so closely connected with the emission
controls that a description of how it works is necessary.
The thermostatic vacuum switch is
located at the front of
the intake manifold and is screwed into the water passage.
I ts purpose is
to help control overheating.
Whenever the
engine coolant temperature rises to about 2300F or more,
the thermostatic vacuum switch changes the distributor vacuum
advance from ported vacuum to mani fold vacuum, which advances
the spark, speeds up the engine pulling more air through the
radiator and forcing greater coolant flow which helps cool
the engine.
When the engine
returns
to normal temperature,
the distributor is switched back to ported vacuum.
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Following are the temperatures at which the change is made from ported to
manifold vacuum, as listed by Oldsmobile:
1966-67 2300 F
1968 2200 F
1969-70 2230F
1971-72 218-2240 F
1973-74 2260 F
Due to manufacturing tolerances, all the 1968-73-74 thermostatic vacuum
switches can be considered identical in operation, even though the thread
size and vacuum ports may be different.
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2.0
TCS!TVS Switch
CSOLENOID SIIOWN-ENEF:GI2ED)
1C CAR IlItl1011
JalINDID C:j'~j i ~r't] f'QI1((' ~~AU
. 'I J W 0
l~ :l, -'7)!.-~ r,I.... ~II(IID
'1-='- - ", .--. \I.lVl
l:::,--a. .~r'i'LJ
' ~...r;:--"'~ r::-. ,:.
" '..~.. ,,,.' ~. .
;.<':i :; :
..~:3" ~, . ..,.,~.
.:j tV~"I"C
~.y..'
10 DISTR '1IITOP - ,:~ ( );, ~
VAC":1.\~A~VA..\I r-;:s::s-.::... RJ~ ~.Y""""All ClIO:
~l-~ .!.
~ IF1L"
'.()t,II~CI'j(~ ""'" J.. f...--9IN
'IoIAl:! MA"!'v,O ~ r -~ [
" 1 . -\'A:.VI
r?\~\"!:'I~:"'~
fiN ,> :':'\':~:'~':~
~ "" . r~:.i ~'';.~:--;
)'<.:-~,,}.,,~.: CDPPftOXID£
~, ":!0::.:- ~'AS1t
-..... -,;..:-\";""
". .. J' ~:~
e I.M, C.." I~" -:!
r,-~,
~a\\'.)' o'the 197] ,72 '-ombinC!d TVS-TCS switch
20
RATH & STRONG
..ca.'D8ATID
DC-=!
c,=~. I
MTL ~
I 1
tr=~
4, _.JI
. ,_'0 J
... ..,1..;'
~ ~. ~
4. --, ,iI
~ -"
~~~
L..,~;
c Ul c-,
19GB O:.-gnobile ttlermosUli: -~cuum
_a~ -- ,
~,0.., 10 CARc~rrCR
(: 'V IPORT CI
L ,- ~,~ .
'" .~.. ",
.. - \
) .. ,-~::.~,
\.: ,r~
\'£NT 'PORT VI_/" ,.
.., , ",
' ---
TO DISTJ:'Rl1TOi!_./ .....~
Iro;:T DI ~ : ~\
ro ,."NlfOLD t r: ' i'~
lPOP.T Mil \::- ..;;:- ",
i.~
"-ttf""" ;
.. -~
",; ".'"
nUI.~,
In 1971 and 72 '''r TV:; wa, combined
with th~ TC.S solenoid
-------
2. 1
Thermal Vacuum Switch System--TVS/TCS
BILL OF MATERIAL
Material
Wei ht
Material
Costs
Labor
Labor
Overhead
Mfg
Costs
Reference!
TVS Valve Assembly . 216 .075 .030 .1050 00413473
Prong Plug CW .0108 .0022 .025 .010 .0372
Solenoid Steel .0560 .0112 .012 .005 .0282
Solenoid Valve Steel .0108 .0022 .006 .002 .0102
Vent Body Steel .0560 .0112 .025 .010 .0462
Ball & Seat PM Steel .0108 .0022 .006 .002 .0102
Screw Plug Steel .0560 .0112 .006 .002 .0192
Pin & Valve Steel .0108 .0022 .006 .002 .0102
CuO Paste CuO .0054 .0010 .001 .0004 .0024
.0434 . 162 .0634 .2688
Hoses WP /Rad Rubber .030 .006 .006 .002 .0140
Hose Clamps Steel .010 .002 .006 .002 .0100
Hose to Di str . Rubber .013 .003 .006 .002 .0110
Hose to B-Valve Rubber .015 .005 .006 .002 .0130
Hose to Carb Rubber .115 .023 .012 .005 .0400 550548
.039 .036 .013 .0880
System Total Parts
Vehicle Assembly .075 .030 .1050
Engine Modification .025 .010 .0350
Total Parts and Vehicle .4968
2 I
RATH & STRONG
INCO~PDAATED
-------
2.2 Thermal Vacuum Switch System. TVS/TCS--Tooling Costs--Amortization Per Part
1 Yea r 3 Year Non- 12 Year 12 Year 40 Year Amortization
Economic Recurring Recurring Mach & launching land & Total Per
Part Volume Tooling Tooling Equipment Costs Building Piece
.0100 .0170 .0080 .0020 .0370
Valve Assem 1,000,000 10,000 50,000 100,000 20,000
.0025 .0008 .0001 .0001 .0035
Prong Plug 2,000,000 5,000 5,000 15,000 5,000
.0100 .0050 .0020 .0002 .0172
Solenoid 2,000,000 20,000 30,000 50,000 5,000
.0010 .0007 .0005 .0001 .0023
Solenoid Vlv 4,000,000 5,000 10,000 25,000 10,000
.0250 .0170 .0130 .0020 .0570
Vent Body 1,000,000 25,000 50,000 150,000 20,000
.0012 .0008 .0020 .0002 .0042
Ball & Seat 4,000,000 5,000 10,000 55,000 5,000
N .0024 .0024 .0022 .0002 .0072
N
Screw Plug 2,000,000 5,000 15,000 50,000 5,000
.0012 .0008 .0008 .0001 .0029
Pin & Valve 4,000,000 5,000 10,000 20,000 2,000
.0:333 .a445 .0286 .0049 .1313
.004 .0010 .0030 .0003 .0083
Hoses 5,000,000 20,000 25,000 150,000 15,000
.002 .0010 .0008 .0001 .0039
Clamps 5,000,000 10,000 25,000 50,000 5,000
.006 .002 .0038 .0004 .0122
.D167 .::1113 .~~55 .0006 .1)552
Vehicle Assem 300,000 5,000 30,000 20,000 2,000
.0333 .0222 . a 139 .0014 .0708
Engine Mod 300,000 10,000 20,000 50,000 5,000
.1209
Total .2705
Research and Development: $300,000 for 2 years
-------
2.40
TVS/TCS Thermal Vacuum Switch System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Vehicle
Plant Tools Corp Corp Dealer Retail
Vendor and Allocation P rofi t Ma rkup Price
Part S.P. R&D Equip 20%of S. P. 20%of S.P. 4C% Equiv
TVS/TCS .5077 ,300 -0- . 1015 . 1015 .2031 1.2138
Hoses & Clamps .1370 -0- -0- .0274 . J2 74 .0543 .2466
Vehicle .105 -0- . ,J 562 .02.1 .021 .042 .2452
Engine Mod .035 -0- .J708 .007 .007 .014 .1338
Total TCS/TVS System
Retail Price Equivalent 1.13394
23
RATH & STRONG
INCORPOR-'TED
-------
2.30
TVS Thermal Vacuum Control Switch
TOTAL MANUFACTURING COSTS
Plant Plant Corp
Overhead Mfg Tool ing .2 x MC Profit
Part Mat Labor 0.40 Costs Exp Inv Corp .2 x MC Vendor
TVS Valve .0434 . 162 .0634 .2688 .0973 .0335 .0538 .0538 .5'177
Hoses &
Clamps
.039
.036
.013
.0880 .008
.0042
.0184
.0184
.1370
24
RATH & STRONG
INCO"PONATED
-------
2.50 TVS - Valve SystemuCost Comparison to Aftermarket Selling Prices
Using the aftermarket discount data, the aftermarket selling price for the
TVS valve is:
Chilton
Reference
1970/74 TVS
1/4 Ratio SP /MC
1/5 Ratio
9.80
2.45
00413473
Oldsmobile
1973/77 TVS
1/4 Ratio
1. 96
5.38
6490440
Pontiac
1/5 Ratio
1. 34
1. 08
The estimated vendor costs are $ . ~Q77
The retail price equivalent for the valve on the vehicle is $ 1 .2140
25
RATH & STRONG
INCOPPOIIATED
-------
2060
TCS/TVS Valve System--Cost Methodology
The weight data was obtained from an Oldsmobile parts
lis to
The
material costs are computed using the 1977 mill
prices obtained
from AMM-News.
The labor costs are estimates of production costs, using today's
technology, with a relatively high
level of automation.
The
overhead costs and corporate costs data were obtained from an
automobile company.
The tooling costs are estimates of expendable cutting tools and
dies, jigs,
fixtures, molds or dies, machinery or equipment,
and
launching costs.
Judgment was used in assessing whether new land or buildings
were needed to produce this valve system in the United States
and it was concluded they were not.
The vehicle assembly changes and engine modifications
were
included in the costs of the system installation on a vehicle,
26
RATH & STRONG
INCORPORATED
-------
2.70
Appl ication of the TVS Valve System on Various Engines
Considerable variation exists in the systems over the past seven years. We
selected the General Motors system because of its universal application to
the vehicles in their product line.
No significant difference existed in the TVS for 4,6, or 8 cylinder
engines.
27
RATH & STRONG
INCORPORATED
-------
3.0 Orifice Spark Advance Control (OSAC) System
Description of System
Ported vacuum to the distributor is delayed by as much as 17 secondsJby an
OSAC valve mounted on the firewall. The OSAC valve is a calibrated orifice,
combined with a check valve and a temperature control. When the carburetor
throttle opens to uncover the spark port, ported vacuum goes through the
hose to the OSAC valve. The OSAC valve delays the application of the ported
vacuum to the distributor diaphragm. When the throttle is closed, shutting
off vacuum to the spark port, the OSAC check valve opens immediately to let
out the vacuum between the OSAC valve and the distributor.
-~-
~~~:~ --b~'~:
;-:;; : -- -
-- ~~
~
8111C""'''
.. ... . C8 8C8II
--CIUI"I....:at.I~,
- C8 .... ....
~~~
19n OSAC valve vacuum '-
28
RATH & STRONG
INCDRPCRATID
-------
C!:n~s:..ER CCRPO~;TIO:~
05;QC CuV?;=~L
~II-~-~~ I
-,-'J../ t;/(
~ I .~ , 70
~ r-\.J I - t- ;'I.SI-r£;'/,C)~J l~;~r;
,0'-' .... 1 n - 1-/1 1-""" "'" / ...." .-
ID ~~..~
~ dJ~~ I \----=--q,
I J" '.'11
-" -J.IC f
~-____~1- ~- '- I,.-
- ~ ' I
II j~"'~-"-~rrr. ---'~-7r\
1'- -11 I'
! i\ -/11
I~ , J J/ ~:; \ - 'I 7';:- ;
J "I r ~/_.._..
I / I \ I
1/ '\
~~.._- - _.
nl
I I
I
~
/
,
,
.:....:.... .-~! ,~,:::"'!.~ ! " -"! I , /...-
-'--11....-; \ .',1'-- ,- c.
. Th'£IfI',1AL cO/lr.f(O~'
-7 rl//? CLEAl'/£1?
(I A'.5/IJ€)
L1-V/T
t ie; C/iRB{/RE7~R
AIR Cl.£/rt-/2R '~'Y~LL
29
RATH a STRONG
'81:..".."n8
-------
3. 1
OSAC Valve System
Bill OF MATERIAL
Mati labor Mfg
Part Material Weight Costs labor Overhead Costs Reference
OSAC Valve Assem .200 .0625 .0250 .0875 3755731
Housing Alum .050 .030 .0312 .0125 .0737 or
Orifice Filter Plastic .010 .007 .0156 .0062 .0288 3755582
Check Valve Steel .010 .002 .0156 .0062 .0238
Thermal Control Bimetal .010 .010 .0078 .0031 .0209
Orifice Steel . 010 002 .0078 .0031 .0129
Filter Housing Steel .050 .010 .0312 .0125 .0537
Filter Paper .040 .012 .0625 .0250 .0995
Total Valve .073 .2342 .0936 .4008
Hose Assembly Rubber .300 .060 .0312 .0125 .1037 3755733
Total OSAC System .5045
Vehicle Assembly .1250 .0500 .1750
Engine Mod .0625 .0250 .0875
Total Vehicle .7670
Installation
3D
RATH & STRONG
INCO~POA"'TED
-------
3.2 OSAC Valve System--Tooling Costs--Amortization Per Part
1 Yea r 3 Year Non- 12 Yea r 1 2 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery Launching Land & Total Per
Part Volume Tooling Tooling & Equip Costs Building Piece
.0100 .0100 .0040 .0004 .0244
OSAC Valve 1,000,000 10,000 30,000 50,000 5,000
.0100 .0100 .0050 .0005 .0255
Housing 2,000,000 20,000 60,000 120,000 12,000
.0012 .0050 .0005 .0001 .0068
Orifice Filter 4,000,000 5,000 60,000 24,000 2,400
.0025 .0025 .0010 .0001 .0061
Check Valve 4,000,000 10,000 30,000 48,000 4,800
.0050 .0050 .0010 .0001 .0111
Thermal Control 4,000,000 20,000 60,000 48,000 4,800
.0025 .0025 .0005 .0001 .0056
Orifice 4,000,000 10,000 30,000 24,000 2,400
w .0100 .0160 .0050 .0005 .0315
Filter Housing 2,000,000 20,000 100,000 120,000 12,000
.0100 .0050 .0050 .0005 .0205
Filter 4,000,000 40,000 60,000 240,000 24,000
.0512 .0560 .0220 .0023 .1315
.0040 .0016 .0026 .0003 .0085
Hose 5,000,000 20,000 25,000 150,000 15,000
.0167 .0333 .0056 .0006 .0562
Vehicle Assem 300,000 5,000 30,000 20,000 2,000
.0333 .0222 . (J~ 56 .0006 .0617
Engine Mod 300,000 10,000 20,000 20,000 2,000
Total Systems on Vehicle .24~4
R&D Estimate: 150,000 for 2 years or, for 3 year payback, the engine piece is 0.15
-------
3.3 OSAC Valve System
TOTAL MANUFACTURI NG COSTS
Plant .2 x MC Mfg.
Plant Mfg Tool ing .2 x MC Corp Vendor
Part Mat Labor Overhead Costs Exp. Inv. Corp. P rofi t Costs
OSAC Valve .073 .2342 .0936 .4008 .1072 ,Q243 .0802 .0802 .6927
Hose Assem
.060
.0312
.0125
.1037
.0056
.0029
.0207
.0207
.1536
32
RATH & STRONG
INCORPORATED
-------
3.4 OSAC Valve System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
20% of 2Q% of 40% of Vehicle
Plant Tools S. P. S.P. S. P. Retail
Vendor and Corp Corp Dealer Price
Part S&?o R&D Equip Allocation Profit Markup Equiv
OSAC Valve .5927 0.150 -0- .1385 .1385 .2770 1.3967
Hose Assem .1536 -0-0 -0- .031 .031 .0614 .2770
Vehicle Assem .1750 .0562 .035 .035 .0700 .3712
Engine .0875 .0617 .017 .017 .0350 .2122
1. 9861
Total Vehicle
Retail Price Equivalent
33
RATH & STRONG
INCO~PDRAT[D
-------
3.50
OSAC Cost Comparison to Aftermarket Selling Prices
Using the aftermarket discount data and the aftermarket selling price,
the following analysis is projected:
Chi Iton Reference
OSAC Valve 13.10 3755582
Disc 1/4 3.25
Disc 1/5 2.62
The estimated vendor costs are. 6927. The retail price equivalent for
the valve on the vehicle is 1.3967.
34
RATH & STRONG
INCD:!FORAT[O
-------
3.60 OSAC Valve SystemnCost Methodology
The weight data was obtained from Chrysler's engineering data book. The
material costs are compiled using the 1977AMM mill prices.
The labor costs are estimates of production costs, using today's technology
and the assumed economies of scale. The overhead data are from a company
communication. The tooling costs are estimates of expendable tools, jigs,
fixtures, and dies as well as estimates of equipment and machinery required
to produce the components.
No new buildings were assumed necessary to produce these parts.
The vehicle assembly costs and the engine (air cleaner) charges were included
in the costs, at the vehicle level.
3.70 OSAC Valve--Application of the Valve System
The only significant difference in the valve system installation, for various
Chrysler engines, is in the lengths and number of hoses. See sketch in
Section 3. O.
35
RATH & STRONG
INCORPORATED
-------
4.0
Deceleration Valve System
Description of Deceleration Valve -
1970
This
is the same ty~e of valve that was used for many years
on Chrysler products.
Any distributor vacuum unit, that uses
ported vacuum spark control,
goes to the neutral position
when the throttle is closed.
Th is
is fine at
idle, when spark
advance is not wanted.
But during closed throttle deceleration,
there is also no spark advance; and,
it was discovered that this
has a detrimental effect on emissions.
The deceleration valve
corrects this by advancing the spark during deceleration.
36
RATH & STRONG
,NCORPORO\T[O
-------
4.0 Deceleration Valve
Description of Valve
This valve is used with dual diaphragm distributors to cancel the retard
during deceleration/by sending manifold vacuum to the advance diaphragm.
During deceleration, the vacuum advance stays at the fully advanced
position.
= DECELERA TION VALVE
~;..-ur .....
0......... "-'"
eo -. IIIIIorI Cor,.
The ':NItti .al... w" lIIed on" In J970 and II .'lmn_. .- ..........- -
. - - u""' va.... UNC: c ";.... products
1
c..Ioo .- .. """II -- "- ,..
DISTRIBUTOR VACUUM DfCELERATJON VALVE
DtCfua.T'Oo ,",ut
"-
'0 , r.»I'
.. IIIClNI
. PM .... ...
1)p1c8l dlCNr8tioll fttft Inst8nationl on . CJfInder .....
37
RATH . STRONG
.-IIDI'DIATID
-------
4. 1
Deceleration Valve System
BI LL OF MATERIAL
Mat Labor Mfg
Part Material Weight Cost Labor Overhead Cost Reference
Decel Va Ive Assem .200 .0500 .0200 .0700
Valve Housing Steel .025 .005 .0250 .0100 .0400 American Motor
Valve Seat P Meta I .020 .008 .0125 .0050 .0255 Ford Motor Co.
Valve Stem Steel .010 .002 .0125 .0050 .0195 Opel Manta
Mktg. Brkt. Steel .025 .005 .0125 .0050 .0225 9293056
Diaphragm Steel .025 .005 .0250 .0100 .0400
Spring Steel . 020 .004 .0125 .0050 .0215
Spring Retainer Steel .020 .004 .0125 .0050 .0215
Adj. Screw Steel .010 .002 .0060 .0024 .0104
Spring Hsg. Steel .025 .005 .0250 .0100 .0400
Total Valve .040 .1935 .0774 .3109
Hose Assem Rubber .300 .060 .0312 .0125 .1037
Total Decel Sys. .4]46
Vehicle Assy . 1250 .0500 .1750
Engine Mod. .0625 .0250 .0875
Total Mfq. Cos t .6771
38
RATH & STRONG
INCD~"DIIAT£D
-------
4.2
Deceleration Valve System Tooling Costs--Amortization Per Piece
1 Year 3 Year Non- 12 Year 12 Year 40 Year Amortization
Economic Recurring Recurring l-Iachine & Launching Land & Total Per
Part Volume Tooling Tooling Equipment Costs Building Piece
.0100 .0100 .0042 .0004 .0246
Dece1 Valve 1,000,000 10,000 30,000 50,000 5,000
.0025 .0033 .0062 .0006 .0126
Valve Housing 2,000,000 5,000 20,000 150,000 15,000
.0025 .0025 .0021 .0002 .0073
Valve Seat 4,000,000 10,000 30,000 100,000 10,000
.0012 .0017 .0010 .0001 .0040
Valve Stem 4,000,000 5,000 20,000 50,000 5,000
.0025 .0050 .0012 .0001 .0088
Mktg Brkt 2,000,000 5,000 30,000 30,000 3,000
.0100 .0083 .0042 .0004 .0229
Diaphragm 2,000,000 20,000 50,000 100,000 10,000
.0012 .0025 .0021 .0002 .0060
VJ Spring 4,000,000 5,000 30,000 100,000 10,000
\0
.0025 .0017 .0006 .0001 .0049
Spring
Retainer 4,000,000 10,000 20,000 30,000 3,000
.0012 .0017 .0006 .0001 .0036
Adj. Screw 4,000,000 5,000 20,000 30,000 3,000
.0050 .0050 .0021 .0002 .0123
Spring Hsg. 2,000,000 10,000 30,000 50,000 5,000
.0386 .0417 .0243 .0024 .1070
.0040 .0017 .0025 .0002 .0084
Hose Assem 5,000,000 20,000 25,000 150,000 15,000
.0167 .0333 .0056 .0006 .0561
Vehicle Assem 300,000 5,000 30,000 20,000 2,000
.0333 .0222 .0056 .0006 .0617
Engine Mod 300,000 10,000 20,000 20,000 2,000
Total Vehicle .2332
R & D estimate - 150,000 for 2 years or 0.15 per piece when amortized over 3 years.
-------
4.3
Deceleration Valve
TOTAL MANUFACTURING COSTS
Plant .2 x MC Mfg.
Plant Mfg Tooling .2 x MC Corp Vendor
Part Mat La bo r Overhead Costs Exp. Inv. Corp Profit Costs
Decel Valve .040 . 1935 .0774 .3109 .0803 .~267 .0622 .0622 .5/.23)
Hose
.060
.0312
.0125
.1037
.0057
.0027
.0207
. 'J207
.1536
40
RATH & STRONG
INCO~POAATED
-------
4.4
Deceleration Valve
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Vehicle
Plant Tools Corp Corp Dealer Retail
Vendor and .2 MC .2 MC .4 MC Price
Part Costs R&D Equip A II oc Profit Ma rkup Equiv
Decel Valve .5423 0.150 -0- .1085 .1085 .2169 1.1261
Hoses .1536 -0- -0- .0307 .0307 .0614 .276')
Vehicle Assy .1750 .0561 .0350 .0350 .0700 ,.3711
Engine .0875 .0617 .0175 .0175 .0350 .2192
1.9929
Total Vehicle
Retail Price Equivalent
4\
RATH & STRONG
INca~FaAATED
-------
4.50
Deceleration Valve--Cost Comparison to Aftermarket Sel I ing Price
Using the aftermarket selling price and discount data, the following analysis
is projected:
Chilton
Reference
Deceleration Valve
12. 15
3.04
9293056
Discount 1/4
Discount 1/5
2.43
The estimated vendor costs are .5423 . The retail price equivalent for the
valve on the vehicle is 1 .1261
42
RATH & STRONG
INCDRPDRATED
-------
4.60
Deceleration Valve--Cost Methodology
The weight data was estimated to be .300, based on a similar valve design
in the Chrysler data base. The material costs were computed using 1977
AMM mi II prices.
The labor costs are estimates of production costs using today's technology,
and assumed economies of scale. The overhead data was obtained from a
manufacturer of vehicles.
The tooling costs are estimates of expendable tools, jigs and fixtures, and
dies, as well as estimates of equipment and machinery to produce the
components.
The new buildings were assumed necessary to produce these parts.
The vehicle assembly costs and the engine changes were included at the
vehicle level.
4.70
Deceleration Valve--Appl ication of the Valve System
The application to various engines and vehicles is not significantly different.
43
RATH & STRONG
INCORPORATED
-------
5.0
Anti-Dieseling Solenoid or Idle Stop Solenoid
Idle Stop Solenoid
The idle stop solenoid is mounted on
the carburetor to prevent
engine operation after the engine is shut off (dieseling).
The solenoid eliminates this dieseling, by fully closing the
throttle valve(s) when the ignition is turned off.
When the ignition switch is turned on, the solenoid coil
is
activated and the plunger is driven to its full extended position.
The plunger acts on the throttle valve
lever, and, sets the
throttle valve(s)
in a position to achieve specified idle rpm.
When the ignition is turned off, the solenoid is de-energized
and the plunger retracts into the solenoid, causing the throttle
valve(s) to close to a position controlled by a low idle adjusting
screw.
At this point the throttle valve(s)
is open only enough
to allow the engine to run at a much lower rpm.
Th i s I owe r
setting keeps the throttle valve(s)
from completely closing and
scuffing the throttle bore(s).
The lower idle speed setting is made with a set screw when the
solenoid is electrically disconnected.
The setting for normal
idle speed is adjusted, with the solenoid energized, through the
hex screw in the plunger and/or by repositioning the solenoid
in its mounting clamp.
44
RATH & STRONG
INCORPORATED
-------
Unburned gases contain undesirable amounts of hydro-carbons,
predominantly during idle operation.
One would naturally
think that if the idle mixture is made as lean as possible,
exhaust emission would be reduced.
This is true up to a
po in t.
However, if the idle mixture is made too lean, the
hydro-carbon content may increase above acceptable limits
due to misfire.
45
RATH & STRONG
INCDRPDRATED
-------
5.0
Anti-Dieseling Solenoid or Idle Stop Solenoid
-- :~~~
:~-. ~.~........:g
Idle stop solenoid
46
RATH & STRONG
INCDRPDRATED
-------
5.10
Anti-Dieseling Solenoid or Idle Stop Solenoid
BILL OF MATERIAL
Mat Labor Labor Mfg
Part Material Weight Costs Costs Overhead Costs Reference
ISS Valve Assem .300 .0750 .0300 .1050 17052388
Valve Cap Steel .050 .010 .0156 .0062 .0318
Coil Copper . 150 .150 .0625 .0250 .2375
Plunger Steel .050 .010 .0312 .0125 .0537
Seat P Metal .025 .025 .0312 .0125 .0687
Adj Screw Steel .025 .005 .0156 .0062 .0268
Total .200 .2311 .0924 .5235
Hose Rubber .200 .0400 .0078 .0031 .0509
Mtg Bracket Steel .100 .0200 .0312 .0125 .0637
Valve & Parts .2600 .2701 .1080 .6381
Vehicle Assembly .0750 .0300 .1050
Engine Modification .0250 .0100 .0350
Total Valve Parts & Vehicle .3701 .1480 .7781
47
RATH & STRONG
INCORPORATEO
-------
5.20 Anti-Dieseling Solenoid or Idle Stop Valve Tooling Costs--Amortization Per Piece
1 Year 3 Year Non- 1 2 Yea r 12 Year 40 Year Amorti zation
Economic Recurri ng Recurring Machine & Launching Land & Total Per
Part Volume Tooling Tooling Equipment Costs Buildings Piece
.0100 .0080 .0050 .0005 .0235
ISS Valve 1 ,000,000 10,000 24,000 60,000 6,000
.0100 .0200 .0100 .0010 .0410
Valve Cap 2,000,000 20,000 120,000 120,000 12,000
.0100 .0200 .0300 .0030 .0630
Coil 2,000,000 20,000 120,000 180,000 18,000
.0025 .0050 .0020 .0002 .0097
Plunger 4,000,000 10,000 60,000 96,000 9,600
.0025 .0020 .0012 .0001 .0058
Seat 4,000,000 10,000 24,000 60,000 6,000
.0025 .0020 .0012 .0001 .0058
~ Adj. Screw 4,000,000 10,000 24,000 60,000 6,000
00 Total .0375 .0570 .0494 .0049 .1488
.004 .D017 .0025 .0002 .0084
Hoses 5,000,000 20,000 25,000 150,000 15,000
110025 .0030 .0009 .0001 .0065
Bracket 4,000,000 10,000 36,000 45,000 4,500
Total (Sub)
.0157 .0333 .0056 . '1005 .0562
Vehicle Assy 300,000 5,000 30,000 20,000 2,000
.0333 .0222 .01 30 .0')14 .0708
Engine Mod 300,000 10,000 20,000 50,000 5,000
Total Vehicle
R&D Estimate: 100,000 for 2 years, using 3 year payback for 300, OOO/year - . 11"
-------
5.30
Anti-Dieseling Solenoid or Idle Stop Valve
TOTAL MANUFACTURING VALVE
Plant Plant .20 MC .20 MC Vendol
Overhead Mfg Tooling Corp Corp Plant
Part Mat Labor 0.40 Costs Exp. Inv. GIA P rofi t Costs
ISS Valve .2000 .2311 .0924 .5235 .0945 .0543 .1047 .1047 .8817
Hose .0400 .0078 .0031 .0509 .0057 .0027 .0102 .0102 . 0797
Bracket .0200 .0312 .0125 .0637 .0055 .0010 .0127 .0127 . 095~
49
RATH & STRONG
INCORPORATED
-------
5.40
Anti-Dieseling Solenoid or Idle Stop Solenoid
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Vehicle
Plant Tools Corp. Corp. Dealer Retail
Vendor and Alloc. Profit Ma rkup Price
Part S. P. R&D Equip 20% 20% Equiv
ISS Valve .8817 .1111 -0- .1763 .1763 .3527 1.6981
Hoses .0797 -0- -0- .0159 .0159 .0319 . 143.1
Clamp . I) 95 6 -0- -0- .0191 .0191 .0382 .1721
Vehicle .1050 .0562 .0210 .0210 .0420 .2452
Engine Mod. .0350 0 .070a .0070 .0070 .0140 . 1 338
Total Vehicle System 2.3926
Retai I Price Equivalent
30
RATH & STRONG
INCORPORATED
-------
5.50
Anti-Dieseling Solenoid or Idle Stop Solenoid Cost Methodology
The weight data were estimated by comparison
to other
similar valves.
The material costs are compiled using
the 1977 AMM mill price data allowinQ for scrap.
The labor costs are estimates of production costs using today's technology
with a relatively high level of automation. The overhead costs and corporate
allocation data were obtained from a manufacturer in the industry.
The tooling costs are estimates of the expendable tooling, jigs, fixtures, and
dies, as well as, machinery and equipment.
No land and bui Iding costs were included.
The vehicle and engine modification costs are estimates, based on judgment
of the degree of changes made by the engine manufacturer.
5.60
Anti-Dieseling Solenoid Cost Comparison to Aftermarket Selling Prices
Using data from the Oldsmobile parts list, the aftermarket selling price is:
Price Reference
Solenoid 12.65 1.7052388
Discount 1/4 3.16
Discount 1/5 2.53
The estimated vendor costs are $ .8817 .The vehicle retail price equivalent
is$1.6670.
51
RATH & STRONG
INCO...O.,tTEO
-------
5.70
Application of the Idle Stop Valve on Various Engines
The valve is an integral part of the carburetor thus
variations between engine sizes are not significant.
52
RATH & STRONG
INCORPORATED
-------
6.0
Air Injection System
Air Pump Systems--American Motors Air Guard, Chrysler Air Injection,
Ford Thermactor & General Motors Air Injection Reactor (A. loR. )
All air pump systems, Figures 1 and 2, consist of an air injection pump,
air injection tubes (one for each cylinder), a mixture control or backfire
by-pass valve (added in 1966, '67), a diverter or air by-pass valve
(added in 1968), check valves (one for in-line engines, two for V-8 engines),
air manifolds, pipes and hoses necessary to connect the various components.
Carburetors and distributors for engines with an ai r pump system are
designed especially for these engines; and, they should not be interchanged
with, or replaced by. carburetors or distributors for engines without the ai r
pumps.
The air injection pump, Figures 3, 4, and 5, compresses the air and injects
it through the air manifolds, hoses, and injection tubes into the exhaust
system, in the area of the exhaust valves. The fresh air burns wi th
the unburned portion of the exhaust gases, thus minimizing CO an d He
content of the exhaust.
The mixture control or backfire by-pass valve, when t r i gge re d by
a sharp increase in manifold vacuum (as when the throttle is suddenly closed),
supplies the intake manifold with fresh filtered air, to lean out the fuel-air
mixture and prevent exhaust system backfire.
The diverter or air by-pass valve, Figures 6 and 7, when similarly triggered
by a sharp increase in manifold vacuum, shuts off the injected ai r to the
exhaust ports; and, helps to prevent backfiring during this period, when the
mixture is exceptionally rich. During engine overrun, all the air from the
53
RATH & STRONG
INCORPORATED
-------
pump is dumped through the muffler on the diverter or air by-pass valve.
At high engine speeds, the pump produces more air than the engine can
use, and the excess is dumped through the pressure relief valve, when that
valve is part of the air pump, Figures 3 and 4, or, through the diverter or
air by-pass valve when the pressure relief valve is part of that valve, Figure 7.
The check valve or valves prevent exhaust gases from entering and damaging
the air injection pump, as back flow can occur even under normal operating
conditions.
When properly installed and maintained, the system will effectively reduce
exhaust emissions. However, if any system components or any engine
component that operates in conjunction with the ai r pump system should
malfunction, exhaust emissions might increase.
Because of the relationship between engine operating condition and unburned
exhaust gases, the condition of the engine and tune-up should be checked
whenever the air pump system seems to be malfunctioning.
Particular care
should be taken in checking items that affect fuel-air ratio, such as crankcase
ventilation system (PCV) , the carburetor and carburetor air cleaner.
54
RATH & STRONG
INCORPORATED
-------
6.0
Air Injection Systems
IN LII-IE
~
VB
Fig. 1 n'pical installation of an air pump system with a mix-
ture control t:a!ce, otlteru:i.se knou:n as a backfire by-pass valve
AIR
INJECTION
I'UMP
IN LINE
VI
Fig.!2 Typical installation of an air pump ,ystem witll a diverter
valve, othertdse known as an air by-pass value. 1968-73
55
RATH & STRONG
.lIcaRPaRATID
-------
6.0
AI r Injection Systems
PUMP
HOUSING
DRIVE
HUB
~,
.~(~'
. ~ ~ ~--';; )
'. /,~
h t.-::--. "
.. ....'~.Jooo_-... _. J ,.
I -
.!.....
PRESSURE
RELIEF VAlVE
.
~ PUMP
~COVER
\.
,
~:l
: EXHAUST
j-yS
r~
~\
j INT AICE
~ TUBE
Fig. 3 Air in;ection pump with separate
(lir filter. 1966-67
EXHAUST TUII:
~'-/lElJIBI' VAlVE
I - '-'.- -... mSSURE SETT\'I(j
ItfAI COVU- - ,..-'--Y",UG
.. :"'~;?-'''' VENT HOlE
", "" ~- ):KlDO NOT OIli
'''~~ -"--- ....~
" "-. /
'~ ~'
HOUSING--~ '
'UTU FAN~Y
OItIVE HUS
Fig.4 Air in;e::tion pump with integral
centrifucal air filter. Starting 1968
VENT HOl~ DO NOT Oil
- . '--7"'i~
,,'- . ./.r ---~-~----c /-..l.)~ DRIVE HUB
I / /1"- '-I
~:)J ~ -;,-- ./ " 1\\
. .' ROTOR
.. ~, ~SHAFT
i . ... ~.~: 1 ;' }~:
~...-.-,... -. .-' . ,I ~ i \
i ! \ \ .
" ,.
L ''-
. \ '
\. ~-
.. ..~- " ..,'~-.:"'"
.~
. ~ " 'Q; CENTRIFUGAL FILTER FAN
Fig. 5 Air in;ection pump with integral
centrifugal air filter without pressure valve
1 Coller Ittlchln,
bolts
2 Cover ISMmbly
It.~
to-
2 4 5 ,
en. eo..
AR Injection pum~olocled "..
3 Rear rotor ring screws
.. Rear rotor ring Ind
bearln, ISsembly
5 Rear clrbon MIll
6 Vane .nemblies
7 Vine shoes
8 Shoe sorln,s
9 Housing Ind
Issemblies
56
RATH & STRONG
INca,paRATla
-------
6.0
Air Injection Systems
VALVE IN
OPEN
POSITION
AlP. INLET
~ ~ ...""~ .. VA"'" IN
.~~.. --~ ~ ..,~
I~ ~~!, . ~~'r~. CLOS~D
[:Ii'-'~-"'J.q' IIi r~~-..'?"').rpOSITION
I '. 'I', 'J. ! \ J'. fl.
"'" ji .,'."
"I ~ . ';"
I " A:R OUTLET ~>
SIGNAL LINE L! ,
CONI~~CTION : -''';;;''''1 " '1
:";-=. ?=:> f;
-=- 0:=::0..
',. ~-A(",,-. ~
.. :.oo.r~'-," J ~'~f. ~
:'1V.r;'1w" -.. ;r.;;r- I'~
,OPEt1I .! i ."". ! CHECK
DIAPH~AGM"'" ~ I ~ I~ v i>J. VE
POSITIONS"""'" t.J I
CLOSED :1 ,
'4 . ,
Fi Q. 6, T)'Pielal ,,,bit.,,. COo\...O:.,. ~ aa...- valvo
OUTLEr .
- ~11
'II
OIA!'liI.AGM ',;:,. ~"'~i\S1GHAll1HE
ASSEMElY-'O b CONNECTION
VALVE rN OF::~J POSmON
Fi.g. 7
T)'Pial d!verter or .ir b)'-p.ss \'11M
57
RATH & STRONG
'.C08"08ATID
-------
6.0
Air Injection Systems
INLET
SIGNAL
UN!:
CONNECTION
IAPHRAGM
ASSEMBLY
Fig.
8 Typical diverter or lir b)"~lss valve ,,'ith
WltlVa' pte5SIU. r81ia! ".1...
nc IrJT
F;g.9
Conventions! type pump lIir filter
58
RATH 6 STRONG
'WI:D .~D.ATrD
-------
6.0
Air Inject"
Ion Systems
Pontiac
'Fig. 10 -
~
~
....
...: ....
1173 VI
air pump system
59
RATH &
STRONG
I"CO.~O.ATID
-------
6.1
Air Injection System
BILL OF MATERIAL
Mat Labor Mfg
Material Weight Costs Labor Overhead Costs Reference
Pump Assem Assem 7.690 .1250 .0500 .1750 07817806
Housing Alum 3.500 2.1000 . 1250 .0500 2.2750
Hub Steel .200 .0400 .0625 .0250 .1275
Shaft Steel .090 .0180 .0312 .0125 .0617
Cover Alum 1.000 .6000 .0625 .0250 .6875
Rotor Steel .300 .0600 .0312 .0125 .1037
Bearings Steel .400 .2000 .0625 .0250 .2875
Vanes PM .300 .1200 .0625 .0250 .2075
Vane Shoes PM .100 .0400 .0312 .0125 .OB37
Shoe Springs Steel .050 .0100 .0156 .0062 .0318
Carbon Seal PM .100 .0400 .0156 .0062 .0618
Tubes Steel .300 .0600 .0156 .0062 .0818
Rei ief Valve Steel .150 .0300 .1250 .0500 .2050
Hardware Steel .200 .0400 .0156 .0062 .0618
Fan Plastic 1.000 .8000 .0625 .0250 .8875
4. 1 580 .8433 .3373 ~.3388
Air Manifold Steel 2.000 1.0000 .0625 .0250 1.0875
Hoses Rubber 0.500 .1000 .0312 .0125 .1437
Pipes Steel .300 .0600 .0156 .0062 .0818
A I Tubes Steel 1.000 .5000 .0312 .0125 .5437
Pulley Steel .950 .1900 .0625 .0250 .2775 03927116
Mtg. Brkt Steel 2.590 .5180 .0625 .0250 .6055 4027214
Hardware Steel 1.500 .3000 .0156 .0062 .3218
AI P Bracket Steel .250 .0500 .0312 .0125 .0937
AlP Belt Rubber .230 .0460 .0156 .0062 .0678 4027350
2'7eQI) .3?7q 1 11 1 3.2230
60
RATH & STRONG
INCD~I'OA"'TED
-------
6.1
Air Injection System and
Bi II of Material
(cont'd)
Mat Labor Mfg
Part Material Weight Costs Labor Overhead Costs Reference
Valve Hoses Rubber 1.000 .2000 .0625 .0250 .2875
C I amps Steel .200 .0400 .0156 .0062 .0618
Vehicle Assem .3750 .1500 .5250
Engine Mod .1250 .0500 .1750
Assem Vehicle 1.'J493
Total Vehicle
A I-System 3.5111
61
RATH & STRONG
INCO!!FOAATED
-------
6.1
Air Injection System
Valves and Filter
BILL OF MATERIAL
Mat Labor Mfg
Part Material Weight Costs Labo r Overhead Costs Reference
Air Pump Filter Assem .300 .0312 .0125 .0437 See Sketch
Air Horn Steel .100 .0200 .0625 .0250 .1075
Filter Paper .100 .0400 .0312 .0125 .0837
Body Steel .100 .0200 .0156 .0062 .0418
.0800 140S .0562 . '; 7::' 7
Mix Contr. Vlv Assem .890 .1250 .0500 .1750 3769895
Valve PM .090 .0360 .0625 .0250 .1235 27.95
Valve Spring Steel .100 .0200 .0156 .0062 .0418
Housing Steel .200 .0400 .0625 .0250 .1275
Diaphragm Copper .100 .0800 .0312 .0125 .1237
Cap Steel .200 .0400 .0312 .0125 .0837
Diaphragm Spr Steel .100 .0200 .0156 .0062 .0418
Pin Steel .100 .0200 .0625 .0250 .1075
.2SnO .4061 . 1624 . :-245
Diverter & Assem 1.230 . 1250 .0500 .1750 7043229
Relief Valve 14.80
Housing Steel .500 .1000 .0625 .0250 .1875 3671044
Pin & Valve Steel .250 .0500 .0312 .0125 .0937 16.60
Spring Steel .125 .0250 .0156 .0062 .0468
Diaphragm Copper .125 .1000 .0312 .0125 .1437
Relief Valve PM .052 .0200 .0312 .0125 .0637 04974265
Rei Vlve Spr Steel .063 .0120 .0156 .0062 .0338 4.80
Rei Vlve Cover Steel . 115 .0230 .0312 .0125 .0667
. 3300 . 3435 .1374 .8109
62
RATH & STRONG
INCORPORATED
-------
6.2 Air Injection System
Tooling Costs
Amorti zation Per Pa rt
1 Yea r 3 Year Non- 12 Yea r 12 Year 40 Year Amorti zation
Economic Recurring Recurring Machinery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0020 .0020 .0020 .0002 .0062
Va Ive Hoses 5,000,000 10,000 30,000 120,000 12,000
.0050 .0050 .0030 .0003 .0133
U' Clamps 10,000,000 50,000 150,000 360,000 36,000
w
Vehicle Assem
300,000
.1000
30,000
. 1000
90,000
. 1 f') 1'0
360,000
. 01 on
36,000
.3100
En ine Mod
300,000
. 1000
30,000
.1000
90,000
.10'10
360,000
.0100
36,000
.3,]!)O
Assem Vehicle
.S395
Total A I System
1.5996
-------
6.2 Air Injection System--Tooling Costs--Amortization Per Part
1 Year 3 Year Non- 1 2 Yea r 12 Yea r 40 Year Amortization
Economic Recurring Recurring Machi nery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0200 .0333 .0400 .0040 .0250 .1223
Pump Assem 5,000,000 100,000 500,000 2,400,000 240,000 5,000,000
.0400 .0667 .OB33 . O~1 83 1983
Housing 5,000,000 200,000 1,000,000 5,000,000 500,000
.0100 .0200 .0100 .0010 .0410
Hub 5,000,000 50,000 300,000 600,000 60,000
.0020 .0020 .0020 .0002 .0062
Shaft 5,000,000 10,000 30,000 120,000 12,000
.0100 .0167 . 0167 .0017 .0450
Cover 5,000,000 50,000 250,000 1,000,000 100,000
.0040 .0020 .0020 .0002 .0082
Rotor 5,000,000 20,000 30,000 120,000 12,000
0"' .0050 .0050 .0083 .0008 .0191
.J>- Bearings 10,000,000 50,000 150,000 1,000,000 100,000
.0040 .0080 .0)67 .0007 .0193
Vanes 15,000,000 60,000 360,000 1,200,000 120,000
.0010 .0040 .0033 .0003 .0086
Vane Shoes 30,000,000 30,000 360,000 1,200,000 120,000
.0007 .0013 .0007 .0001 .0027
Shoe Springs 30,000,000 20,000 120,000 240,000 24,000
.0020 .0020 .0020 .0002 .0062
Carbon Seal 5,000,000 10,000 30,000 120,000 12,01)0
.0013 .0oCB .0003 .OJ2d
Tubes 15,000,000 20,000 36,000 60,000 6,000
.0100 .0080 .0060 .0006 .0246
Relief Valve 5,000,000 50,000 120,000 360,000 36,000
.0067 .0')67 .0056 .OOOS .0194
Hardware 15,000,000 100,000 300,000 1,000,000 100,000
.0040 .0024 .0020 .0002 .0086
Fan 5,000,000 20,000 36,000 120,000 12,000
.5323
-------
6.2 Air Injection System--Tooling Costs--Amortization Per Part
1 Yea r 3 Year Non- 12 Year 1 2 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery Launching Land & Per
Volume Tooling Tooling & Equip Costs Buildings Piece
.0100 .0100 .0020 .0002 .0222
Mix Cont Valve 2,500,000 25,000 75,000 60,000 6,000
.0100 .0100 .0040 .0004 .0244
Valve 2,500,000 25,000 75,000 120,000 12 , 000
.0020 .0020 .0010 .0001 .0051
Valve Spring 5,000,000 10,000 30,000 60,000 6,000
.0100 .0100 .0040 .0004 .0244
Housing 2,500,000 25,000 75,000 120,000 12,000
.0040 .0040 .0020 .0002 .0102
Diaphragm 2,500,000 10,000 30,000 60,000 6,000
.0100 .0100 .0020 .0002 .0222
Cap 2,500,000 25,000 75,000 60,000 6,000
.0100 .0020 .0010 .0001 .0131
0'\ Diaphragm Spr 5,000,000 50,000 30,000 60,000 6,000
V'1
.0020 .0020 .0006 .0001 .0047
Pin 5,000,000 10,000 30,000 36,000 3,600
.01)80 .01100 .0166 .001 7 .1263
.0100 .0100 .0020 .0002 .0222
Div & Rei Valve 2,500,000 25,000 75,000 60,000 6,000
.0100 .0100 .0040 .0004 .0244
Housing 2,500,000 25,000 75,000 120,000 12,000
.0200 .0200 .0040 .0004 .0444
Pin & Valve 2,500,000 50,000 150,000 120,000 12,000
.0020 .0020 .0010 .0001 .0051
Spring 5,000,000 10,000 30,000 60,000 6,000
.0040 .0040 .0020 .0002 .0102
Diaphragm 2,500,000 10,000 30,000 60,000 6,000
.0100 .0100 .0020 .0002 .0222
Relief Valve 5,000,000 50,000 150,000 120,000 12,000
.0020 .0020 .0010 .0001 .0051
Rei Valve Spr 5,000,000 10,000 30,000 60,000 6,000
.0040 .0040 .O~20 .0002 .0102
Rei Vlve Cover 2,500,000 10,000 30,000 60,000 6,000
-------
6.2 Air Injection System--Tooling Costs--Amortization Per Part
1 Year 3 Year Non- 12 Yea r 12 Year 40 Year Amortization
Economic Recurring Recurring Machinery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0100 .0067 .0042 .0004 .0212
Air Manifold 1,000,000 10,000 20,000 50,000 5,000
.0040 .0017 .0025 .00J2 .00)84
Hoses 5,000,000 20,000 25,000 150,000 15,000
.0020 .0008 .0008 .0001 .0038
Pipes 5,000,000 10,000 12,500 50,000 5,000
.0060 .0060 .0020 .0002 . 0142
A I Tubes 5,000,000 30,000 90,000 120,000 12,000
.0100 .0050 .0025 .0002 .0177
Pulley 2,000,000 20,000 30,000 60,000 6,000
.0100 .0050 .0025 .0002 .0177
Mtg Bracket 2,000,000 20,000 30,000 60,000 6,000
0' .0100 .0040 .0020 .0002 .0162
0'
Hardware 5,000,000 50,000 60,000 120,000 12,000
.0100 .0050 .0025 .0002 .0177
AlP Bracket 2,000,000 20,000 30,000 60,000 6,000
.0020 .0020 .0010 .0001 .0051
AlP Belt 5,000,000 10,000 30,000 60,000 6,000
.0640 .0362 .0200 .0018 . 1220
.0020 .0020 .0010 .0001 .0051
Air Pump Filter 5,000,000 10,000 30,000 60,000 6,000
.0040 .0040 .0020 .0002 .0102
Air Horn 5,000,000 20,000 60,000 120,000 12,000
.0040 .0040 .0020 .0002 .0102
Filter 5,000,000 20,000 60,000 120,000 12,000
.0040 .0040 .0020 .0002 .0102
Body 5,000,000 20,000 60,000 120,000 12,000
00140 .014~ 00070 .0007 .0357
-------
6.3 Air Injection System
TOTAL MANUFACTURI NG COSTS
Plant .20 MC Mfg/
Over- Plant Tool ing .20 MC Corp Vendol
Part Mat Labor Head Costs Exp. Jnv. Corp Profit Costs
Pump 3.3280 5310 .2124 4.0]14 .2085 .1489 .8143 .8143 6.0574
.
Pump Assem .0000 .1250 .0500 . 1750 .0533 .0690 .0350 .0350 .3673
Relief Valve .0300 . 1250 .0500 .2050 .0180 .0066 .0410 .0410 .3116
Fan .8000 .0625 .0250 .8875 .0064 .0022 .1775 .1775 1 . 2511
Air Manifold 1 .0000 .0625 .0250 1.0875 .0167 .OJ46 .2175 .2 1 75 1.5438
Hoses .1000 .0312 .0125 .1437 .0057 .0027 .0287 .0287 .2095
Pipes & Tubes .5600 .0468 .0187 .6255 .0148 .0031 .1251 .1251 .8936
Pulley .1900 .0625 .0250 .2775 .0150 .0027 .0555 .0555 .4062
Belt .0460 .0156 .0062 .0678 .0040 .0011 .0135 .0135 .1000
Mktg. Brkts. .5680 .0937 .0375 .6992 .0300 .0054 . 1398 .1398 1.0143
Hardware .3000 .0156 .0062 .32 18 .0140 .0022 .0644 .0644 .4667
Air Injec & Pump f.., 9'? n 1 171 U u'-R5 8 5'-19 12.6215
Air Pump Filter .0800 .1405 .0562 .2767 .0280 .0077 .0553 .0553 .4231
Mix Contr Vlve .2560 .4061 .1624 .8245 . 1080 .0183 .1649 .1649 1 .2 C06
Diverter & .3300 .3435 . 1374 .8109 . 1240 .OI9R . 1622 .1622 1 .2791
Relief Valve
Valve Hoses .2000 .0625 .0250 .2875 .0040 .0022 .0575 .0575 .4087
Clamps .0400 .0156 .0062 .0618 .0100 .0033 .0124 .0124 .099
Total AI System 15. I 1 ~
67
RATH & STRONG
INCDRFDAATED
-------
6.4 Air Injection System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Vehicle
Vendor & Corp. Corp. Dealer Retail Price
Part Costs R&D Equip A lIoc Profit Markup Equ ivalent
AI Pump 12.6215 1.000 2.5243 2.5243 5.0486 23.71'37
AI Valves 3.4913 .5983 .6933 1.3365 6.2643
Vehicle Assem .5250 . 3 1 J 0 .1050 .1050 .2100 1,2550
Engine Mod. .1750 .3100 .0350 .0350 .0700 .6250
Total Vehicle 31.8830
Retail Price
Equivalent
R & D is estimated to be $300,000 per year.
Allocated over 300,000
vehicles per year results in $1.00 per vehicle.
68
RATH & STRONG
INCQ~FQAATED
-------
6.5
Air Injection System
Cost Comparison to Aftermarket Selling Prices
Using the aftermarket discount data and the aftermarket selling prices,
the Air Injection System costs are:
Estimated
Disc Disc Vendor
1/4 ill... Costs
Air Pump Assembly 62.95 15.74 12.59 7.9874
Pulley 2.64 .66 .53 .4062
Bracket Assembly 3.60 .90 .72 1.0143
Diverter Valve 11.80 2.95 2.36 1 .2791
Mixture Control Valve 14.00 3.50 2.80 1 .2806
69
RATH & STRONG
INCORFO.ATID
-------
6.6
Air Injection System
Cost Methodology
The weight data were obtained from both the Chrysler data and the
Oldsmobile data books. The material costs are compiled using the
AMM mi II prices.
The labor costs are estimates based on mass production tool ing and
equipment. The economies of scale are specified in the tooling estimates.
The overhead data are based on the information supplied from one
of the automobile companies.
The tooling costs are based on mass production estimates of die, mold,
and fixture costs. The equipment estimates are based on the current
costs of new equipment. The land and building estimate is based on
published information, on an actual production facility for General
Motors.
6. 70
Air Injection System
The installations in various engines, depending upon company I vary
significantly. Therefore, each system cost can be constructed from the
prior detail data. See the installation sketches in Section 6.0 to confirm
the data.
70
RATH & STRONG
INCDRPDRATED
-------
7.0
The air switching system is a subsystem and is usually
associated with the 3-way plus oxidation catalyst
system.
An air switching valve is added to the air
injection line which supplies air to the exhaust
ports.
When engine coolant temperature reaches a
predetermined level, the TVS allows a vacuum signal to
be sent to the switching valve which in turn diverts
the air being injected into the ports to a point
downstream of the 3-way catalyst and just upstream of
the oxidation catalyst.
In vehicles util izing electronic
control units
(ECU) ,
the ECU may receive signals from
a temperature sensor that indicates when engine temper-
ature
is high enough at which time the air is diverted
downstream by a solenoid switching valve.
A iy Switchi.n~~'I!rewL
~ a1: Aiy IKF~ ~'-1-,. t1l.)lceft:
- wire. f'r- ~ ~ ECt/
- W;re.f'~ ECU to ~IeNJ;d/
- $~~NJid SWt'~r''Y 1I~/1Ie.-
- cu; AMe 'to ~C(H~ A"'D.c.w~r~
--..
RATH & STRONG
INCORPORATED
71
-------
7. 1
Air Switching System
BILL OF MATERIAL
MANUFACTURI NG COSTS
Mat Mfg
Component Material Weight Costs Labor Overhead Costs Reference
Solenoid Valve Steel .316 .0634 .2620 . 1043 . 4302 Sketch
Electric Wi ,oing Plastic .050 .0400 .0010 .0004 .0414 and EPA
Copper Data
Hose Rubber .300 .0600 .0300 .0120 .1020
Total .1634 .2930 .1212 0;716
Vehicle Assembly .0625 .0250 .0875
Engine Modification .0312 .0125 .0437
Total Vehicle .7048
72
RATH & STRONG
INCDRPDRATED
-------
7.2
Air Switching System--Tooling Costs--Amortized Per Part
Economic 1 Year 3 Year Non- 12 Yea r 1 2 Yea r 40 Year Amorti zation
Volume Recurring Recurring Machinery launching land & Per
Part Per Year Tooling Tool ing Equipment Costs Buildings Piece
.0100 .0167 .0200 .0020 .0487
Solenoid Valve 5,000,000 50,000 250,000 1,200,000 120,000
.0004 .0002 .0032 .0000 .0003
Wiring 5,000,000 2,000 2,500 15,000 1,500
.0040 .0017 .0025 .0002 .0084
Hose 5,000,000 20,000 25,000 150,000 15,000
Total .0144 .01f~S .0123 .0023 .0579
..... ,0083 .0167 .ona .0003 .0281
\AI Vehicle Assembly 300,000 2,500 15,000 10,000 1 , 000
.0167 . 01 1 1 .0028 .0003 .0308
En ine Modification 300,000 5,000 10,000 10,000 1 , 000
Total . 1168
Research and Development Estimate: $210,000 over 3 Years, or $70,000 per year
for 300,000 vehicles per year, or .2330 per vehicle
-------
7.3
Ai r Switching System
TOTAL MANUFACTURING COSTS
Plant
Plant Mfg .20/MC .20/ MC Mfg/
Over- Costs Tool ing Corp Corp Vend
Part Mat labor Head (MC) Exp. Inv. Costs Profit Costs
Solenoid
Valve .0634 .2620 . 1 048 .4302 . n 57 .0220 .0860 .GaGa .650
Wi ring &
Hose .1000 .0310 .0124 . 1434 .O()G~ .~029 .02 j 7 .J~37 .210
-------
7.4
Air Switching System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Vehicle
Vendor Tools Corp Corp Dealer Retail
Costs and Allocation Profit Markup Price
Part (VC) R&D Equip .20 VC .20 VC .40 VC Equivalent
Solenoid Valve .6509 .2330 , 1 302 .0302 .:604 1.4046
Wi ring & Hose .2100 .0420 .0420 .0840 .3780
Vehicle .0875 .0281 .01 75 .01 75 .0350 . 1356
Assembly
Engine .0437 .0308 .0087 .0087 .0175 .1095
Modification
Total RPE 2.0777
75
RATH & STRONG
IHCIIR~IIR"'T[II
-------
7.5
Air Switching System
Cost Comparison to Aftermarket Selling Prices
This particular valve design does not have an aftermarket price in
our source data (1977 catalogs). We can estimate the relative selling
price by comparing sell ing prices for diverter valves and EGR valves
($14.00 - $18.05).
Diverter
EGR
$18.05
Aftermarket Selling Price
Discount (1/4 Selling Price)
Discount (1/5 Selling Price)
$14.00
3.50
2.80
4.51
3.61
The vehicle retail price equivalent (RPE)
is estimated to
be 2.0777 whi Ie the manufacturing costs are .8609 for the
valve and hoses
(.6509 for the valve).
75
RATH & STRONG
INCORPORATED
-------
7.6
Ai r Switching System
Cost Methodology
The weight data is estimated using similar valve data. The valve design
was assumed to be solenoid actuated.
The labor costs are estimates of production costs, using today's technology
and assumed economies of scale. The tooling estimates are based on
knowledge of the mass production processes and equipment.
The assembly costs and the engine modification costs were included in
the costs at the vehicle level.
7.7
Air Switching System
Applications in Various Engine Configurations
This air switching system is assumed to be unaffected by engi:1e size.
77
RATH & STRONG
INCDRPDRATED
-------
8.0
Reed Air Valve
Pulse Air System
The pulse air system is a simplified reed valve system
that provides an air supply to the exhaust manifold to
help oxidize unburned hydrocarbons and carbon monoxide.
The air suction valve takes air from the ai r cleaner
and imposes a pulsated air flow at the exhaust valve.
In some applications,
this system is used in place
of an air pump system when
lesser amounts of air are
required than which would be provided by an air pump
system.
78
RATH & STRONG
INCORPORATED
-------
......
\D
(2) THERMAL
V AC SWITCH
-CARD
CANISTER
CARll
BOWL
VENT
LINE
CD'a MANIFOLD VACUUM
~ PORTED VACUUM
(1) Fon THAPPED VAC. SPAnK & SEC. CHOKE PULL-OFF.
(2) FOR ~C[{ COLD OVERRIDE.
PULSE Am VALVE
140 C.I. D. 2- f3BL
Etv1ISSION CONTROL
SCHEMATIC
P-AI R/EGR
-------
00
o
PULSE AIR VALVE --.....
.........
PAIR RESTRICTION
3/8" hol~ in cylinder he:ad (typical 4 places)
SECTION .A-A
1977 PULSE Am SYSTEM 14.0 C.1. D. L4 ENGINE
-------
Air Suction Valve
I from Air Cleaner
-
Air Suction Pipe
to Exhaust Port
I
I
I to Exhaust Port
p
I~ Valv~ S"~pper
I -Reed
Valve Scat
~ Vavl. Housing
-
. Ca.1ibratioas: Flow resistance; 190 - 2(i0 .l/mm/-500 iJullAc
Leak i Max. O. 2 1/mm. /250 I:nnA
31
-------
8. 1
Reed Air Valve
Pulse Air System
BILL OF MATERIAL
MANUFACTURING COSTS
4-CYLINDER ENGINE
Mat Labor Mfg
Component Material Weight Costs Labor Overhead Costs Reference
Manifold Alum. .50 .300 .0416 .0166 .3582 Figure B37
Steel
Reed Valve Bronze .25 .100 .1250 .0500 .2750
Steel
(6 ft) Suction Pipes Tubing 1. 00 .300 .0312 .0125 .3437
Fittings Steel .30 .120 .0312 .0125 .1637
Steel
Air Intake Tubing .20 .060 .0100 .0040 .0740
2.25 .880 .2390 .0956 1 .2 1 46
Modify Engine Head .0625 .0250 .0875
Vehicle Assembly .1250 .0500 .1750
Total Vehicle 1.4771
Installation
82
RATH & STRONG
INCORPORATED
-------
8.2
Reed Air Valve--Tooling Costs--Amortization Per Part
1 Year 3 Year Non- 12 Year 1 2 Yea r 40 Year Amorti zation
Econom i c Recurring Recurring Machinery launching land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0100 .0100 .0050 .0004 .0254
Manifold 2,000,000 20,000 60,000 120,000 10,000
.0200 .0100 .0100 .Ollo8 .0408
Reed Valve 2,000,000 40,000 60,000 240,000 20,000
.0020 .0010 .0010 .0001
Pipes 10,000,000 20,000 30,000 120,000 10,000 .0041
.0050 .0040 .0100 ~ 0012
Fittings 10,000,000 50,000 120,000 1,200,000 150,000 .0202
Q) .0100 .0050 .0010 .0001
w
Air Intake 2,000,000 20,000 30,000 24,000 2,000 .0161
Total .0470 .0300 .0270 .0026 .1066
.0500 .0250 .0250 .0025
Engine Head 400,000 20,000 30,000 120,000 12,000 .1025
.0250 .0250 .0075 .0008
Vehicle Assembly 400,000 10,000 30,000 36,000 3,600 .0583
Total Vehicle .2674
R&Destimates $900,000 for 3 years, or $.75 per vehicle.
-------
8.3
Reed Air Valve
TOTAL MANUFACTURING COSTS
Plant Plant .20 MC Mfg/
Over- Mfg Tooling .20 MC Corp Vendol
Part Mat Labor Head Costs Exp. Inv. Corp Profit Costs
(MC)
Reed Valve .880 .2390 00356 1.2146 .0770 0 n96 .2429 .2429 1.8070
84
RATH & STRONG
INCDRPDRATED
-------
8.4
Reed Air Valve
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp. Corp. Dealer Vehicle
Vendor & Alloe. Profit Ma rkup Retai I Price
Part Costs R&D Equip .20 VC .20 VC .40 VC Equivalent
Reed Valve 1.8D71) .7500 .3614 .3614 . 7228 4.0027
Engine Mod .0875 .1025 .0175 .0175 .0350 .2600
Assembly .1750 .0583 .0350 .0350 .0700 .3733
Total Vehicle
Retail Priee
Equivalent 4.6360
85
RATH & STRONG
INCO."OU,T[O
-------
8.5
8.6
Reed Ai r Va Ive
Cost Comparison to Aftermarket Selling Prices
Using the estimated costs, the aftermarket selling prices could vary
between $8.95 and $17.80. No aftermarket data was available at
this writing.
Reed Air Valve--Cost Methodology
The weight data was estimated using the sketches suppl ied by EPA.
The material costs are compiled using the 1977 AMM mill prices.
The labor costs are estimates of production costs using today's
technology and the assumed economies of scale. The tooling costs are
estimates of the expendable tools and the machinery and equipment
required to produce the components in a mass production environment.
The assembly costs and the engine modification costs were included in
the costs at the vehicle level.
8. 7
Reed Air Valve--Applications of the System
The applications of the Reed Air Valve systems are on
4-cylinder engines as a substitution of the fan air
pump normally used on some 6-cyJinder and 8-cylinder
engines.
We have assumed that this design is limited
to 4-cylinder engines.
86
RATH & STRONG
INCDRPDRATED
-------
9.0
Exhaust £as recirculation is used, primarily, to lower peak
combustion temperatures. and to control the formation of NOx.
NOx emission at low temperatures is not severe;
however,
o
when the temperature exceeds about 2,500 F,
the production
of NOx in the combustion chamber,
is rapidly accelerated
to high levels.
Peak combustion temperatures can be reduced
by retarding the spark, or, by introducing an
inert gas
such as exhaust gas to dilute the fue~ mixture.
A small amount of exhaust gas is required to rapidly cool
peak combustion temperatures.
T ;, ere for e ,
the hole in the
EGR valve is, necessari Iy, very small even when open to
full capaci ty.
Chrysler, at one
time,
had one of the simplest exhaust
recirculation systems.
It had the floor jet under the
carburetor.
In this system, holes were drilled into the
bottom of the intake manifold; then. calibrated jets
were
screwed into the holes.
These holes penetrated the exhaust
cross-over passage, allowing exhaust gases to enter the
intake manifold constantly.
The difficulty inherent in
that system was exhaust gas
recirculation at idle speeds.
This was not only unnecessary
for proper emissions contro!;
but, unnecessarily caused rough idling engines.
Most
Chrysler engines now use a separate EGR valve, similar to
those employed by all other manufacturers.
87
RATH & STRONG
INCORPORATED
-------
EGR valves are normally mounted on the intake manifold.
the valve opens, exhaust gases are allowed to pass usually from
Whe n
the crossover passage into the throat under the carburetor.
The
EGR valve is vacuum operated, by
intake manifold vacuum on some
engines, and by ported vacuum on others.
The ported vacuum systems are the simplest.
At idle speeds,
the
port is avove the throttle blade, keeping the EGR valve closed.
When the throttle is opened, vacuum acts on the port, and,
the
EGR valve opens.
At fu II
throttle,
there is no intake manifold
vacuum.
This closes the EGR valve,
giving the engine maximum power.
The EGR valve, on some vehicles,
is operated by intake manifold
vacuum.
These valves use an amplifier in
the circuit.
The
amplifier, which is controlled by venturi
vacuum, operates the
valve.
A small hole in the carburetor venturi picks up vacuum,
when the airflow through the carburetor is sufficient enough,
and,
sends the vacuum signal to the amplifier.
The amplifier then opens,
to allow manifold
vacuum
to act on the EGR valve.
This amplifier
system is used to obtain precise timing of EGR valve operations;
additionally, exhaust recirculation does not commence, until
engine speed is considerable above idle.
88
RATH & STRONG
INCORPORATEO
-------
However, these systems, were found to be sensitive to outside
air temperatures as well; and, were discontinued after March 15,
1973,
as a result of the EPA order.
Ford uses a temperature control which resembles a PVS valve, except
that it has two nozzles.
This control shuts off the vacuum, to
the EG~ v~;ve, at low temperatures.
When Chrysler stopped locating" their air temperature sensor within
the plenum chanber, they began using a valve, simi lar to Ford's,
except mounted in the radiator.
The Chrysler valve has two nozzles,
with a hose connected to one, and a foam fi Iter on the other.
At
low temperatures the valve opens, allowing air to enter.
This
weakens the vacuum, thus keeping the EGR valve closed.
Buick has changed their EGR temperature regulation considerably.
In 1972, they did not use a temperature control.
In 1973 models,
they used a temperature switch,
located in the hose that shut off
the vacuum to the EGR valve, at low temperatures.
This switch was
sensitive to engine compartment temperature, and was judged to
be a defeat device by EPA.
By March 15, 1973, Buick changed the
switch to a coolant temperature switch, working with
a vacuum
solenoid.
At low temperatures,
this coolant switch caused the
solenoid to shut off the vacuum to the EGR valve.
In 1974,
Buick eliminated the electric components in their system, and
employed a straight coolant-vacuum switch, closing off the vacuum
to the EGR valve, at low engine temperatures.
89
RATH & STRONG
INCOAPOAAT[O
-------
Cadillac used a switch in the hose similar to Buick's first switch.
After March 15,
1973, they enclosed the switch in a housing; so that,
it was more sensitive to engine temperature,
rather than underhood
temperature.
Chevrolet does not use temperature control
for their EGR system.
This is surprising, considering all other General Motors divisions
do use a temperature control.
Oldsmobile uses a mechanical
temperature control valve in the hose to the EGR valve, similar
to what Cadi llac uses.
Pontiac probably has the most complicated system of all.
Before
March 15,
]973, the EGR system was tied in with the
transmission
control spark system.
The two systems were hooked together,
so that, when vacuum spark advance was allowed,
there was no EGR.
When EGR was a] lowed, there was no vacuum spark advance.
This
complicated system was eliminated on March 15,
1973; and,
from
then on, the EGR and the transmission control
spark systems were
separate.
90
RATH & STRONG
INCORPORATED
-------
9.0
EGR Systems
CARBURETOR
THROTTLE VAL\
CALIBRATED
CARBURETOR
SIGNAL PORT
~
~
~
INTAKE
MANIFOLD
Most urs use an EGR system wIth a valve arId a ported vacuum signal, as shov," here. Some cars
use venturi vacuum with a separate amphf.er to operate the valve
OIAPH"ACM
CovEA --- ~
1-. .
SP"ING.
VACUUM 'utI CO""NiCTfO
'0 ~T IN CAIriUlnOt
-~-': -
I
VAlV(SH"'fT-~:
SUL~-'''':'- ._::.~. I .
~ /
VALVE 5[.I,T, ~r) J'-~' '/VA"VE OPE~
VAL'/E CHAMeEA\\,~r.i:l ~~:~ E'''AU~T "AS
'0 ,,,,A.E '7\'" '7' t: v '''Ln PORT
MA"'FOLO".~/\. ~ r'i h //1
r"1';'\ u /\.~.j! f !:T ~
L.... I L..k.~"'F.1.---:A
Cutaway of a tYPical Ge"cral Moters EGR valve. The
Chrysler and Fu:o lalves are .,m,lar
91
RATH & STRONG
INCD~PDR"'TED
-------
9.0
EGR Systems
DIA'H"AGM
COV."
VACUUM fUll COHNICTID
TO TMUMAI. VACWM SWITCH
Sincla diaphl'lll'" EGR valw c:rosa MCtlon
EXHAUST TO
INTAKE MAN I FOLD
EXHAUST FROM
CROSS-OVER
Exhaust back prll$$ura transducer. Oldsmobila
~I."""AAM
COYIII -
VACWM NIl
- COMC'TID '0
""'- v
-------
9.1
EGR Systems
Bill OF MATERIAL
MANUFACTURI NG COSTS
Mat labor Mfg
Part Material Weight Costs labor Overhead Costs Reference
EGR Valve Assy Assem. .880 .1250 .0500 .1750 17053105
or
Diaphragm Cover Steel .200 .0400 .1250 .0500 .2150 17052364
Diaphragm Spring Steel .100 .0200 .0625 .0250 .1075 $18.05
large Dia. Piston Steel .090 .0180 .0312 .0125 .0617
Diaphragms Rubber .050 .0200 .0156 .0062 .0418
Small Dia. Piston Steel .090 .0180 .0312 .0125 .0617
Vac. Tube Conn. Steel .100 .0200 .0156 .0062 .0418
Seal Steel .050 .0200 .0156 .0062 .0418
Fibre
Valve Shaft Steel .100 .0200 .0312 .0125 .0637
Valve P Metal .050 .0250 .0156 .0062 .0468
Valve Seat P Metal .050 .0250 .0156 .0062 .0468
.2260 .4841 .1935 .9036
EGR Vlve Adaptor Steel 1.320 .2640 .0625 .0250 .3515 416499
Hoses Rubber .050 .0100 .0156 .0062 .0318
Gaskets Asb .030 .0120 .0156 .0062 .0338
.2860 .0937 .0374 .4171
Exhaust B. P. Assem .304 .1250 .0500 .1750 551083
Transducer
Valve Cover Steel .064 .0128 .0156 .0062 .0346
Filter Steel . 060 .0120 .0156 .0062 .0338
Spring Steel . 060 .0120 .0156 .0062 .0338
Piston Steel .020 .0040 .0078 .0031 .0149
Probe Steel . 100 .0200 .0625 .0250 .1075
.0608 .2421 .0967 .3996
Total 1 . 7203
93
RATH & STRONG
INCORPORATED
-------
9.1
EGR System
81 LL OF MATERIAL
Mat Labor Mfg
Part Material Weight Costs Labor Overhead Costs Reference
Vehicle Assem .2500 .1000 .3500
Engine Mod. .0625 .0250 .0875
Total Vehicle 2. 1578
Installation
94
RATH & STRONG
INCORPORATED
-------
9.2 EGR Systems--Toollng Costs--Amortization Per Part
1 Year 3 Year Non- 1 2 Yea r 1 2 Yea r 40 Yea r Amortization
Economic Recurring Recurring Machinery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0200 .0200 .0100 .0010 .0510
EGR Valve Assy 1,000,000 20,000 60,000 120,000 12,000
.0050 .0050 .0025 .0002 .0127
Diaphragm Cover 2,000,000 10,000 30,000 60,000 6,000
.0020 .0020 .0010 .0001 .0051
Diaphragm Spring 5,000,000 10,000 30,000 60,000 6,000
.0025 .0050 .0015 .1)002 .0092
Large Dia. Piston 2,000,000 5,000 30,000 36,000 3,600
.0050 .0040 .0010 .0001 .0101
Diaphragms 5,000,000 25,000 60,000 60,000 6,000
.0025 .0050 .0015 .0002 .0092
Small Dia. Piston 2,000,000 5,000 30,000 36,000 3,600
\D .0025 .0010 .0005 .OODO .0040
\11 Vac. Tube Conn. 4,000,000 10,000 12,000 24,000 2,400
.0025 .0025 .0012 .0001 .0063
Seal 4,000,000 10,000 30,000 60,000 6,000
.0050 .0025 .0025 .0003 .0102
Valve Shaft 4,000,000 20,000 30,000 120,000 12,000
.0040 .0020 .0020 .0002 .0082
Valve 5,000,000 20,000 30,000 120,000 12,000
.0040 .0020 .0020 .0002 .0082
Valve Seat 5,000,000 20,000 30,000 120,000 12,000
.0550 .0510 .0257 ,0026 . 1 34 3
.0200 .0100 .0100 .0010 .0410
EGR Vlve Adaptor 1 ,000, 000 20,000 30,000 120,000 12 , 000
.0040 .0017 .0025 .0002 .0084
Hoses 5,000,000 20,000 25,000 150,000 15,000
.0040 .0017 .01)25 .0002 .0084
Gaskets 5,000,000 20,000 25,000 150,000 15,000
.0578
-------
9.2 EGR Systems--Tooling Costs--Amortization Per Part (Continued)
1 Yea r 3 Year Non- 12 Yea r 12 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0200 .0100 .0050 .0005 .0355
Exh BP Transducer 1,000,000 20,000 30,000 60,000 6,000
.0050 .0050 .0025 .0002 .0127
Valve Cover 2,000,000 10,000 30,000 60,000 6,000
.0050 .0050 00015 .0002 00 II 7
Filter 2,000,000 10,000 30,000 36,000 3,600
.0020 .0020 .0010 .0001 .0051
Spring 5,000,000 10,000 30,000 60,000 6,000
.0025 .0050 00015 .0002 .0092
Piston 2,000,000 5,000 30,000 36,000 3,600
.0742
\.D .0333 00667 .0167 .OQ17 . 1183
C1' Vehicle Assem 300,000 10,000 60,000 60,000 6,000
.0667 .0667 .0333 .0033 .1700
Engine Mod 300,000 20,000 60,000 120,000 12,000
Total EGR System
on Vehicle .5546
R&D Estimate: 500,000 for 2 years, or $1.11 per vehicle for a 3-year payback.
-------
9.3
EGR System
TOTAL MANUFACTURI NG COSTS
Plant Plant .20 MC Mfg/
Over- Mfg Tooling .20 MC Corp Vendor
Part Mat Labo r Head Costs Exp. Inv. Corp Profit Costs
EGR Valve .2260 .4841 .1935 .9036 .1060 .0283 .1807 .1807 1 . 3995
EGR Va Ive .2640 .0625 .0250 .3515 .0300 .0110 .0703 .0703 .533 t
Adaptor
Hoses & Gaskets. 0220 .0312 .0124 .0656 .0113 .0164 .0131 .0131 . i 195
BP Transducer .0608 .2421 .0967 .3996 .0615 .0127 .0799 .0799 .6336
Total Vehicle 2.6857
Mfg Costs
97
RATH & STRONG
INCO:lFOIiATED
-------
9.4
EGR Systems
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp. Corp. Dealer Vehicle
Vendor & Alloc. Profit Ma rkup Retail Price
Part Costs R&D Equip .2 ve ? VC .4 VC Equivalent
EGR Valve 1 .3995 1. 1 11 1 . 2 79~ .2799 .5598 3.6302
EGR Adaptor .5331 . 1066 . 1066 .2132 .9596
Hoses & . 1195 .0239 .0233 .0478 . 2 151
Gaskets
BP Transducer .6336 .1267 . 1 !.. 67 .'2534 1 . 1405
Vehicle Assem .3500 1 183 .0700 .0700 .1400 .7483
o
Engine Mod .0875 .1700 .0175 .0175 .0350 .3275
Total Vehicle
Price Equivalent 7.0212
98
RATH & STRONG
INCO::OPORATED
-------
9.5
EGR System
Cost Comparison to Aftermarket Selling Price
Using the aftermarket discount data and the aftermarket selling price,
the following analysis is projected:
Chi Iton
Aftermarket
Selling Price Reference
EGR Valve 18.05 17052364
Discount 1/4 4.51 or
Discount 1/5 3.61 17053105
The estimated vendor costs are!. 3935and the vehicle retail price
equivalent is 3. 6302. Thi s figure includes $1. 11 of R&D allocation.
99
RATH & STRONG
INCO~FORAT[D
-------
906
EGR System--Cost Methodology
The weight data were obtained from the Oldsmobile computer
printout.
The material costs are compiled using the 1977 AMM
mil I p rice s 0
The labor costs are estimates of production costs using today's
technology and the assumed economies of scale.
The overhead
data are from a company communication.
The tool ing costs are
estimates of expendable tools, fixtures, and dies, as well
as estimates of equipment and machinery, to produce the componentso
It was assumed that no new buildings were required to produce
these parts.
The vehicle assembly costs and the engine changes were included
in the costs at the vehicle levelo
907
EGR System--Application of the Systems
Many domestic vehicles have engines equipped with an EGR
valve simi lar to the d~sign used in the estimate.
The
various applications
to engines
are numerous,
due to
the differences in locations in
the 4, 6, and 8 cyl inder
engines.
The hoses wi 1 I vary due to the differences in
locationso
100
RATH & STRONG
,NCDIIPDIIATED
-------
10.0
Pelleted Oxidation
Catalyst
OXIDIZING CATALYTIC CONVERTER
The oxidation of HC and CO in the exhaust stream can be
accomplished at lower temperatures than the thermal
reactor
by using an appropriate catalyst.
The catalyst is contained
in a casing which directs the exhaust flow through the catalyst
bed and protects the catalyst from mechanical damage.
Compared
with a thermal reactor, a catalytic converter can be placed
further from the engine.
The catalyst consists of a thin layer of active material
deposited on an
inert support material.
Th' catalytically
active material
is usually a noble metal such as a platinum
or a combination of transition metal oxides.
The support
is usually alumina in the form of small pellets (as in
pelleted catalysts) or a honeycomb monol i th structure (as
in monolithic catalysts).
To obtain effective performance
as rapidly as possible after engine start up, the density of
the support material
is kept as low
as is
practical.
Catalytic converters require the use of fuels with very low
I eve Iso fIe ad, ph 0 s ph 0 r us, and suI ph u r; sma I I a mo un t s 0 f
these contaminants
lead to rapid deterioration of catalyst
performance.
101
RATH & STRONG
INCORPORATED
-------
UNDERFLOOR CONVERTER - FULL FLOW
260 CU. IN. BED VOLUME
.~
2.50 DIA
~--::- - -- . .
~~ - _..- - -. ----- ----=.
..,..,'-~: . .:-.. ... . - -=-;::::"~::::::..'
J: .~~'~~~$---2~:::::<->.-'--"'~7'- ===-.
~~ .. --::--.. .. ........:.... -".. It .' .. '. . t. t' I' .;- ; ~ .-
]71[: : 00' "" , ,:.0 ~.. ~ co; t : '". ~ :. 0'" ':' .. : .: . ': '.' ,0.,.:: ,,~ r1
/' .. f'. II . ' . ,'" . . - ': ". 0 c- . io'. . .' .'. f'. p' '
/.rl ;,... ,.'. : 0.-.0, . 0 eO' , ,0,';, ",' 0". z .
I "J.. t ~ . J . . ~ c. f.'.' . C . .' .. . . to .. . 'j I .
--- /. I',. ..~ A ~ c .. .. " ~ ~., ~ I.. . '. "'.' e , eo I
-.---- . ./h .." . . .. t. O' 0 .:" .' O. "~!'.' ~ :. . ~ - 't . ~ '
, ,I ""'----,.",- - --:": ~--::~ -:-"- - - -~~~~-~ ~-
L LL I N1.I::T GAS
CA1' . OUTLET GAS
AU TIC PELLET CO~IPOl1N[)
102
-------
EMISSION CONTROL SYSTEMS
STAINLESS STEEl
CONVERTER SHELL CATALYST
I L
~~--£--~ - ~~~~- - ~~.~
~~; ~:.>'"",,,ir";.:":C:[J~:~ $ "
-- 0.. 0' .._~-.~. '-",,';',-,','8;;' .,...:.J ;.,., .~..-:..::::::::~~~ ---= ~
c ~-{QiW~:gl~~jl~~~'~ ~
- ,--,'- - , - ~ .' . ~
f.lUMINIZ~~/~- CER:MtC FElT STAINLESS STEEl
~TEEl COVt~ BLANKET CATALYST SUPPORT
Support.Knltt.d WIr.loIuh
American Motors & General Motors ca~lytic converter
Ford catalytic converter
with sin!:'e substrate catalyst
Ford catelytic converter
with dual substrate catal)'st
Fuel tank fiiler salety neck lor aU vehicles equipped
with catalytic converters (TYPical)
ELECTr.O~Hr:
CONTHOI. Uf.iIT
\....,
: ~ I I
B~.LLAST
RESIS10R
~.
IGNITION SWITCH
J
RUN
START
TO BATTERY
ELECTRO:~IC
SPEED SWIlCH
\
T:~RC1'TLE POSITION
SOLWOID
BATTERY.t
Chr)'sler Corp. ca:..lyst protection system for ilU vehicles
equipped v.ith cata:yl.c converters
1 J 3
-------
10. 1
Pelleted Oxidation--Catalyst
BILL OF MATERIAL
MANUFACTURI NG COSTS
Mat Labor Mfg
Part Material Weight Costs Labor Overhead Costs Reference
Converter Assem Assem 26.20 1. 1380 .4552 1.5932 110R 43M-23
Outer Wrap 409 55 8.00 4.0000 .3400 .1360 4.4760 260CC
Shell 409 55 4.00 2.0000 .3400 .1360 2.4760
1/0 Pipes 409 55 2.50 1 . 2500 .1000 .0400 1.3900
Bed Support 409 55 3.77 1 .8900 .3400 .1360 2.3660
Insulation Fibre 1. 50 1.5000 .0200 .0080 1.5280
Glass
Pellets Alumina 6.43 9.5450 .0200 .0080 9.5730 $1.50jlb
PT
Total 20.1850 2.2980 .9192 23.4022
Vehicle Assem .1250 .0500 .1750
Body Modification .0625 .0250 .0875
Total Vehicle 2.4855 .9942 23.6647
104
RATH & STRONG
I NCDRI'D RATED
-------
10.2 Pelleted Oxidation Catalyst--Tooling Costs--Amortization Per Piece
1 Year 3 Year Non- 12 Yea r 12 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.1000 .2000 .3333 .0333 .2000 .8666
Converter Assem 5,000,000 500,000 3,000,000 20,000,000 2,000,000 40,000,000
.1000 .2000 .3333 .0333 .6666
Outer Wrap 5,000,000 500,000 3,000,000 20,000,000 2,000,000
.1000 .1000 01667 .0167 .3833
Shell 5,000,000 500,000 1,500,000 10,000,000 1,000,000
.0100 .0100 .0167 .0017 .0384
I/O Pipes 10,000,000 100,000 300,000 2,000,000 200,000
.1000 .2000 .3333 .0333 .6666
Bed Support 5,000,000 500,000 3.000,000 20,000,000 2,000,000
.0200 .0200 .0500 .0500 .0950
0 Insulation 5,000,000 100,000 300,000 3,000,000 300,000
V1 .0200 .0200 .0800 .0080 .1280 6lbs/1
Pellets 5,000,000 100,000 300,000 5,000,000 500,000
Total Converter 2.8444
.1000 .0300 .0300 .0030 .1630
Vehicle Assem 300,000 30,000 30,000 120,000 12,000
.0500 .0500 .0100 .0010 . 1110
Body Modification 2,000,000 50,000 150,000 120,000 12,000
Total Vehicle 3. 11 84
R&D Estimates: $25,000,000 over 5 years. or about $1.600 per piece using a 3-year payback.
-------
10.3
Pelleted Oxidation--Catalyst
Bill OF MATERIAL
MANUFACTURI NG COSTS
Plant Plant .20 MC Mfg/
Over- Mfg Tool ing .20 MC Corp Venda
Part Mat labor Head Costs Exp. Inv. Corp P rofi t Costs
Converter 1 . 1380 .4552 1. 5932 .3000 .5666 .3186 .3186 3.097
Assem
Converter Can 10.640 1 . 1400 .4560 12.2360 .8600 .9898 2 . 4472 2.4472 18.980
Pellets 9.5450 .0200 .0080 9.5730 .0400 .0880 1.9146 1. 9146 12.530
Total 34.607
106
RATH & STRONG
INCORPORATED
-------
10.4
Pelleted Oxidation Catalyst
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp. Corp. Dealer Vehicle
Vendor & .2 MC .2 MC .4 MC Retail Price
Part Costs R&D Equip Alloe. Profit Markup Equivalent
Converter 34.6074 1. 6000 6.9215 6.9215 12.8430 62.8934
Vehicle Assem .1750 . 1630 .0350 .0350 .0700 .4780
Body Mod .0875 .111 0 .0175 .0175 .0350 .2685
Total Vehicle 63.6399
Price Equivalent
107
RATH & STRONG
INCDPPD...TED
-------
10.5
Pelleted Oxidation Catalyst
Cost Comparison to Aftermarket Selling Price
Using the aftermarket selling price and discount data, the following
analysis is projected:
List Price
Reference
1/4 Discount
1/5 Discount
$161.25
40.31
8998210
Converter
32.25
The estimated vendor costs are $34.6074. The retail price equivalent
for the converter on the vehicle is $63.6399.
10.6
Pelleted Oxidation Catalyst
Cost Methodology
The weight data was obtained from the reference sketch. The pellet weight
was also obtained from the sketch. The component weights are estimated
by proportional methods.
The labor costs are estimates based on knowledge of the actual plant
processes and manning. The economy of scale was establ ished using
the General Motors Milwaukee plant as the model.
The tooling and equipment costs are estimates using the General Motors
plant as the reference. A new building was included in the cost computation.
The vehicle assembly costs and the body changes are added to the converter
costs at the vehicle level.
108
RATH & STRONG
INCOP.PDRATED
-------
10.7
Pelleted Oxidation Catalyst
Appl ications of the Systems
Since the pelleted catalyst is used on General Motors and American Motors
cars, the variations are limited to two sizes with the possibility of a third
si ze for 4-cylinder engi nes. These are:
Cost $
160 CI D 21.2968
260 CID 34.6074
320 CID 42.5900
We selected the 260 CID size as the baseline. The costs of the other two
sizes will be proportional to the CID.
109
RATH & STRONG
INCORPO.ATEO
-------
11. 0
Monolithic Oxidizing Catalyst
The monolithic oxidizing catalyst converter consisting of noble metal
wash coat on a ceramic or paper substrate mounted in an insulated
metal container supported by a wire mesh screen. This amstruction
Is usually mounted close to the exhaust manifold ahead of the fire wall
as an integral part of the exhaust pipe (either the V-pipe or the straight
pipe that connects to the muffler) .
Its function is to convert the HC and CO gases to H20 and C02 in the
exhaust system.
~
G.:;': .
rC8r."'_".~I"
r / .1- r"'''''-
I ,~".~ .......
~ .
\....... ,""....,.."..
Ford monolithic converter~utOlw.)' view
(@ Ford Motor Co)
1 J 0
RATH & STRONG
INCOIPOIATED
-------
OXIDIZING CATALYTIC CONVERTER
(Used on Chevrolet 250 cu. in. 6-Cylinder California Cars)
A 63 cu. in. manifold mounted oxidizing catalytic converter is used to help control
hydrocarbon and carbon monoxide emissions in some L6 engine families.
A. Catalyst Supplier:
AC Spark Plug Division
1300 N. Dort Highway
Flint, MI 48556
Washcoat and Active Material Applied by:
Engelhard Mineral and Chemical Corp.
529 Delancy Street
Newark, New Jersey 07105
B. Number of converters used per vehicle: One
C. General Type: Oxidation
E.
D. General Location: Attached to exhaust manifold
Substrate
F.
1,
2.
3.
Configuration: Monol ith
Construction Technique: Extruded
Composition: Major phase - Cordierite
Minor phase - Mullite
4.
Supplier:
AC Spark Plug
1300 N. Dort Highway
Flint, MI 48556
G. Active Material:
Washcoat: Alumina
1,
2.
Composition - Platinum and Palladium in 5.2 ratio
Total Loading - .029 troy oz.
H. Container:
1-2 See Schematic
3 Volume - 2100 ml
4-6 The container is constructed of steel by forming and welding. The
monolith is contained by metal mesh.
I.
7 Canner: AC Spark Plug
8 (a) Insulation: None
(b) Shielding: None
Physical Description (of substrate)
1,
2.
3.
4.
5.
Dimensions: 2 pieces 3.66" diameter x 3" long
Weight: 1,9Ibs. (Modified to 1.3 per Corning
Volume: 63 cu. in.
Total Surface Area (BET): 10,300M2
Approximate Active Surface Area: 8,900M2
Glass data)
111
-------
TYPICAL INSTALLATIONS CATALYTIC CONVERTER
IN-LINE ENGINE V-8 ENGINE
SINGLE CONVERTER SINGLE CONVERTER
......
......
N
V -8 ENGINE
TWO CONVERTERS
V-8 ENGINE
SINGLE CONVERTER
-------
J\LJ\,l'j 11' ULJJ L.UN \' s;.,,~ .:. :::. ::-:,
. Chevrolet (C,-,,; ::',:" ,~,,::=";;
6 cylinder. 250 cu. In.
I
4 . 00 D lA
JUDUL
Ju[LJGE~j~"
JDDD[JJiJ\
l~Jrf]D[5~161'
:l~L~75 (SQl~ARE)-
_'L-,Il.- .'
MET AL MLSH
-1,IIII'I()
~ I I
. I ./ SHELL ASM
I I I rr ~ SUBSTRATE-
CATALYST
COATED (Upper)
l
.OGO I ~
-------
11. 1
Monolithic Oxidizing Catalyst
81 LL OF MATERIAL
MANUFACTURI NG COSTS
Mat Labor Mfg.
Part Material Weight Costs La bo r Overhead Costs Reference
Converter Assem Assem 7.800 .2500 .1000 .3500 D5DZ5E212E
Shell 409 55 2.000 .8000 .0625 .0250 .8875 179. 05
Ring 409 55 1.000 .4000 .0312 .0125 .4437
Inlet Cone 409 55 1.000 .4000 .0312 .0125 .4437
Outlet Cone 409 55 1.000 .4000 .0312 .0125 .4437
I nlet Pipe 409 55 1.000 .4000 .0312 .0125 .4437
Flanges 409 55 .250 .1000 .0156 .0062 .1218
Mesh 409 55 .150 .0600 .0156 .0062 ,0818
Hardware Steel .100 .0200 .0156 .0062 .0418
Substrate Ceramic 1.300 4.6800 .1250 .0500 4.8550
Washcoat AL203 .6000 .0625 .0250 .6875
Platinum Platin. .02075 T. oz 3.4652 .0625 .0250 3, 5527
Paladium Palad. ,0083 T. oz .57~1 .0312 .0125 .6168
Total , I. 8983 .7653 .3061 12.9697
Vehicle Assem . 1250 .0500 .1750
Body Modification . 1250 .0500 .1750
Total Vehicle 1 1 . 8 9 8 3 1 . 0153 .4061 13.3197
114
RATH & STRONG
INCORPORATED
-------
11. 2 Monolithic Oxidation Catalyst--Tooling Costs--Amortization Per Piece
1 Year 3 Year Non- 12 Year 12 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery launching land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0300 .0300 .0150 .0015 .0500 .1265
Converter Assem 2,000,000 60,000 180,000 360,000 36,000 4,000,000
.0300 .0300 .0150 .0015 .0765
Shell 2,000,000 60,000 180,000 360,000 36,000
.0075 .0050 .0025 .0002 .0152
Ring 4,000,000 30,000 60,000 120,000 12,000
.0150 .0100 .0050 .0005 .0305
Inlet Cone 2,000,000 30,000 60,000 120,000 12,000
.0150 .0100 .0050 .0005 .0305
Outlet Cone 2,000,000 30,000 60,000 120,000 12,000
.0150 .0100 .0050 .0005 .0305
Inlet Pipe 2,000,000 30,000 60,000 120,000 12,000
.0050 ,0038 .0012 .0001 .0101
......
...... Flanges 4,000,000 20,000 45,000 60,000 6,000
U1
.0150 .0100 .0050 .0005 .0305
Mesh 2,000,000 30,000 60,000 120,000 12,000
.0010 .0010 .0020 .0002 .0042
Hardware 10,000,000 10,000 30,000 60,000 6,000
J5lt 5
.0300 .0300 .0250 .0025 .0875
Substrate 2,000,000 60,000 180,000 600,000 60,000
.0100 .0100 .0100 .0010 .0310
Washcoat 2,000,000 20,000 60,000 240,000 24,000
.0100 .0100 .0100 .0010 .0310
Platinum 2,000,000 20,000 60,000 240,000 24,000
.0100 .0100 .0100 .0010 .0310
Paladlum 2,000,000 20,000 60,000 240,000 24,000
.1805
.1000 .1000 .1000 .0100 .3100
Vehicle Assem 300,000 30,000 90,000 360,000 36,000
.0100 .0100 .0100 .0010 .0310
Body Modification 300,000 3,000 9,000 36,000 3,600
Total .8760
R&D--100 x 50M/year x 5 years = $25,000,000 - for 3=year payback/2M = 4. 150/conversion.
-------
11. 3
Monolithic Oxidization Catalyst
TOTAL MANUFACTURING COSTS
Plant Plant .20 MC Mfg/
Over- Mfg Tooling .20 MC Corp Vendor
Part Mat Labor Head Costs Exp. Inv. Corp Profit Costs
Converter .2500 .1000 .3500 .0600 .0165 .0700 .0700 .5665
Assem
Converter Can 2.5800 .2341 .0936 2.9077 . 1 833 .0447 .5815 .5815 4.2989
Substrate q 31 a 3 .2812 .1125 9.7120 .1200 .0605 1.9424 ].9424 13.7773
18.6412
116
RATH & STRONG
INCD"'''ORATED
-------
11. 4
Monolithic Oxidation Catalyst
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp Corp Dealer Vehicle
Vendor & .2 MC .2 MC .4 MC Retail Price
Part Costs R&D Equip Alloc Profit Ma rkup Equivalent
Converter .5665 4.1500 .1133 . 1133 .2266 5.1697
Assem
Converter Can 4.2994 .8599 .8599 1.7198 7.7390
Substrate 13,7773 2.7555 2.7555 5.5110 24.7993
37.7080
Vehicle Assem .1750 .3100 .0350 .0350 .0700 .6250
Body Mod. .1750 .0310 .0350 .0350 .0700 .3460
Total Vehicle 38.6790
Price Equivalent
117
RATH & STRONG
INCOR"ORATED
-------
11. 5
Monolithic Oxidation Catalyst--Cost Comparison to Aftermarket Selling Price
Using the aftermarket selling price and discount data, the following analysis
is projected:
Converter Selling Price
Discount 1/4
$179.05
44.76
Discount 1/5
35.81
The estimated vendor costs are 18.6432.
The retail
p rice
equivalent is 38.6790.
118
RATH & STRONG
INCO:>PORATEO
-------
11. 6
Monolithic Oxidation Catalyst--Cost Methodology
The weight data were obtained from the EPA and Chrysler data
base.
The material costs were computed using 1977 AMM mitt
prices.
The labor costs are estimates of production costs using today's technology
and assumed economies of scale.
The tooling costs are estimates of expendable fixtures, dies, and molds.
The machinery and equipment are separate estimates based on current
costs of new equipment.
Some new building expenditures were included in the estimates since no
prior capacity existed to produce the ceramic substrates.
Some modifications to the body structure were included in the estimates of
labor and tooling.
119
RATH & STRONG
INco~paRAT[O
-------
11. 7
Monolithic Oxidation Catalyst--Application of the Systems
Refer to the enclosed schematic which illustrates the locations by engine
type.
120
RATH & STRONG
INCO'POAATEO
-------
12.0
Pelleted Reduction Catalyst (as a function of volume noble metal loading
and composition)
(Same as 10 except for loading calculation.)
121
RATH & STRONG
INCOPPDAATED
-------
PELLETED CATALYTIC CONVERTERS
Reference sketch: Under-floor - full flow - 260 cubic inch BE.? volume.
SIZE GRADATION CALCULATIONS
The configuration is regarded as two rectangular boxes, one centrally located
within the other. The outer box is the housing and the inner is the catalyst.
From the referenced sketch, these dimensions for the 260 cubic inch converter
are used as basic:
Housing
Catalyst
Height
3.5
Width
12.3
Length
18.7
Area
Volume
1.9
10.5
13.0
677
362
260
In graduating the dimensions to accommodate varying volumes, the catalyst height
is held constant (to give maximum cross-flow contact and also to fit tail pipe) .
Length and width of catalyst are held in the same proportion, 13.0/10.5.
The housing length is constantly 5.7 greater than the catalyst length; the width
differential is held at 1.8.
122
-------
3-WAY CATALYST Efv11SSION COUTROL SYSTE~'
CLOSED lOOP CARBURETOR
CARBON CANISTER
CLOSED
THROTTLE
SIGNAL
ENGINE
EXHAUST
3.WAY
CONVERTER
"A IR flOW
RPM
ElECTRONIC
. CONTROLLER
SU'SOR SIGNALS
-------
UNDERFlOOR CONVERTER - FULL FLOW
260 CU. IN. SeD VOLUME
WEIGH7 = 26.2 Le.S. ~ 18.70
~ CONVfRTER SHELL -----'
~SUlATION ...-~ -" ..........
OUTER WRAP "
I
12.20
2.50 DIA
~ . -_.-- .'-- . - - . -----=:
'''-=r-- -~-~=>~£-~~~'-;-~:;-:;-l-L~~-=~'--
I .. ~ - T.: ,,---"- #'.... ...,. . II' ~. to . .. '.. I r
" ,.-.. .. ..0 ;.~. ... .. ... ." -L
~ . . .. ,. 0 t' ~ I' 41"'.' . . .' .. ~ .. ~
~" . .. tI'."'. .... . .... 0 ....' . . ... . / I
,".... .. ~ ... ..,. I
t 11"''':. .' ...0'.' . . .,. I . 0 o' 0 0.0 ~ I ~
I I ~ ~ o. . : " .. ~ I . - . c' . '. :, .. . . . c ". c . I 0 . : 0 o. '. .. "'1 ~~~-- '.
'-- I oJ . ~ a ~ c .. . . ~ c.. . '.. . '.'. .'... ~ . . II t
--- - -. .' . 0 ..' I', .' .. '. '.' 0 -' 0 .: . ~ -' '. ~ :
...~........ - - '. . . - ,J~ ~ - -- -
I -=- - -:- ~.:.;-~:_._...:_- - _.-. .~~::~ -
L INLET CAS
. . - OUTLET (iAS
CA 1 AL ~ TIC' Pi-: i.l F.T CO~.I POLINO
124
-------
MANUFACTURING COST AND RETAIL PRICE EQUIVALENT ESTIMATIONS
FOR PELLETED CATALYTIC CONVERTERS
Form B gives the equation relating noble metal composition, loading, and volume
to plant manufacturing cost and retail price equivalent.
It appl ies to:
a.
Pelleted oxidation catalysts.
b.
Pelleted 3-way catalysts.
The calculations are based on extrapolation of the values given in the detailed
estimate made on the 260 cubic inch under-floor oxidation catalyst.
The noble metal prices and the overall logic employed are the same as presented
in the section on monolithic catalysts.
Work sheets are attached.
125
-------
PELLETED STRUCTURAL PARTS--MANUFACTURING COST
Linear regression EQUATION
Y = .03458 x + 4.7975
Versus
y1 Calculated
X Values Difference
50 6.526 6.318 .208
150 9.984 10.177 -.193
260 13.787 13.957 -.170
320 15.862 15.871 -.009
400 18.628 18.463 .165
Manufacturing Cost = .03458 (Volume) + 4.7975
126
-------
PELLETED CATALYSTS--RETAIL PRICE EQUIVALENT
The following costs must be added to plant manufacturing cost to get the vend"..
r.ost.
Expense Tooling
Investment Tooling
$1. 2000
1 . 6444
Vendor G & A
Vendor Profit
20% of Plant .Manufacturing Cost
20% of Plant Manufacturing Cost
Vendor Cost = 1.4 (Manufacturing Cost) + $2.8444
To the vendor cost these must be added to get Retail Price Equivalent.
R&D
$1.60
.4780
Vehicle Assembly
Body Modification
.2685
Vehicle Corp. G & A
Vehicle Corp. Profit
20% of Vendor Cost
20% of Vendor Cost
Dealer Markup
40% of Vendor Cost
Retail Price Equivalent = 1.8 (Vendor Cost) + $2.3465
= 1.8 (1.4 (M.C.) + 2.8444) + $2.3465
= 2.52 (Plant Manufacturing Cost) + $7.4664
127
-------
FORM B
CALCULATION SHEET FOR
PLANT MANUFACTURING COST
AND RETAIL PRICE EQUIVALENT
PELLETED CATALYSTS
LOADING /VOLUME TOTAL
DATA: (GM/FT3) (IN. 3) GRAMS
1728 x =
Pt/Pd Ratio = Pt/Rh Ratio =
(Pt + Pd) Portion = (Pt + Rh) Portion =
- - --
II ' I Pro- Price $
por- Grams per per
Material I tions Req'd Gram Unit
V) Platinum 5.369
~
z Rhodium 14.628
LU
I Z
i ~ Pa lIadi urn 2.220
I ~ Renium 1.709
;1 0
u !
~ Ruthenium 2.009
!/ 0-
I ~ I
I Nickel .005
<
,I ~
d Total Grams
.. U -- --
'I
II Labor & O.H. x .12 =
Ii Plant Manufacturing Cost
I $
I
I ~ ~
, z
I :J LU Plant Manufacturing Cost =
, ~ z
I U 0
I:JQ. $4.80 + (.0346 x volume) $ :
I.O:::E
, ~ 0 I
I, V) U i
r 0 - - . I
I TOTAL PLANT MANUFACTURING COST $
,
---
~~I I~
x ~+~=L
128
-------
PELLETED CATAL YSTS--DIMENSIONS
CATALYST
Vol. Hgt. Wdth. Lgth. Area Area Vol. Hgt.
(in.3) (in.) (In.) (In.) (in.2) Ratio Ratio (In.)
260 1.9 10.5 13.0 362 1. 00 1. 00 3.5
HOUSI NG
Wdth. Lgth Area Area
(in.) (in.) (in. 2) Ratio
12.3 18.7 677 1. 00
50 1.9 4.6 5.7 92 .25 .19 3.5 6.lI 11.4 271 .40
..... 150 1.9 8.0 9.9 226 .62 .58 3.5 9.8 15.6 484 .71
tV
-D
320 1.9 11.6 14.4 433 1. 20 1.23 3.5 13. II 20.1 773 1. 14
400 1.9 13.0 16. 1 530 1.46 1. 54 3.5 14.8 21. 8 901 1.33
-------
13.0
Monolithic Reduction Catalyst (as a function of volume, noble metal
loading and composition)
(Same as 11.0 except for loading calculation.)
130
RATH & STRONG
INCD~"DRATED
-------
1.0
1.1
2.0
2. 1
2. 1 . 1
2.1.2
2.1.3
2.2
2.2.1
2.2.2
MANUFACTURING COST AND RETAIL PRICE EQUIVALENT ESTIMATIONS
OF MONOLITHIC CATALYTIC CONVERTERS
Form A, attached, is, in effect, an equation relating noble metal composition,
loading, and volume to manufacturing cost and retail price equivalent.
Form A applies to:
a.
Monolithic oxidation catalysts.
b.
Monol ithic 3-way catalysts.
Derivation of the Form A equation for plant manufacturing costs.
Catalytic components--plant manufacturing costs.
Grams of each ingredient are precisely defined when proportions, volume,
and loading are specified.
Prices are based on 1977 publ ished quotations:
Platinum
Rhodium
Palladium
Rhenium
Ruthenium
Nickel
Copper
$167./Troyoz.
$455./Troyoz.
$ 69 jTroy oz.
$ 53./Troy oz.
$ 62. ITroy oz.
$2.23/Ib.
lib.
Labor and overhead, $.14/gram, is used as a constant; taken from the
63 cubic inch converter previously estimated in detail.
Structural components--plant manufacturing costs.
The detailed estimate for the 250 cubic inch 6-cylinder Chevrolet oxidizing
catalytic converter (copy attached) is used as the base for extrapolating
to other sizes.
To conform with the imposed maximums on diameter and length, 6" and 24"
respectively, two diameters have been incorporated. For volumes up to 150
cubic inches, a 4" diameter shell is specified; above 150 cubic inches up to
400 cubic inches, a 5.4 inch diameter is specified.
Other variations of these dimensions would have minimal effect on the final
costs.
131
RATH & STRONG
INCDRPDRATED
-------
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
2.2.8
2.2.9
The weights of the individual structural components of the basic 63 cubic
inch unit were extrapolated on the geometrical ratios appl icable to other
volumes. These ratios were (where D = Diameter, L = Length, and
V = Volume) :
Shell - (D x L) +
Rings - D
Inlet Cone - D
Out! et Cone - D
Inlet Pipe - D
Flanges - D
Mesh - D x L
Hardware - D
Substrate - V
Wash Coat - V
2
( !L)
4
(one per 5" length)
Material costs per pound were maintained as used in the basic unit.
Labor costs for the components were computed on the generalized relationship
that the rate of change of labor input is 60% that of the rate of change of weight,
algebraically expressed:
L2 W 2 W 2
- = 1 +0.6 (- -1) = 0.4+0.6
L1 W 1 W 1
Labor overhead held consistent at 40%.
Plant manufacturing cost is the sum of material cost, labor cost, and labor
overhead.
Using the above guides, the plant manufacturing costs for seven sizes were
calculated: (Work sheets attached) Results were:
Volume (In3)
10
63 (Basic)
100
150
200
250
300
400
Plant Manufacturing Cost
3.3574
8.8002
12.9194
17.6189
22.9981
27.8292
32.9528
42.8742
Applying linear regression, a best-fit line was found.
Plant Manufacturing Cost = $2.52+ (. 10 13x Volume)
132
RATH & STRONG
INCDRPDRATED
-------
2.2.10 A graph, attached, of the data points and the best-fit line indicates the error
band around the line.
Maximum error about $0. 15
3.0
Derivation of the Form A equation for converting plant manufacturing to the
retail price equivalent.
3. 1
The equation is:
Retail Price Equivalent = (Plant Manufacturing Cost x $2.52) + $5.995
3.3.1
The rema ining cost elements added to convert from plant manufacturing
cost to retail price equivalent are:
Plant
Manufacturing Cost
Expense Tool ing
Investment Tool ing
Vendor G & A
Vendor Profit
Equals
Vendor Cost
V.C. = 1.4 (M.C.) + $.4857
Vendor
Plus
Cost
R. & D.
Vehicle Assembly
Body Modification
Vehicle Corp G. & A.
Vehicle Corp. Profit
Dealer Markup
Equals
R.P.E. =
Retail Price Equivalent
1 .8 (V. C .) = $5. 121
1.8 (1.4 M.C. + .4857)
2.52 (M.C.) + $5.9953
=
=
133
Plus
$.3640
$.1217
20% of Manufacturing Cost
20% of Manufacturing Cost
$4.1500
$ .6250
$ .3460
20% of Vendor Cost
20% of Vendor Cost
40% of Vendor Cost
+5.121
RATH & STRONG
INCDRPDIIATED
-------
FORM A
CALCULATION SHEET FOR
PLANT MANUFACTURI NG COST
AND RETAIL PRICE EQUIVALENT
OF MONOLITHIC OXI[)6.TION & 3-WAY CATALYSTS
DATA:
LOADI NG
(GM/F~ )
VOLUME
(I N. 3)
TOTAL
GRAMS
1728
x
=
Pt/Pd Ratio
=
Pt/RJ, Ratio
=
(Pt+P::i
Portion
=
(Pt+R:, Portion
=
-. _..- .- , -
'I '
I Pro- Price $
por- Grams per per
Material tions Rea'd, Gram Unit
Platinum 5.369
(/') Rhodium i 14.628
! r- Palladium
z 2.220
I w
,I z Rhenium
I 0 , 1.709
c.
'! :E Ruthenium ! 2.009
0
:1 u
U Nickel .005
:1 r-
) ~
!! < Total Grams -- --
I
II r-
!I < Labor & O. H. x .14 =
!I U
Plant Manufacturing Cost $
I
i~~ Plant Manufacturing Cost =
:>w
!r-z
luo $ I
,:>0. $2g52 . 1013 volume !
i 0:::E + x
fiS '
II
! TOTAL PLANT MANUFACTURING COST $ I
II II E,P.E.
x ~+ ~= $
134
-------
14.0
Monolithic Start Catalyst
The start catalyst, or the warm-up catalyst, is designed to provide catalytic
conversion during the first two minutes of the engine warm up. It is during
this period (quick light off) that major emissions of HC + CO are created.
The start catalyst is designed to provide conversion at 4000 F or less while
the main catalyst is still heating up. These catalysts were provided for
California cars whose standard formula HC + CO + NOx was more stringent
than the Federal standard.
135
RATH & STRONG
INCD~"DA"'T[D
-------
14. 1
Monolithic Start Catalyst
81 LL OF MATERIAL
MANUFACTURING COSTS
Labor
Mat Over- Mfg
Part Mat Weight Costs Labor Head Costs Reference
Converter Assem Assem 3.610 . 1250 .0500 .1750 AMC-Cal ifornia
Car
Shell & Rings 409 SS 2.000 .8000 .0625 .0250 .8875
Mesh 409 SS .250 .1000 .0156 .0062 .1218
I/O Cones 409 SS .750 .3000 .0312 .0125 .3437
Substrate Ceramic 0530 1.9080 .0625 .0250 1.9955
Platinum Platin. .7600 .0312 .0125 .8037 Pt/Pd = 2/1
Paladium Palad. .3800 .0156 .0062 .4018 Pt-$167/oz=
$67 oz.
Washcoat AL203 .3000 .0312 .0125 .3437 AL203
5.0727
Vehicle Assem .1250 .0500 .1750
Engine Mod .1250 .0500 . 1750
Total 5.4227
136
RATH & STRONG
INCO~FaRATED
-------
14.2 Monolithic Start Catalyst--Tooling Costs--Amortization Per Piece
1 Yea r 3 Year Non- 12 Yea r 12 Year 40 Year Amorti zation
Economic Recurring Recurring Machi nery Launching Land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0300 .0300 .0100 .0010 .0710
Cony Assem 500,000 15,000 45,000 60,000 6,000
.0300 .0300 .0100 .0010 .0710
Shell 500,000 15,000 45,000 60,000 6,000
.0200 .0200 .0060 .0006 .0466
Mesh 500,000 10,000 30,000 36,000 3,600
.0150 .0100 .0036 .0003 .0289
I/O Cones 1,000,000 15,000 30,000 36,000 3,600
.2175
.0300 .0300 .0300 .0030 .0930
Substrate 500,000 15,000 45,000 180,000 18,000
...... .0100 .0100 .0100 .0010 .0310
u..>
-..J Washcoat 500,000 5,000 15,000 60,000 6,000
.0100 .0100 .0100 .0010 .0310
Platinum 500,000 5,000 15,000 60,000 6,000
.0100 .0100 .0100 .0010 .0310
Paladium 500,000 5,000 15,000 60,000 6,000
.1860
.1000 .1000 .0100 .0010 .2110
Vehicle Assem 300,000 30,000 90,000 36,000 3,600
.0100 .0100 .0100 .0010 .0310
Engine Modification 300,000 30,000 9,000 36,000 3,600
Total .6455
R&D Estimate: 6 x 50K/Year = $300, OOO/Year for 3 Years, or $1. OOO/Car.
-------
14.3
Monolithic Start Catalyst
TOTAL MANUFACTURING COSTS
Plant Plant .20 MC .20 MC Mfg/
Over- Mfg Tooling Corp Corp Vendor
Part Mat Labor Head Costs Exp. Inv. Alloc Profit Costs
Converter . 1250 .0500 . 1750 .0600 .0110 .0350 .0350 .3160
Assem
Converter Can 1.2000 .1093 .0437 1. 3530 .1250 .0215 .2706 .2706 2.0407
Substrate 3.3480 .1355 .0562 3.5397 . 1200 .0660 .7079 .7079 5. 1415
Total 7.4971:,
138
RATH & STRONG
INCDI>PDRATED
-------
14.4
Monolithic Start Catalyst
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp Corp Dealer Vehicle
Vendor & .2 MC .2 MC Markup Retail Price
Part Costs R&D Equip Alloc Profit .4 MC Equivalent
Converter .3160 1 . 0000 .0632 .0632 .1264 1.5688
Assem
Converter Can 2.0407 .4081 .4081 .8162 3.6731
Substrate 5. 1415 1.0283 1.0283 7.0566 9.2547
14.4966
Vehicle Assem .1750 .2110 .0350 .0350 .0700 .6250
Engine Mod .1750 .0310 .0350 .0350 .0700 .3460
Total Price
Equivalent 15.4676
139
RATH & STRONG
INCORPORATED
-------
14.5
Monolithic Start Catalyst--Cost Comparison to Aftermarket Selling Price
Using the aftermarket selling price and di scount data, the following
analysis is projected:
Start Catalyst (Estimated)
Di scount 1/4
$ 72.00
18.00
Discount 1/5
14.40
The estimated vendor cost is 7.9084.
on the vehicle is $15.4676.
The retai 1 price equivalent
14.6
Monolithic Start Catalyst--Cost Methodology
The weight data was obtained from the reference specification sheet for
AMC installation.
The labor costs are estimates of production costs using today's technology
and assumed economies of scale.
The tooling costs are estimates of expendable tools, fixtures, dies, and
molds. The machinery and equipment are separate estimates based on
current costs of new equipment.
No new building expenditures were included in the amortization.
Some costs of vehicle and engine modification were included.
14.7
Monolithic Start Catalyst
These installations are limited to AMC and some Chrysler California cars.
140
RATH & STRONG
IHCC:>PCRATED
-------
WARM-UP CATALYST DESCRIPTION*
AMC (California) used on 304 and 360 cu. in. engines
Catalyst Features, such as:
a)
Catalyst suppl ier and address:
Engelhard Industries Division
(Sole suppl ier)
430 Mountain Avenue
Murray Hill, New Jersey 07974
Number of catalysts used per vehicle: 1 for 6 cyl, 1 for V-8 Hornet/Pacer
2 for V-8 Matador
b)
c)
d)
e)
General Type: Oxidation
General Location: At exhaust manifold
Substrate:
(i) Configuration - Monol ithic, segmented
(ii) Construction Technique - Extruded
(iii) Composition - Corderite
(iv) Supplier and Address:
Corning Glass Works Division
(Sole supplier)
Corning, New York
f) Washcoat: Stabilized activated coating proprietory to manufacturer
g) Active Material:
(i) Composition of active constituents - Pt/Pd - 2/1 3
(i i) Total active material loading (gms. or Troy oz.) - 50 gm/ft.
h) Container:
(i) Configuration - Cyl indrical
(ii) Dimensions - 3.87 dia. x 6.6 overall length
Volume - 48.8 In. 3
Materials used - 409 Stainless. 054" min.
Technique of containment & restraint - Compliant wire mesh
Mounting rings
Method of constructing container - Roll forming, draw forming
and welding
Maremont Corporation
(Sole suppl ier)
250 East Kehoe Boulevard
Carol Stream, Illinois 60187
(viii) Insulation and shielding (catalyst and/or vehicles) - None
i) Physical Description:
(i) Dimensions: 2 pieces, 3.66 dia. x 1.25; (3.31 EFF dia.)
(ii) Weight (lbs): Catalyst only, 0.61Ibs. (Modified to .53 lb~.
3 Cornlng3Glass Data)
(iii) Volume: EFF Catalyst 21.5 In. , Total - 26.3 In.
(iv) Active surface area (BET): Proprietory to manufacturer
j) Catalyst Assembly Part Number: To be suppl ied
(i i i)
(iv)
(v)
(vi)
(vii)
Canner:
pe r pe r
* American Motors does not perform any type of production performance
test on the catalytic converter
141
-------
WARM-UP CATALYST PART NUMBERS:
AMC (California) used on 304 and 360 cu. in. engines (Continued)
Vendor:
Maremont Part #7-9102
App I i cation
Pacer (California)
Hornet & Gremlin (California)
Part Number
#3229654
#3229837
Matador - V-8 (California)
#3230802 (Left)
#3229867 (Right)
15.0 Monolithic Three-Way Catalyst (as a function of volume, noble metal
loading and composition.)
(Same as 11.0 except for catalyst composition and loading.)
142
-------
MANUFACTURING COST AND RETAIL PRICE EQUIVALENT ESTIMATIONS
OF MONOLITHIC CATALYTIC CONVERTERS
Form A, attached, is, in effect, an equation relating noble metal composition,
loading, and volume to manufacturing cost and retail price equivalent.
Form A appl ies to:
b.
Monolithic oxidation catalysts.
Monolithic 3-way catalysts.
a.
c.
Monolithic reduction Catalysts.
Monolithic start catalysts.
d.
Derivation of the Form A equation for plant manufacturing costs.
Catalytic components--plant manufacturing costs.
Grams of each ingredient are precisely defined when proportions,
volume, and loading are specified.
Prices are based on 1977 published quotations:
Platinum (Pt)
Rhodium (Rh)
Palladium (Pd)
Rhenium (Re)
Ruthenium (Ru)
Nickel (Ni)
Copper (Cu)
$167./Troyoz.
s455. /Troy oz.
$ 69 /Troyoz.
$ 53./Troyoz.
$ 62. /Troy oz.
$2.23/lb.
$0.75/lb.
Labor and overhead, $.14/gram, is used as a constant; taken from
the 63 cubic inch converter previously estimated in detail.
Structural components--plant manufacturing costs.
The detailed estimate for the 250 cubic inch 6-cylinder Chevrolet
oxidizing catalytic converter (copy attached) is used as the base
for extrapolating to other si zes.
To conform with the imposed maximums on diameter and length, 6"
and 24" respectively, two diameters have been incorporated. For
volumes up to 150 cubic inches, a 4" diameter shell is specified;
above 150 cubic inches up to 400 cubic inches, a 5.4 inch diameter
is specified.
143
RATH & STRONG
INCORPORATED
-------
TWC Catalytic Converl'er Assemb1y
SUBSTRATE EXHAUST
CONVER:rOR CATALYST
( H C IC 0 )
AIR MANIFOLD
ASSY. cSrACER)
SUBSTRATE EXHAUST
CONVERTER CATALYS'
(TW C)
-
--"'., .. , "'... . ~ . ---
." 'v.. '.. '. '-- '. '-' . , . , .. , . . , .
~~~.t......'II'
=- "-== ---~-
~
-- '--~
--I """"'-;-:-. -;-:-~T. .
./j . ~". ~~~.~~.~
_.. -_. . - _.--~-
-- ---
,
I N LET
~
. .
, .
"
I~: r
,-,,, .). -. ..... ~--...~ ---c:.', ----:--.-:--;,,-~... ~
~.., ...--' . ., (. . . . . ,. . ,~ ~ . .'."..'~'.. ,/'. .. . . . , . . . ,
~7'--~~-"'~-~]I!'~:~- '-' ,.".,.~ s-u P PO R T
SUPPORT 1J~- ~ .
SHELL ASSY.
SECONDARY AIR
INLET FITTING
144
-------
FORM A
CALCULATION SHEET FOR
PLANT MANUFACTURING COST
AND RETAIL PRICE EQUIVALENT
OF MONOLITHIC OXIOATION & 3-WAY CATALYSTS
DATA:
LOADI NG
(GM/~ )
VOLUME
(I N. 3)
TOTAL
GRAMS
1728
x
=
Pt/p. Ratio
=
Pt/R\ Ratio
=
(Pt+P :) Portion
=
(Pt+R.) Portion
=
- -- --...
, Pro- Price $
I por- Grams per per
Material tions. Rea'd. Gram Unit
Platinum 5.369
! Rhodium 14.628
i II)
I ~ Palladium 2.220
z
i W
,I z
0 Rhenium I 1.709
! c..
I ~ Ruthenium 2.009
0
I U
i U Nickel .005
I
I ~
I
, ~
II
< Total Grams -- --
I ~
< Labor & O.H. x .14 =
I U
i Plant Manufacturing Cost $
I
~~ Plant Manufacturing Cost =
;:)W
I~Z
uO $
;:)c.. $2.52 + . 1013 x volume I
o::~ i
.~O i
!II)U
-- . - .- -
I
I
I TOTAL PLANT MANUFACTURI NG COST $
II r-I ~
x ~+ ~= ~
145
-------
Other variations of these dimensions would have minimal effect on
the final costs.
The weights of the individual structural components of the basic 63 cubic
inch unit were extrapolated on the geometrical ratios applicable to other
volumes. These ratios were (where D = Diameter, L = Length, and
V = Volume):
Shell - (D x L) +
Rings - D
Inlet Cone - D
Outlet Cone - D
Inlet Pipe - D
Flanges - D
Mesh - D x L
Hardware - D
Substrate - V
Wash Coat - V
2
( ~)
4
(one per 5" length)
Material costs per pound were maintained as used in the basic unit.
Labor costs for the components were computed on the generalized
relationship that the rate of change of labor input is 60% that of the
rate of change of weight, algebraically expressed:
L2 W 2 W 2
L = 1 + 0.6 ( - - 1) = 0.4 + 0.6 W
1 W 1 1
Labor overhead held consistent at 40%.
Plant manufacturing cost is the sum of material cost, labor cost, and
labor overhead.
Using the above guides, the plant manufacturing costs for seven sizes
were calculated: (Work sheets attached) Results were:
Volume (ln3)
10
63 (Basic)
100
150
200
250
300
400
Plant Manufacturing Cost
$ 2.5974
4. 1202
4.9994
6.4589
8. 1281
9.2492
10.6728
13.1742
146
RAT""" & STRONG
IIICOI'OIATID
-------
Applying linear regression, a best-fit line was found.
Plant Manufacturing Cost = $2.38 + ($.0274 x Volume)
A graph, attached, of the data points and the best-fit line indicates the
error band around the line.
Maximum error about $0.15
Derivation of the Form A equation for converting plant manufacturing to the
Retail Price Equivalent.
The equation is:
Retail Price Equivalent = (Plant Manufacturing Cost x 2.52) + $5.995
The remaining cost elements added to convert from plant manufacturing cost to
retail price equivalent are:
Plant
Manufacturing
Cost
Plus
Expense Tool ing
Investment Tooling
Vendor G&A
Vendor Profit
Vendor Cost
Equals
Vendor Cost
R&D
Vehicle Assembly
Body Mod i fi cation
Vehicle Corp G&A
Vehicle Corp Profit
Dealer Markup
Plus
Retail Price Equivalent
Equa I s
$.3640
$.1217
20% of Mfg. Cost
20% of Mfg. Cost
Equals
Vendor Cost
1.4 (P.M.C.) + $.4857
$4.1500
$0.6250
$0.3460
20% of Vendor Cost
20% of Vendor Cost
40% of Vendor Cost
Equals
Retail Price
Equivalant
1.8 (V.C.) + $5.121
1.8 (1.4 M.C. + .4857) + $5.121
2.52 (M.C.) + $5.9953
16.0
Metallic Reduction Catalyst (as a function of volume, non-noble metal
loading and composition)
(Same as 11.0 except for selection of non-noble metal loading and
composition. )
147a
RATH & STRONG
IIII:D.~D.ATED
-------
METALLIC REDUCTION CATALYSTS
As far as the structural components are concerned, metallic reduction catalysts
use the same configuration and, essentially, the same parts as the monolithic
converters. The only deviation in figuring the cost is that the monol ithic
substrate honeycomb is eliminated.
Corrugated Nickel or Nickel-Copper foi I .005" thick at a density of .02 pounds
per cubic inch replaces the noble metals of the monolithic converters.
Form C incorporates the equation relating compos i t i on, vo 1 ume, an d co s t so
1'he logic employed in deriving the equation is the same as described in the
section on monolithic catalytic converters.
Work sheets are attached.
147 b
-------
METALLIC REDUCTION CATALYST
Ni, Cu, Foil
Labor
a.H. 40%
=
$.06/lb.
= $.00013/gm.
= . 00005/gm.
. 00018/gm.
$. 0002/gm.
=
L. & O.H.
Use
--------------------------------------------------------------------------
Plant Mfg. Cost Plus Expense Tooling $.3040 Equals Vendor
Invest. Tooling .0887 Cost
Vendor G. &A. 20% Mfg. Cost
Vendor Profit 20% Mfg. Cost
Vendor Cost = (1.4 x Plant Manufacturing Cost) + $.3927
Vendor Cost Plus R&D $4.15 Equals Retail
Corporate G. & A. 20% Vendor Cost Price
Corporate Profit 20% Vendor Cost Equiva'
Dealer Markup 40% Vendor Cost
Vehicle Assembly .6250
Body Modification .3460
RPE = (1.8 x Vendor Cost) + $5.121
= (2.52 x Plant Manufacturing Cost) + $5.8279
148
-------
FORM C
CALCULATION SHEET FOR
PLANT MANUFACTURING COST
AND RETAIL PRICE EQUIVALENT
METALLIC OXIDATION CATALYSTS
DATA:
LOADIN~
(GM/FT )
VOLljME
(IN: )
TOTAL
GRAMS
-
[;]x
=
N i/Cu Ratio
=
Pro- Price $
por- Grams per per
II) Material tions Req'd. Gram Unit
I-
Z
w Nickel .0049
Z
0 Copper .0017
Q.
:E
0
U
U
I-
~ Total Grams -- --
<
I- Labor & O.H. x .0002 =
<
U Plant Manufacturing Cost $
~~ Plant Manufacturing Cost =
::>w
I-Z
Uo $2.28 + ($.0154 x volume) $
::>Q.
a:::E
1-0
v)u
I
TOTAL PLANT MANUFACTURING COST $
~II~
x~+~=LJ
149
-------
METALLIC REDUCTION CATALYSTS
MANUFACTURING COST
Refer to Manufacturing Cost Calculation on structural components of 8 monol ithic
converters.
For each size, remove the costs and weights associated with the "ceramic substrate'l
and the wash coat.
Resultants:
Plant
MatlJ Mfg. Deviation Fro
Vol. ~ Cost Labor D.H. Cost Best-Fit Line
10 4.65 $1.84 $ .3769 $.1507 $2.3676 $ .07
63 6.50 2.58 .4841 .1936 3.2577 0
100 7.40 2.94 .5398 .2159 3.6957 .11
150 9.17 3.65 .6423 .2569 4.5492 .03
200 11.47 4.56 .7595 .3038 5.6233 -.27
250 12.51 4.98 .8280 .3312 6. 1392 -.03
300 14.21 5.66 .9270 .3707 6.9577 -.07
400 16.89 6.73 1.0925 .4370 8.2595 . 16
Best-fit linear regression line:
Plant Manufacturing Cost = ($.0154 x Volume) + $2.2785
150
-------
17.0
The oxygen sensor is an essential component of most
three-way catalyst systems and is used to maintain
a control of air-fuel
ratio at or near stoichiometric.
With most catalysts, this "window" for effective
performance is exceedingly
being the order
narrow,
of + 0.1 A/F ratio
un its.
The oxygen sensor provides
a feedback loop to an electronic control
un it.
151
RATH & STRONG
INCORPORATED
-------
(»: ~/)'V/-~~,~ ~r\~
) .\. ' .. ~.. , ,I.
~ ',' I..t.::] ,
Q r=:: - P1....--.... /'~ ...'....,
:.~ I' ...... [ \, I ;' .-." ! ""n)\ i ''''1)'
~ -".' " ~ -,\' f . L
-', " ~ u \J '--... '. '\.j',J.
~L'","""U '.~~U-'-A
INSULA.TOR~
-
\11
N
REFERENCE
AIR
ELECI-RODES
PLAT I f'JUM
COATI NG
---
ZI RGO~ IU~v1
D '. 0" I , ru.-.. 1,-
. 1"\ ~, 1.:
12
""--"'~'''''~ ..".. .
L:; -' . . ~...- &.:: ~......-- - . .......
~"L-"-8~, ._._-...~._-...,
-------
17. 1
Oxygen Sensor
BILL OF MATERIAL
Labor
Mat Over- Mfg
Part Material Weight Costs Labor Head Costs Reference
Oxygen Sensor Assem .100 .0312 .0125 .0437 Bendix
Air Inlet Brass . 020 .0200 .0156 .0062 .0418
Insulator Plastic . 015 .0150 .0078 .0031 .0259
Nut. Body Brass . 050 .0500 .0156 .0062 .0718
Electrodes Copper . 005 .0100 .0078 .0031 .0209
Zirconium Dioxide Zr03 .010 .0500 .0078 .0031 .0609
Platinum Platin .000016 .0397 .0078 .0031 .0506 See RHF 2/77
Total .1847 .0936 .0373
Hose .100 .100 .1000
Electric Wire & .200 .200 .2000
Insulator
Total Oxygen .3156
Vehicle Assem .0312 .0125 .0437
Engine Modification .0625 .0250 .0875 ECU Unit
Total Vehicle .7468
I nsta.llation
153
RATH & STRONG
INCD:>I'CRATED
-------
17.2 Oxygen Sensor System-- Tooling Costs--Amorti zation Per Part
1 Year 3 Year Non- 12 Year 12 Yea r 40 Year Amortization
Economic Recurring Recurring Machinery launching land & Per
Part Volume Tooling Tooling & Equip Costs Buildings Piece
.0100 .0050 .0020 .0002 .0172
Oxygen Sensor 5,000,000 50,000 75,000 120,000 12,000
.0040 .0040 .0020 .0002 .0102
Air Inlet 5,000,000 20,000 60,000 120,000 12,000
.0040 .0040 .0020 .0002 .0102
Insulator 5,000,000 20,000 60,000 120,000 12,000
.0100 .0100 .0040 .0004 .0244
Nut-Body 5,000,000 50,000 150,000 240,000 24,000
.0020 .0020 .0010 .0001 .0051
Electrodes 5,000,000 10,000 30,000 60,000 6,000
.0020 .0020 .0010 .0001 .0051
Zr03 5,000,000 10,000 30,000 60,000 6,000
\11 .0100 .0100 .0040 .0004
.t- .0244
Platinum 5,000,000 50,000 150,000 240,000 24,000
Total .0420 .0370 .0160 .0016 .0966
.0040 .0017 .0025 .0002 .0084
Hose 5,000,000 20,000 25,000 150,000 15,000
.0040 . Ou 17 .0025 .0002 .0084
Electric 5,000,000 20,000 25,000 150,000 15,000
Total System
.0167 .0333 .0056 .0006 .0562
Vehicle Assem 300,000 5,000 30,000 20,000 2,000
.0333 .0222 . 0083 .0006 00644
Engine Modification 300,000 10,000 20,000 30,000 2,000
Total Vehicle Systems 02340
R&D Estimates: $600,000 for 3 years, or .67 per vehicle for engineering development.
-------
17.3
Oxygen Sensor System
TOTAL MANUFACTURING COSTS
Plant Plant .20 MC Mfg/
Over- Mfg Tooling .20 MC Corp Vendor
Part Mat labor Head Costs Exp. Inv. Corp Profi t Costs
Oxygen Sensor .1847 .0936 .0374 .3157 .0790 .0176 .0631 .0631 .5385
Hose . 100 .1000 .0057 .0027 .0200 .0200 .1484
Electric .200 .2000 .0057 .0027 .0400 .0400 .2884
Total System .9753
155
RATH & STRONG
INCORPORATED
-------
17 .4
Oxygen Sensor System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Tools Corp Corp Dealer Vehicle
Vendor & Alloc Profit Ma rkup Retail Price
Part Costs R&D Equip .20VC .20 VC .40 VC Equivalent
Oxygen Sensor ..5385 .6667 .1077 .1077 .2154 1.6360
Hose .1484 .0297 .0297 .0594 .2671
Electric .2884 .0577 .0517 .1154 .5191
Vehicle Assem .0437 .0562 .0087 .0087 .0175 .1349
Engine Mod .0875 .0644 .0175 .0175 .0350 .2219
Total Vehicle 2.7790
Price Equivalent
155
RATH & STRONG
INCORPORATED
-------
17.5
Oxygen Sensor System
Cost Comparison to Aftermarket Selling Prices
Using the aftermarket selling prices obtained from various company
sources and aftermarket discount data, the following analysis is projected:
Mathey
8 i shop Mercedes
M/8 M/8
Oxygen Sensor 6.00 12.00
Discount 1/4 1. 50 3.00
Discount liS 1. 40 2.40
The estimated vendor costs are. 5385. The retail price equivalent for
the valve on the vehicle is 1.6360.
J 5 7
RATH & STRONG
INCO~PDR"'TED
-------
17.7
17.6
Oxygen Sensor System
Cost Methodology
The weight data was obtained using a Chrysler weight
table for a spark plug.
The material costs are
compiled using the 1977 AMM mill prices.
The labor costs are estimates of production costs
using today's technology and the assumed economies
of scale.
The platinum loading was obtained from
EPA (Mr. Field) computations.
The tooling costs are
estimates of the expendable tools and the machinery
and equipment required to produce the components.
The assembly costs and the engine changes were
included in the costs at the vehicle level.
Oxygen Sensor System
Appl ications of the 0 System
2
The Bendix and Bosch systems are similar designs. We have assumed
that this sensor will not vary by engine size although it is possible that
more than one sensor could be used in an electronically controlled
three-way catalyst system.
158
RATH & STRONG
INCORPO.ATED
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18.0
Electronic Fuel Metering System
(Bosch, Bendix, and Chrysler System)
The EFI-L (Electronically-Controlled Fuel
Injection System,
Air-Flow Sensitive), is an intermittently operating system,
wit h, 1 ow - pre s sur e i n j e c t ion 0 f f u e 1
into the intake manifold.
In this system, the quantity of air drawn in by the engine is
measured directly, and is used as the main control parameter
for the quantity of fuel
requ ired.
The fue 1
is me te re d by
solenoid-operated injection valves.
These valves are under
constant fuel pressure, and, their optimum opening period,
which is proportional
to the amount of fuel
injected,
is
determined for every operating function of the engine by the
electronic control unit on the basis of information received
from various electrical
sensorso
The electronic fuel
injection systems for gasoline piston engines
are primari ly a development of European technology, although
the Bendix Corporation in the U.S.A. has a cross
lice n sin g
arrangement with Bosch in Germany for technology exchange.
No mass production manufacturing faci lity exists in the U.S.A.
to produce electronic fuel
injection and electronic emission
control subsystems for gasoline piston engines.
Fuel Pumps (39 PSIG)--an electrically-driven motor coupled to
a constant-flow rotary pump.
Fuel Filter--a close tolerance filter that eliminates particles
that would clog the fuel nozzles.
RATH li9STRONG
INCORPORATED
-------
Fuel
intake manifold with provision for mounting the fuel
ra i I.
Fuel nozzles--a precision solenoid operated by the electronic
control unit.
Throttle body--the basic air control unit that includes a
throttle sensor and a cold-start air control.
Speed sensor unit--the magnet assembly equipped with a reed
switch assembly for sensing the engine
R.P.M.
Electronic control
unit and subsystem--this system provides
the control signals and the feedback response from water and
air sensors pressure sensors, and a fuel pressure regulator.
When combined with most three-way catalyst systems, the ECU
includes the capabi I ity of receiving feedback from an oxygen
sensor and adjusts the air-fuel
ratio accordingly.
Oxygen-sensor--the platinum-coated ceramic sensor located in
the exhaust stream.
This is normally included only with three-
way catalyst systems.
The E F I
system coupled with a 3-way catalyst system is currently
being installed in some European vehicles sold in the
U.S.A.
most of which are sold in the State of California.
153
RATH & STRONG
INCOII"OIlATEO
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Currently, these units are manufactured and bought in
relatively small annual quantities; and, consequently, unit
costs are higher than they would be
if quantities were
increased by several magnitudes.
In order to arrive at a
logical and consistent method, for real istically estimating
future costs at higher purchase quantities, a learning curve
methodology has been employed.
Estimates of prices on 5,000; 200,000; and 500,000 lot
sizes were solicited from U.S.A. and European sources.
( The sea res h ow n i nth e fir s t t h r e e co 1 u m n s 0 f Tab I e I.)
Analysis of these figures indicates a learning curve of
91.4%, with individual
items deviating, but not significantly,
in the overall.
(A 91.4% curve means an 8.6% decrease in
unit cost for each doubling of the quantity.)
The last two columns in Table 1 are mathematical extrapolations
of the 500,000 price by .014 and .742 respectively to estimate
prices for 1,000,000 and 5.000,000 units.
161
RATH & STRONG
INCDRPDRATED
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The plan for production of electronic fuel
injection systems
at various volumes was proposed as:
Year
Volume
Production Plan
1975
5,000
Purchase all
the components from
known U.S.A. and European sources.
1976/77
200,000
Start manufacturing nozzles,
throttle
devices, fuel
pumps, and ECU units.
Purchase mass production
loading.
1978/79
500,000
Redesign the ECU using integrated
ci rcuits and combine some of the e
external serve functions into the ECU.
Provide for mass production facilities
of the major components.
Include the
major valves as manufactured items.
1979/80 1,000,000/
Develop a new cost reduction design
5,000,000
and include the balance of the
items
in the manufacturing program.
Tool
up the final mass production faci Ii ties
for all components.
The total
investment for such a faci Ii ty to produce 5,000,000
units per year would be $55,000,000. which includes launching
costs and equipment costs.
Over $11,300,000
would be expended
for tooling the nozzles.
162
RATH & STRONG
INCCII"CIIATEC
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Tab 1 e 1 - OEM COSTS--8-CYLINDER SYSTEM
Industry Estimates Projected Estimates
Quantity 5K 200 K 500 K 1,000 K 5,000 K
Injectors $ 56.00 $ 40.00 $ 32.00 $ 29.25 $ 23.74
o Sensor * 6.00 4.50 2.36 2.16 1. 75
2
ECU 75.00 45.00 45.00 41.13 33.39
Air Temperature 1. 75 1. 75 1. 25 1. 14 .93
H20 Temperature 1. 75 1. 75 1. 25 1. 14 .93
Throttle Switch 3.00 3.00 2.30 2. 10 1. 71
Fuel Pump Assembly 15.00 15.00 12.00 10.97 8.90
Fuel Pressure Regulator 3.00 2.90 2.57 2.35 1. 91
Fast Idle Valve 5.00 3.51 2.00 1. 83 1. 48
Throttle Body 10.00 8.78 5.00 4.57 3.71
Air Solenoid Valve 4.00 3.25 2.00 1. 83 1. 50
Fuel Filter 3.50 2.00 1. 00 .91 .74
Fuel Rail 8.50 6.00 5.00 4.57 3.71
Speed Sensor 1. 50 1. 00 .75 .69 .56
Intake Manifold
Wiring Harness 25.20 10.00 5.00 4.57 3.71
$219.20 $148.44 $119.48 $109.21 $ 88.67
1~Normally used wi th three-way catalyst systems only.
153
RATH & STRONG
INCDRPDIIATED
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The sticker price contribution for feedback controlled
EFI systems
installed in various size vehicles and engines
at a production volume of 5,000,000 units would be:
Vehicle Cy I. CID M fg. Cost Markup Sticker P ri ce
Subcompact 4 - 140 $76.80 1.8 $138.00
Compact 6 - 250 82.97 2.0 166.00
Standard 8 - 350 88.67 2.2 195.00
When making comparisons to feedback controlled carbureted
sys terns for these same engines, the control valves, sensors,
and feedback controls must be included.
A Iso,
a mo re
sophisticated carburetor, valued at $18 to $24 manufacturing
costs, has to be considered.
The author has created the delta
costs to achieve several
levels of
emissions.
When making
comparisons of feedback controlled EFI and carbureted systems,
to achieve the same levels of emissions, the cost deltas are
not significantly different at the vehicle sticker price
I eve I.
164
RATH & STRONG
INCORPORATED
-------
0'
V1
ISSUED AS OF S/ZZ/1Z
~
Electronic
Fuel Injection
Division
-------
~
EFI SYSTEM FUNCTIONS
TRIGGER
UNIT
M.A..R
SENSOR
- IGNITION
0"
0" SWITCH
COOLANT
TEMP
SENSOR
ST~RT
SOLENOID
ELECTRON IC
CONTROL
UNIT
FUEL
~ PU M P
INJECTORS
GROU P I
,---------- ------ ---l
I DECEL TI-IROIILE AIR INLET 1
I CUT OFF TR~NSIENT TEMP I
I SWITCH .SENSOR SENSOR I
I I
I TH ROTTLE BODY :
I I
COMBUSTION I
CONTROL :
VALVE I
I
----------~
INJECTORS
GROUP 2
COOL~NT I F~ST
TEMP I IDLE AIR
I -
SENSOR I VALVE.
(MECH~N'C~L) I
L---------
-
.
-------
18.0. I
Electronic Control Unit
The Electronic Control Unit is the heart of the EFI system.
Its function is to deliver fuel to the engine at a rate which
is a function of continuously measured engine input and output
pa rame te rs.
The current production model ECU also provides
fuel pump power control, engine start auziliary air control,
and exhaust gas recirculation (EGR) on/off control.
The circuit design architecture of the Electronic Control
Unit, relies on several production technologies.
Four custom
bipolar integrated circuits implement the core control
law
function that is common to all ECU cal ibrations~
These c i rcu its
are contained on a ceramic thick-film substrate module.
Un i que
circuit functions are implemented using standard bipolar
integrated circuits and discrete components.
Thick-film laser
trimmed passive resistor networks are incorporated to realize
base calibration, and each individual
production unit is final
trimmed to meet performance specifications.
Add it i on a I componen ts
include the intake manifold pressure
sensor,
two power relays,
and a custom hard mounted connector.
All components are mounted
on two printed circuit boards, which are conformal coated for
environmental protection.
The Electronic Control
Un it is
installed in the passenger
compartment behind the dash panel.
It is designed to function
at a maximum temperature of 18SoF (8Soc).
In the current
production model, no attempt was made to maximize compactness;
rather, functional and calibration flexibility were deliberately
designed into the unit to accommodate anticipated changes and
improvements which were indeed made during the development stage.
RATH & STRONG
INCORPORATED
167
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18.0.2
Sensors
Intake manifold absolute pressure is measured with an accuracy of:. 1 percent,
using an aneroid, linear variable differential transformer sensor device. Thi,s
sensor is mounted on the ECU printed circuit board to implement concurrent
calibration of sensor and ECU and to increase reliability by minimizing the
number of electrical connections between the sensor and the computing circuits.
Engine speed is sensed using two magnetic reed switches mounted on the
ignition distributor casting, adjacent to the drive shaft. Installed on the
drive shaft is a magnet assembly. Thi s sensor provides engine phasing as
well as engine speed data.
Engine water temperature and intake manifold air temperature are sensed
using a high temperature coefficient precision resistor, formed from nickel
wi re wound on a bobbin, which is epoxy encased. The sensor output is
precise and linear over the temperature range encountered.
Data on throttle position and rate of change of throttle motion are provided by
a rotating shaft sensor. Mechanical contacts on the shaft slide over a printed
circuit board on which electric current carrying tracks are mounted. Rotational
information is realized when tracks are crossed as the throttle mo"es. The
discrete voltage levels sensed are processed in the ECU to yield the required
data.
18.0,3
I nj ecto rs
The fuel valving, metering, and atomizing functions are performed by the
injectors, which are located, one for each cylinder, in the vicinity of
the intake "alves. These injectors are essentially solenoid actuated on/off
168
RATH & STRONG
INCDRPDRATED
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poppet valves incorporating pintles designed for metering and atomization.
Since a constant fuel pressure differential is maintained across the injector,
the rate of fuel delivery is proportional to the injector open time, which
varies from 2.5 to 10 milliseconds.
18.0.4
Air Flow Calculating Versus Air Flow Sensing EFI Systems
The first generation of Bosch EFI systems were called the D-Jetronic, where
D stands for Druck, which means pressure in German. This name is derived
from the fact that one of the main inputs to this sytem is intake manifold
pressure. In this system the fuel loop consists of the fuel pump, the fuel
filter, and the fuel pressure regulator. With constant fuel pressure applied
to the injectors, the amount of fuel injected on a per stroke basis is proportional
to the timing of the regulator which can be controlled. Air flow can be
calculated using displacement, engine speed and manifold density, and the
desired air/fuel ratio can be obtained by changing the injector on time.
The next generation of Bosch EFI system was the L-Jetronic system, where
L stands for Luftmengenmessung, which means air flow measurement in German.
In this system the fuel loop is basically the same as in the D-Jetronic system
except that the fuel pressure regulator is connected by a hose to the intake
manifold so that the fuel pressure is a function of the manifold pressure and
the pressure loop across the injectors is thus kept constant.
A 1 so, i nth i s s y s t em, the air f low rat e' ism e a"S UT e d by a n air
flow meter whose moveable measuring plate is opened by the air
stream against the force of a spring.
The position of the
measuring plate is sensed by a potentiometer.
Its voltage is
proportional to the volume of ai r flow and is one of the main
input signals into the electronic control unit.
input is engine speed taken from the distributor.
The second
169
RATH & STRONG
INCORPORATED
-------
Measurement of air flow is said by Bosch to exhibit the following advantages.
1.
Compensation of tolerances which are due to wear, deposits in the
combustion chamber, or changes in the valve adjustments.
2.
Compensation of engine speed-dependent volumetric efficiency.
3.
No necessity of acceleration enrichment because the ai r flow signal
precedes the fi II ing of the cyl inders.
4.
Improved idling stabi lity.
5.
Insensitivity to changes in the exhaust back pressure caused by thermal
or catalytic reactors.
6.
Insensitivity of the system to EGR because only the fresh air portion
is measured.
18.0.5
Closed Loop/Electronic Fuel Injection Systems
The term closed loop requires some discussion. One use of the term closed
loop is to describe adaptive systems where feedback of output directly influences
the input. This is so called extremum seeking adaptive control. Another use
of the term closed loop is to describe systems where the output is used for error
correction to some programmed pa rameter.
management systems are of thi s latter type.
Current closed loop fuel
1]0
RATH & STRONG
INCOII"OIlATEO
-------
19.0
Thermal Reactor (Insulated With Core and Insulated Without Core)
Thermal reactors have been used to promote the gas-phase oxidation
of hydrocarbons and carbon monoxide. Excess oxygen and high
temperatures are requi red to insure efficient oxidation. Early versions
have required a fuel-rich exhaust and air injection to insure that high
thermal-reactor temperatures could be maintained. Such a system was
particularly suited to the rotary engine because of its inherently high
hydrocarbon exhaust levels. Unfortunately, the requirement to operate
the engine fuel rich necessarily results in decreased fuel economy.
Better design of the thermal-reactor system appears to allow use of a lean
thermal .reactor which would not suffer the fuel economy penalty of the
rich thermal reactor. Air injection might still be required to insure that
the oxidizing mixture is available at all engine operating conditions.
Many lean-burn engines also include a simple thermal reactor, often no
more than a somewhat enlarged, thermally insulated exhaust manifold.
Because of the lower exhaust temperatures of the lean-burn engines,
thermal reactor performance is limited but usually adequate to give
approximately a 50% reduction in hydrocarbons. Since the introduction
of the oxidation catalyst, thermal reactors are now found primarily on
rotary, lean-burn, and stratified-charge engines.
1 71
RATH & STRONG
INCDRPDRATED
-------
19.0.1
Thermal Reactor
Thermal ~eact0r Configuration
He.t CO"trol V."'C!
1 72
RATH & STRONG
IIlca.,a.ATID
\
Core
-------
18. o. 6
Bendix Closed Loop EFI Systems
A closed loop modification to the above Bendix EFI system
has been made to improve emission performance.
The modification
consists of a zirconium dioxide transducer used to sense the
oxygen level
in exhaust gas and to send a signal to the
Electronic Control Unit to modify the air fuel ratio by
adjusting the time duration of fuel
injection pulses.
The
key element in this modification is 02 sensor--the zirconium
dioxide transducer.
A Bendix closed loop system has been integrated with 3-way
catalytic converters in a General Motors Vega and tested by
General Motors.
The 0
2
sensor is
installed up stream of the
3-way converter.
General Motors is evaluating this appl ication
as compared to a 3-way closed loop carburetor systems as
described below.
The ECU Is not significantly affected by this modification,
although additional circuits are required to perform this
function.
18.0.7
Closed Loop Carburetor System
Whereas Electronic Fuel
Injection proponents claim technlcai
advantages of closed loop EFI
systems over closed loop carburetor
sys tems
(e.g., time lag of carbureted engine four to six times
that of fuel
injected engine,
lag due to relative density of
fuel-air, liquid fuel dropout to manifold, dynamics limitation
affects accuracy, carburetor proponents point out that economic
173
RATH & STRONG
INCDA'DAATEO
-------
advantages could be realized if carburetors were used In
closed loop systems to meet emission requirements since use
of conventional hardware would result in minimal production
disruption.
General Motors has adapted a four-barrel Venturi carburetor
in a
closed loop air-fuel ratio control system and installed
this system on an intermediate Nova sedan with a 400 CID
engine and performed tests on this vehicle.
The three-way catalyst material
in this system is located in
the same under floor converter used in the oxidizer-only
catalyst systems designed to meet 1975 through 1979 Federal
emission standards.
In this system 0 exhaust gas
2
sensors
are used; one samples the tail pipe exhaust system at the
converter outlet and one samples the engine and exhaust gas
at the exhaust manifold.
The four-barrel ~arburetor contains
a special set of metering rQds and a vacuum regulator to
provide the mechanism to vary air-fuel ratio in response to
command signals from the electronic controller.
The closed
throttle switch on the carburetor assembly provides for one
of the open loop functions to be described and the cold start
switch senses engine coolant temperature for another open
loop function.
174
RATH & STRONG
INCORPORATED
-------
A solid state electronic controller provides the control
logic necessary to process the signals from the various sensors
and generate the command signal to modulate the air-fuel ratio.
The closed loop carburetor performs all of the functions of
a conventional carburetor in metering fuel over a wide variety
of engine speeds, loads, and operating temperatures.
The
closed loop function is designed into the primary main metering
circuit to provide closed loop control of air-fuel
ratio at
the converter window for part throttle, warmed-up driving
condi tions'..
The fuel metering circuits provide conventional
pre-calibrated, or open loop, control of fuel for additional
driving conditions, which include wide-open throttle, closed
throttle, cold start, and rapid throttle openings.
In order to provide the mechanism' for varying air-fuel ratio
In response to an electrical command signal, a vacuum regulator
and a special set of metering rods are used in the primary
main circuit of a four-barrel carburetor.
The power system,
actuated by manifold vacuum, and the adjustable part throttle
circuit, are retained.
The vacuum regulator is an electro-mechanical transducer that
supplies a control vacuum signal
ranging from zero to approximately
8 in Hg as a function of an electrical current, with manifold
vacuum used as the source vacuum.
175
RATH & STRONG
INCDIIPOIIATED
-------
The objective of the closed loop system is to minimize the
production of HC, CO, and NOx in the tai I pipe exhaust gas
by operating the engine at the air-fuel
ratio which produces
the highest mutual conversion efficiencies in the three-way
catalytic converter.
The two exhaust gas sensors analyze
the gas composition as it leaves the engine and again as
it leaves the three-way converter.
The electronic control
logic utilizes the information from the exhaust gas sensor
signals to generate commands to the vacuum regulator to
eigher hold the air-fuel ratio constant or make a correction
in the rich or lean direction to provide the correct mixture
for operation at the three-way converter window.
When the
electronic controller is responding to the two exhaust gas
sensors, the system is said to be in the closed loop mode
since the engine-out exhaust is being analyzed.
When the
control
logic is responding to the closed throttle switch
or cold start switch, the system Is operating in an open
loop mode.
176
RATH & STRONG
INca."a.ATla
-------
19.1 Thermal Reactor Manufacturing Costs
Bill of Material
4-Cylinder Engine
Material Labor Labor Manufacturing
Part Material W ei~ht Costs Cos ts Overhead Costs Reference
;0 Exhaust Manifold 4.6000 .30/lb.
» Cast Iron 14.75 4.4250 . 1250 .0500 EP A sketch
-i $2/1b.
i I~ Liners Ceramic 2.00 4.0000 .0413 .0165 400578
n -....I
D Qit-....l Core Liners H . 1. Steel 2.00 2.0000 .0413 .0165 2. 0578 $l/Ib.
II
"
D rn
II Core H. T. Steel 3.00 2.0000 . 1250 00500 2 . 1750 $1/1b.
~ -i
of
.. ;0
a Insulation Asbestos 1.00 .5000 .0413 .0165 .0 5578 $50/lb.
0
Z
G)
Total 13.4484
Vehicle ASM .1250 .0500 . 1750
Eng. Mod .1250 .0500 . 1750
Total 13.7984
-------
19.2 Thermal Reactor Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching L and and per
Part Volume T ooli ng Tooling Equipment Costs Building Per Piece
.1250 .1250 .5000 .0500
Exhaust Manifold 400,000 50,000 150,000 2,400,000 240,000 .8000
:u .0200 .0200 .0200 .0020
:a. Liners I , 000 , 000 20,000 60,000 240,000 24,000 .0620
-i
z J: .0100 .0100 .0100 .0010
n
a lID Core Liners 1,000,000 10 ,000 30,000 120,000 12,000 .0310
. .......
" co
a en
.
. -i .0500 .0500 .0500 .0050
~
.. :u
a Core 400,000 20,000 60,000 240,000 24,000 .1550
o
Z
G) .0100 .0100 .0100 .0010
Insulation 1,000,000 10 , 000 30,000 120,000 12,000 .0310
Total 1.0790
.0250 .0250 .0250 .0025
Vehicle ASM 400,000 10 ,000 30,000 120,000 12,000 .0775
.0250 .0250 .0250 .0025
Engine Mod 400,000 10 , 000 30,000 120,000 12,000 .077 5
Research & Development - $400,000 per year for 3 years for 400,000 pieces per year 0 r $1.0000 per vehlc1e.
-------
19.3 Thermal Reactor Total Manufacturing Costs
Plant T ooB ng Corp. Corp. Vendor
Plant Mfg. Alloc. Profi t Mfg.
Part Material Labor Overhead Costs Exp. Inv. .20MC* .20MC* Costs
;0 Exhaust Manifold 4.4250 .1250 .0500 4.6000 .2500 .5500 . 9200 .9200 7.2400
» 5.7429
-f Liners 4.0000 .0413 .0165 4.0578 .0400 .0220 .8116 .8116
z 1: -
n ......
D lID Core Liners 2.0000 .0413 .0165 2.0578 .0200 .OHO .4116 .4116 2.9119
. \.0
'D
D (II
.
. -f Core 2.0000 .1250 .0500 2.1750 . 1000 .0550 .4350 .4350 3.2000
...
'" ;0
D
0 Insulation .5000 .0413 10165 .5578 .0200 .OHO .1116 ~1116 .8119
z
G)
Total 13044A4 19.9067
*MC = Manufacturing Costs
-------
I
:u
>
-i
z :r
n
:: lit
..
:: rn
~ -i
:; :u
o
z
Ci)
00
a
19.4 Thermal Reactor Retail Price Equivalent
Vehicle
Plant Tool s Corp. Corp. Deal er Retail
Vendor and Alloc. Profi t Markup Price
Part Costs R&D Equi p. .20VC* .20VC* .40VC* Equi valent
Thermal Reactor 19.9067 1.000 3.9813 3.9813 8/9627 36.8321
Vehicle .1750 .0775 .0350 .0350 .0700 .. 3 92 5
Engine Mod .1750 .0775 .0350 .0350 .0700 .3925
Total 37.6171
The uninsulated thermal reactor costs are$35.37 excluding vehicle assembly and engine modification
*VC = Vendor Costs
-------
19.5 Thermal Reactor Cost Comparison To Aftermarket Selling Prices
The Mazda Rotary Engines are selling the thermal reactors for $186.93 to $255.19
for RX-2 amd RX-3 engines. This selling price includes a fi ve year warranty.
Using discount data:
186.93
Est. Vendor Costs
Retail Price Equi valent
Discount 1/4
46.73
Discount 1/5
37.40
19.83
37.49
The exhaust manifold on a CVCC Honda sells for $79.20.
Using the discount
formula, the vendor cost is 79.20 T 4 = $19.80.
19.6 Thermal Reactor Cost Methodology
The weight data are estimates based on 4 cylinder exhaust data. The material
costs are estimates based on material selections.
The design data are from the sketch in 19.0.
181
RATH & STRONG
INCORPORATED
-------
,.,... 9-500
"S. PIlI 9-1.
1977 PASSENGER CAR PARTS CATALOG
SIX CYLJND[R
ENGINE
'7156500
INTAKE AND EXHAUST MANIFOLD WITH HEAT CONTROU (6 CYLINDER ENGINE)
,
.
.
11
"KG.
.
12
2'KG.
20
HIAT CONTIOL VALVI.IX".T
Printed 'n U.s.A.
April, 1'77
182
t<"~,...
-------
20. 1
Exhaust Manifold (Stock)
BILL OF MATERIAL
MANUFACTURI NG COSTS
Mat Mfg
Part Material Weight Costs Labor Overhead Costs Reference
6 Cyl. 225 CID See B I M
Exh. Manifold Cast Iron 25.7550 7.7250.2300 .0920 8.0470
Gaskets Composite .2100 .0840 .0100 .0040 .0980
Ha rdwa re Steel .3730 .0746 .0100 .0040 .0886
Total 7.8836 .2500 .1000 8.2336
8 Cyl. 318 CID See BIM
LH Ext. Manifold Cast Iron 22.8000 6.8400 .2300 .0920 7.1620
RH Ext. Manifold Cast Iron 17.2500 5.1750 .2300 .0920 5.4970
Gaskets Composite . 1900 .0760 .01eO .0040 .0900
Hardware Steel .8050 .1610 .0100 .0040 .1750
Total 12.2520 .4800 . 1920 12.9240
6 Cylinder
Asm Vehicle Asm. .1252 .0500 .1752
Eng. Mod.
8 Cylinder
Asm Vehicle Asm. .1500 .0600 .2100
Eng. Mod.
183
RATH & STRONG
INCORPORATED
-------
20.1 Bill of Material
C 75 VL41 F24 111.0 B 1975 Valiant Lowline 4-Door Sedan, (225 C.I.D. 6 Cylinder)
U-P-G Line Part No. Description Quantity Weight
Cur=17 Cur=23 39 29 (Of a 3R, or a 31, If a New Line) 48 55
Rev=29 Rev=35
30A 10 100 3769990 Manifold-Intake (3769979) C/N 19.130
;U 30A10 105 3751633 Exhaust Manifold 225 25.755
»
-f
z :r - 30A10 110 3751635 Gasket-Intake to Exhaust Manifold 1 .040
n
a lit ~
.
..
a en 30A 10 115 6030209 Stud-Exhaust Attachments to Intake 10 .300
.
. -f
...
... ;U
a
0 30A10 120 6030003 Bolt-Exhaust Manifold Attachments to Intake 2 .146
Z
Ii) 30A 10 125 6030210 Nut-Exhaust Manifold and Intake
2 .020
30A 10 130 1947762 Gasket-Exhaust and Intake Manifold 1 .170
30A 10 135 3751636 Washer-Manifold AttacJvnents 10 .280
30A10" (Secondary Group) Manifolds 28 46.441
-------
20.1 Bill of Material
C 75 VL41 E24 111.0 B 1975 Valiant Lowline 4-Door Sedan, (318 C.I.D. V-8 2-BBL)
U-P-G Line Part No. Description Quantity Weight
Cur=17 Cur=23 39 29 (Of a 3R, or a 31, If a New Line) 48 55
Rev=29 Rev=35
30A 10 100 3830940 Intake Manifold 318 CID 1 43.000
30A10 105 2536514 Gasket 2 .190
30A10 110 0181095 Bolts and Washers 2 .100
:u
» 30A 1 0 115 3671597 Gasket-Intake Manifold FT 1 .010
-i
z :I - 30A 1 0 116 3671598 Gasket-Intake Manifold RR 1 .010
n
a lIDO)
III VI
" 30A 10 120 6027332 Bolts and Washers-Intake Manifold 12 .720
a en
III
~ -i
04
... :u 30A 10 125 3698458 Shield-Intake Manifold Heat 1 .480
a
o
Z 30A 10 130 3830904 Exhaust Manifold Left 318 CID 1 22.800
Ci)
30A 10 135 3830685 Exhaust Manifold Right 318 CID 1 17.250
30A 10 140 6025991 Stud-Carburetor Attachments 5 .150
30A 10 145 9421360 Bolt-Exhaust Manifold Attachments 3 .120
30A 1 0 150 2121223 Washer Exhaust Manifold Attachments 5 .225
30A 1 0 160 0115729 Nut 4 .040
30A10 165 2121223 Washer Exhaust Manifold Attachments 8 .360
30A 10 170 6028356 SC-Exhaust Manifold 1 .060
30A10 180 0181089 Bolt 2 .060
30A 10 1025 6025991 Stud-Carburetor Attachments 4 .120
30A10 (Secondary Group) Manifolds 54 85.695
-------
20.2
Exhaust Manifold (Stock)
TOOLING AMORTIZATION
Economic 1 Year 3 Year Non- 12 Yea r 12 Year 40 Year Amortization
Volume Recurring Recurring Machinery Launching Land & Per
Part Per Year Tooling Tool ing Equipment Costs Buildings Piece
6 Cyl. 225 CID
.3333 .3333 .8333 01944 106944
Exhaust Manifold 240,000 80,000 240,000 2,400,000 560,000
.0040 .0017 .0025 00002 .0084
Gaskets 5,000,000 20,000 25,000 150,000 15,000
.0010 .0010 . 0005 .0000 .0025
Hardware 10,000,000 10,000 30,000 60,000 6,000
00
~ .1000 .1000 .0417 00042
.2459
Vehicle Assembl 240,000 24,000 72 , 000 120,000 12,000
Total .4383 .4360 .8780 .1988 1.9512
8 Cyl. 318 CID
.2500 .2500 .6667 .2667 1.4333
Exhaust Manifold 400,000 100,000 300,000 3,200,000 1,280,000
.0040 .0017 .0025 .0002 00084
Gaskets 5,000,000 20,000 25,000 150,000 15,000
.0010 .0010 .0005 00000 00025
Hardware 10,000,000 10,000 30,000 60,000 6,000
.1000 .1000 .0250 .0025 .2275
Vehicle Assembl 400,000 40,000 120,000 120,000 12,000
Total .3550 .352 7 .694 7 .2694 1,,6718
-------
20.3
Exhaust Manifold Stock
TOTAL MANUFACTURING COSTS
Plant
Plant Mfg .20/MC .20/MC Mfg/
Over- Costs Tooling Corp Corp Vendor
Part Mat Labor Head (MC) Exp. Inv. Costs Profit Costs
6 Cylinder
225 CID
Exhaust
Manifold 7. 7250 .2300 .0920 8.0470 .6667 1.0277 1 . 6094 1.6094 12. 96::>2
Gaskets .0840 .0100 .0040 .0980 .0057 .0027 .0196 .0196 .1456
Hardware .0746 .0100 .0040 .0886 .0020 . OJ06- .0177 .0177 .1266
Total 7.8836 .2500 , 1000 8.2336 .6743 1.0310 1.6467 1:6467 13.2324
8 Cylinder
318 CID
LH Exhaust
Manifold 6.8400 .2300 .0920 7.1620 .2500 .4667 1. 4324 1.4324 10.7435
RH Exhaust
Manifold 5.1750 .2300 .0920 5.4970 .2500 .4667 1 . 0994 1 . 0994 8.4125
Gaskets .0760 .0100 .0040 .0900 .:)057 .0027. .0180 .0180 . 1344
Ha rdwa re .1610 .0100 .0040 .1750 .0020 .0006 .0350 .0350 .2476
Total 12.2570 .4800 . 1920 12.924 .5077 .9366 2.5848 2.5848 13.5330
187
RATH & STRONG
INCORPORATED
-------
20.4
Exhaust Manifold Stock
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Vehicle
Vendor Tools Corp Corp Dealer Retail
Costs and Allocation Profit Ma rkup Price
Part (VC) R&D Equip .20VC .20 VC .40VC Equivalent
6 Cyl. 225 CID
Exh. Manifold 13.2324 2.6465 2.6465 5.2:)30 23.81a3
Vehicle Assern. .1752 . 2459 .0350 .0350 .0701 .5613
Total 24.3796
8 Cyl. 318 CID
Exh. Manifold 19.538J 3.907G 3.9076 7.8152 35.1684
Vehicle Assern. .2100 .2275 .0420 .0420 .0840 .6055
Total 35.7739
188
RATH & STRONG
INCDII~DII"'T[D
-------
20.5
Exhaust Manifold (Stock)
Cost Comparison to Aftermarket Selling Prices
Using Chilton 1975 selling price data for 6 cylinder and 8 cylinder
manifolds, we made the following comparison.
Selling Price
Aftermarket
Discount
1/4
Discount
1/5
Chilton 225 CID 6 Cylinder
Estimate 225 CID 6 Cylinder
$51. 98
$10.39
Chilton 318 CID 8 Cylinder RH
Chilton 318 CID 8 Cylinder LH
$41.76
36.33
Estimate 318 CID 8 Cylinder RH
Estimate 318 CID 8 Cylinder LH
189
RATH & STRONG
INCORPORATEO
$12.99
13.23
$10.44
9.08
$10.74
8.41
$ 8.35
7.26
-------
20.6
20.7
Exhaust Manifold (Stock)
Cost Methodology
Chrysler weight data and Bi II-of-Material costs were used. Labor
and material costs are estimated, based on today's technologies
and economies of scale.
Exhaust System Manifolds (Stock)
Appl ications
The 6-cylinder data can be proportioned to other in-line engines by
CID.
The a-cylinder data can also be proportioned to other v-a engines by
CID.
190
RATH & STRONG
INCII.paIATEII
-------
21.0 Exhaust Port Liners
The exhaust port liners are inserted in the exhaust cored outlet which provides a
smooth flow heating chamber insulated from the head casting by an air gap. The
thin section of the liner provides a quick heat surface and chamber for burning the
exhaust gases.
The liner is a fabricated and welded shape that ia..inserted in the head casting.
The costs will include the liners and the delta costs required in the head casting
to provide for the assembly.
Ex.~altst Port Liner
Exhaust Port
+-
to Exhaust
Manifold
I
r Air Suction n.
.- -
. . . .." . ".
- ~:;"( :5:.;'
~." .... . . . "
. ..-.-. ..88.
. . -. . .
.
.
191
-------
21.1
Exhaust Port Liners
MANUF ACTURING COSTS - 4-CYLINDER ENGINE
Labor
Material Material Over- Mfg
Part Material Weight Costs Costs Head Costs
Liners HT Steel 2.100 2.100 . 3750 .1500 2.6250
Head casting .2500 .1000 .3500
Liner Assembly .3500 .1400 .4900
Total 3.4650
192
RATH & STRONG
INCDIIPDII,UED
-------
21.2 Exhaust Port Liners
;u
~ Part
-I
i :r
n
;; ~ QQ
\A.I ~ en Port Liners
: -I
of
:; ;U
o
z
(j) Head Casting
Liner Assembly
TOOLING COSTS
AMOR TIZA TION PER PIECE
4-Cylinder Engine
Economic 1- Year 3- Year Non 12-Year 12-Year
Volume Recurring Recurring Machinery Launching
Per Year Tooling Tooling Equipment Costs
.0750 .0750 . 02 50 . 002 5
400,000 30,000 90,000 120,000 12,000
.1000 . 1000 . 1000 . 01 00
400,000 40,000 120,000 480,000 48,000
.0250 . 0250 . 01 00 . 001 0
10,000 30,000 48,000 48,000
400,000
40-Year
Land &
Buildings
Amortization
Per
Piece
.1775
.3100
.0610
Total
.5485
-------
21.3 Exhaust Port Liners
TOT Al MANUFACTURING COSTS
Plant
Plant Mfg .20/MC /MC Mfg/
Over- Costs Tool ing Corp. Corp. V en den
Part Mat labor Head (MC) Exp. Inv. Costs Profit Costs
Port Liners 2.100 .3750 . 1500 2.6250 .1500 .0275 .5250 .5250 3.852
Head Casting .2500 .1000 .3500 .2000 .1100 .0700 .0700 . 800(
Liner Assembly .3500 .1400 .4900 .0500 .0110 .0980 .0980 . 747C
Total 3.4650 5 . 399
194
RATH & STRONG
INca.~a."'TEa
-------
21.4
Exhaust Port Liners
RETAIL PRICE EQUIVALENT AT THE VEHICLE LEVEL
Vendor Tools Corp Corp Dealer RPE
Costs and Allocation Profit Markup Vehicle
Part (VC) R&D Equip .20 VC .20 VC .40 VC Level
Port LIners 5.3995 1.0799 1.0799 2.1598 9.7191
21.5 Exhaust Port Liners
COST COMPARISON TO AFTERMARKET SELLING PRICES
This item is not a separate aftermarket product. It is an integral part of the engine
head assembly. Using the discount formula (4 x V.C.) we can estimate the delta
increase of a head wi thout p rt liners versus a head wi th port liners.
Delta increase
4( V.C.) = 5 . 3 995 (4) = $ 2 1 . 5 98 0
195
RATH & STRONG
INCORPORATED
-------
2 1 . 6
Exhaust Port Liners
Tbe data was estimated using the sketch supp1ied by EPA.
The de1ta changes to the head casting were inc1uded In the estimate.
Casting the 1iners in p1ace was not included in this estimate.
The process does not seem practica1
for cast iron heads.
I t
might be feasib1e for a1uminum heads.
I n any ca s e , the co s t s
wi11 be simi1ar.
21 . 7
Exhaust Port Liner App1icators
This estimate was made for a 4-cy1inder engine.
The costs wi 11
be proportiona1 app1ieq to 1arger CID 4-cy1inder engines,
6-cy1 inder, and 8-cy1 inder engines.
Radiator (Stock, with 20% Reduction)
22.0
The stock radiator selected for cost analysis is used on the 1975 Satellite
4-door sedan (318 CID V-8). The weight data is detailed in the Chrysler
bill of material.
No detailed construction of a radiator was available, so the sketch was
developed to illustrate the typical construction.
196
RATH & STRONG
INCORPORATED
-------
22.1
Radiator (Stock, with 20% Reduction)
RADIATOR--2 CELL (STOCK)
MANUFACTURI NG COST
OH $
Type $ $ $ Mfg
Part Material Weight Material Labor 0.4 Cost
Radiator Assembly Brass & 14.78 $6.80 $5.35 $2.14 $14.29
Terne
Cap - Radiator Steel . 16 .03 .07 .03 . 13 Med
Draincock - Rad. Steel .04 .01 .06 .02 .09 Med
Inlet Hose Rubber . 80 .16 .53 .21 .90 F'mla
Outlet Hose Rubber . 97 .19 .64 .26 1. 09 F'mla
Fan Shroud Plastic 1. 90 .76 . 12 .05 .93 Hvy
Coolant Tank Plastic .95 .38 .10 .04 .52 Hvy
Clamps (4) Steel .24 .04 .08 .03 . 15 Med
Hardware Steel .18 .03 .07 .03 . 13 Simple
Total 20.02 $8.40 $7.02 $2.81 $18.23
197
RATH & STRONG
INCDRPDRATED
-------
22.1 Bill of Material
C 75 RH41 E44 117.5 A 1975 Satellite Hlghline 4-Door Sedan, (318 C.I.D. V-8 2-BBL)
U-P-G Line Part No. Description Quantity Weight
Cur= 17 Cur=23 39 29 (Of a 3R, or a 31, If a New Line) 48 55
Rev=29 Rev=35
30B04 400 3781734 Radiator Assembly 1 14.783
30B04 402 3691920 Shroud-Radiator Fan 19" (Plastic) 1 1.900
3 OB 04 405 6025323 SC & WA-Radlator Core Assembly Attachments 4 .120
:u 30B04 407 6029887 Screw 4 .064
~
-i
z :I 3 OB 04 410 3781830 Cap-Radiator 1 .160
n
a III \.D
. 30B04 415 1686198 Drain Cock-Radiator 1 .040
.. 00
a UI
.
. -i 3 OB 04 420 3462166 Hose-Radiator Inlet .800
..
.. :u
a
0 30B04 425 3870103 Hose 1 .966
Z
G) 3 OB 04 430 0443832 Clamp 2 .120
3 OB 04 435 6025706 Clamp-Lower Hose 2 .120
3 OB 04 436 3781800 Tank Assembly-Coolant Recovery (Plastic P. E.) .950
30B04" (Secondary Group) Radiator and Hoses 19 20.023
-------
W\I8. Pace 7-2
1977 PASSENGER CAR CATALOG
COOLING
,0120'
CORE
-------
COOLING
1977 PASSENGER CAR CATALOG
WUII. Pas- 7.3
.AUIIN.,CATI.
IT NAMI ONLY. 01.11
IT .IICIIPlION
INLET HOSE 7-1~
--
'.
OUTLET HOSE 7-14-5
CLAMP 7-14-13
SPACER 8-28-14
ALTERNATOR 8-28-3
MACKET 8-28-36
18&4404 8
COOUNG SYSTEM - 8 CYUNDER
April 18'7'7.
200
-------
22.2
Radiator (Stock, with 20% Reduction)
Tooling Costs--Amortization Per Part
Econom i c 1 Year 3 Year Non- 12 Yea r 12 Yea r 40 Year Amorti zation
Volume Recurring Recurring Machinery Launching Land & Per
Part Per Year Tool ing Tooling Equipment Costs Buildings Piece
.1000 .1000 .3000 .0300 .5300
Radiator Assembly 1,000,000 100,000 300,000 3,600,000 360,000
.0050 .0050 .0020 .0002 .0122
Radiator Cap 5,000,000 25,000 75,000 120,000 12,000
N .0040
0 0017. .0025 .0 002 .0084
Hoses 5,000,000 20,000 25,000 150,000 15,000
.0500 .0500 .0200 .0020 .1220
Shroud 1,000,000 50,000 150,000 240,000 24,000
.0250 .0250 .0100 .0010 .0610
Coolant Tank 1,000,000 25,000 75,000 120,000 12,000
.0010 .0010 .0005 .0000 .0026
Hardware & 10,000,000 10,000 30,000 60,000 6,000
Clamps
Total . 7362
Research and Development Estimates: $150,000 per year for 1,000,000 units per year, or .1500 each
-------
22.3
Radiator (Stock, with 20% Reduction)
TOTAL MANUFACTURING COSTS
Plant
Plant Mfg .20/MC .20/MC Mfgl
Over- Costs Tooling Corp Corp Vendc
Part Mat Labor Head (MC) Exp. Inv. Costs Profit Costs
Radiator 6.8000 5.3500 2. 1 400 14.2900 .2000 .3300 2.8580 2.8580 20.531
Assembly
Radiator .0300 .0700 .0300 .1300 .0100 .0022 .0260 .0260 .191
Cap
Hoses .3500 1. 1700 .4700 1 . 9900 .0057 .0027 .3980 .3980 2.791
Shroud .7600 .1200 .0500 .9300 .1000 .0220 .1860 .1860 1.42&
Coolant Tank .3800 .1000 .0400 .5200 .0500 .0110 .1040 .1040 .78!
Ha rdwa re & .0800 .2100 .0800 .3700 .0020 .0006 .0740 .0740 .521
Clamps
Total 8.4000 7.0200 2.8100 18.2300 .3677 .3685 3.6460 3.6460 26.25:
20% Less 6.7200 6.3180 2.5272 15.5652 -3677 .3685 3.1130 3.1130
Radiator
Material is 20% Less
Labor is 10% Less--by Estimate
202
RATH & STRONG
INCORPORATED
-------
22.4
Radiator (Stock, with 20% Reduction)
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Vehicle
Vendor Tools Corp Corp Dealer Retail
Costs and Allocation Profit Markup Price
Part (VC) R&D Equip .20 VC .20 VC .40 VC Equivalent
Stock Radiator 26.2582 .1500 5.2516 5,2516 10.5033 4].4148
20% Reduction
Radiator
22. 5275
.1500
4.5055
4.5055
9.0110
40.6995
203
RATH & STRONG
INCORPORATED
-------
22.5
Radiator (Stock with 20% Reduction
Cost Comparison to Aftermarket Selling Prices
Using the typical discount data of 1/4 to 1/5 and Chilton selling prices,
we compare the following:
Chilton
Aftermarket
Selling Price
Estimate
Vendor
Costs
Computed
AFT SP
4x 5x
Radiator Assembly
$112.00
20.53
82.12
102.65
The (20% less) radiator would be
about 15% less in total costs or
sell ing prices.
22.6
Radiator (Stock, with 20% Reduction)
Cost Methodology
The weight data was obtained from Chrysler data. The detail costs
were developed from sketch data of a typical radiator (commercial
data). See cost methodology section for the stamped parts cost curves.
22.7
Radiator (Stock with 20% Reduction)
Appl ications to Engines
It can be concluded that the radiators are proportional to the engine
sizes and the degree of power options such as air conditioning, power
steering, power brakes, and power options.
204
RATH & STRONG
INca.~a."TED
-------
23.0
Quick Heat Manifolds
Quick heat manifolds provide early heating of the incoming air - f ue I mix t u re.
One of these systems is the
Manifold Heat Control Valve
A manifold heat control valve is located in the exhaust manifold of six- cylinder
engines and in the right side exhaust manifold on all eight-cylinder engines. The
valve directs heated exhaust gases to the heat chamber in the intake manifold
beneath the carburetor to help vaporize the fuel mixture during engine warm-up
period. On all eight-cylinder engines, when the valve is closed the exhaust gases
are directed to the heat chamber through the right side of the exhaust crossover
passage; after circulating through the heat chamber, the gases are returned to the
exhaust manifold through the left side of the passage.
Power Heat Control Valve and Mini-Converter
He and eo emissions are significantly reduced on some v-8 vehicles
for Cal ifornia during engine warm-up by using a mini-converter and a
power heat control valve. A vacuum actuator keeps the heat control valve closed
during engine warm-up. The exhaust entering the right manifold where the heat
valve is located is thereby routed to the left manifold through the crossover
passage in the intake manifold. The mini-converter is located adjacent to the left
exhaust manifold. Its small size and proximity to the engine cause it to warm up
fast and become effective sooner than under-floor catalysts. Having the power
heat control valve assures that all of the exhaust is subject to catalytic action
during warm-up. Once the engine has begun to warm-up and the under-floor
catalyst is hot enough to be effective, the vacuum to the heat control valve is cut
off, and the valve opens completely, allowing normal exhaust flow through the right
exhaust pipe. The vacuum cut off is accomplished by a temperature sensitive
switch in the engine coolant.
Six-cylinder engines also use the mini-converter, but because all of the exhaust
normally goes through one pipe, a conventional thermostatic heat control valve is
satisfactory.
2~5
RATH & STRONG
INCORPORATED
-------
23.0
Quick Heat Mani folds
EXHAUST SYSTEM AND INTAKE MANIFOLD
AIR CLEANER
.
. EXHAUST PIPE
(POSITIONED~ GASKET .
WITH POWER BRAKES) EXHAUST PIPE ~
TIGHTENING TORQUE NUT& ~
A INCH- POUNDS (POSITIO~
B 3S FOOT-POUNDS WITHOUT POWER BRAKES) PD~
Carburetor Air Heater-Six Cylinder Ingine
206
RATH & STRONG
INCO.'O."TEO
TORQUE TIGHTENING
~9S INCH-POUNDSI
Po.c..1D
Carburetor Air Heafer-/3 J 8-360)
-------
23.0
Quick Heat Manifolds
PIN
PIN
OUTSIDE
TAPPED
HOLE
VALVE PLATE
COUNTERWEIGHT
FLUSH WITH END OF
SHAFT
THERMOST AT
STOP
PY~l~
ManHold Heat Control Valve-Six Cylinder
COUNTERWEIGHT
FLUSH WITH END
Of SHAFT
PIN ,,",U5020
Monlfold Heat Control Valve....(3 J 8-360)
COUNTERWEIGHT
207
RATH & STRONG
INCORPO.ATEO
-------
23.1 Quick Heat Manifold
BILL OF MATERIAL
318 CID - 8 CYLINDER
30A10 100 3830940 INTAKE MANIFOLD 318 CID 1 43.000
-
30A10 105 2536514 GASKET 2 .190
30A10 110 0181095 BOLTS & WA 2 .100.
30A10 115 3671597 GASKET -INT AKE MANIFOLD FT 1 .010
30AI0 116 3671598 GASKET -INT AKE MANIFOLD RR 1 .010
30AI0 120 6027332 BOLT & WA-INTAKE MANIFOLD 12 .720
30A10 125 3698458 SHIELD-INTAKE MANIFOLD HEAT 1 .480
30AlO 130 3830904 EXHAUST MANIFOLD LEFT 318 CID 1 22.800
30AI0 135 3830685 EXHAUST MANIFOLD RIGHT 318 CID 1 17 . 250
30A10 140 6025991 STUD-CARG A TTG 5 .150
30A10 145 9421360 BOLT -EXH MANIF A TTG 3 .120
30AI0 150 2121223 WASHER EXH MANIF A TTG 5 .225
30A10 160 0115729 NUT 4 .040
30A10 165 2121223 WASHER EXH MANIF ATTG 8 .360
30A10 170 6028356 SC-EXHAUST MANIFOLD 1 .060
30A10 180 0181089 BOLT 2 .060
30A10 1025 6025991 STUD-CARB A TTG 4 .120
30A10 (SECONDARY GROUP) MANIFOLDS 54 85.695
30B02 200 4027056 BODY -AIR CLEANER 1 2.750
30B02 220 2951789 COVER-AIR CLEANER HSG W ISEAL 1 1. 350
30B02 225 2206376 ELEMENT ASSY -AIR CLEANER 1 .650
30B02 230 6030729 WING NUT AIR CLEANER 1 .013
30B02 235 1947797 GASKET -AIR CLEANER TO CARB 1 .010
30B02 240 2951394 BALE-AIR CLEANER A TTG 1 .080
30B02 244 6024015 SCR & W A -BRKT TO BRAKE PEDAL BRKT 2 .060
30B02 245 3462452 CONNECTOR-STOVE TO AIR CLR 1 .180
30B02 247 3698475 AIR HEATER-CARBURETOR 1 .600
30B02 249 2951790 GASKET -AIR CLEANER 1 .040
30B02 (SECONDARD GROUP) AIR CLEANER 11 5.733
208
RATH & STRONG
INca.~a.ATED
-------
BILL OF MATERIAL
225 CID - 6 CYLINDER
30AI0 100 3769990 MANIFOLD-INT AKE (3769979) C/N 1 19.730
30AI0 105 3751633 EXH MANIFOLD 225 1 25.755
30AIO 110 3751635 GASKET -INT AKE TO EXH MAN 1 .040
30AI0 115 6030209 STUD-EXH MANIF A TTG TO INTAKE 10 .300
30AI0 120 6030003 BOLT -EXH MANIF A TTG TO INTAKE 2 .146
30AIO 125 6030210 NUT -EXH MANIF & INTAKE 2 .020
30AI0 130 1947762 GASKET -EXHAUST AND INTAKE MAN 1 .170
30AI0 135 3751636 WASHER-MANIFOLD A TTG 10 .280
30AI0 (SECONDARY GROUP) MANIFOLDS 28 46.441
30B02 200 3769024 HOUSING AIR CLEANER 1 3.300
30B02 221 3577759 COVER-AIR CLEANER HSG W /SEAL 1 1. 490
30B02 223 2536626 GASKET -AIR CLEANER TO CARB 1 .020
30B02 224 2951393 BALE-AIR CLEANER ATTG 1 .060
30B02 225 1739547 ELEMENT ASSY -AIR CLEANER 1 .840
30B02 226 3769049 CONNECTOR-AIR HEATER 1 .162
30B02 230 6030729 WING NUT AIR CLEANER 1 .013
30B02 231 3830699 HTR-CARB AIR 1 .700
30B02 232 0181064 BOLT-HEATER ATTG 2 .030
30B02 233 6025004 NUT -DUCT MOUNTING 1 .010
30B02 234 6023092 SC & WA-DRAIN COVER ATTG 1 .010
30B02 270 9428266 SCREW 2 .010
30B02 275 3830700 SHIELD-SPARK PLUG HEAT 1 .413
30B02 (SECONDARY GROUP) AIR CLEANER 15 7.058
209
RATH & STRONG
INCORPORATED
-------
8 CyliDder
m'~. ::.;e 8-18
-:
1977 PASSENGER CAR CATALOG
ENGINE
1
. ~~' \
1./ 9 I"\;' ..
13
318-360 ENGINE
.
3
1A
13
1A 400-440 ENGINE
18&158778
MANIFOLD WITH HEAT CONTROL
8 CYLINDER
AprU 1877.
210
-------
23.1 Quick Heat Manifold
Manufacturing Costs
Bill of Material
Material Labor Overhead Mfg.
Material Weight Costs Costs Costs Costs Reference
6 Cyl. 225 CID See sketch
Mod. Exh. Man. .0625 .0250 .0875 Delta change
Heat ContI. Vlv. Cast Iron .700 .2800 .2500 .1000 .6300
Steel
Actuator Steel .840 .4200 .1250 .0500 .5950
;0 Copper
»
-i
i :I Hardware Steel .050 .0100 .0010 .0004 .0114
n N
a ~-
'"
.. Connector Rubber .162 .0324 .0200 .0080 .0604
a UI
'"
. -i Total .7424 .4585 .1834 1.3843
..
... ;0
a
0
Z 8 Cyl. 318 CID
(j)
Mod. Ext. Man. .0625 .0250 .0875 Delta change
Heat ContI. Vlv. Cast Iron .600 .2400 .2400 .0960 .5760
Steel
Actuator Steel .650 .3250 .1250 .0500 .5000
Copper
Hardware Steel .050 .0100 .0010 .0004 .0114
Connector Rubber .180 .0540 .0200 .0080 .0820
Total .6290 .4485 .1794 1. 2569
-------
2J.2 Quick Heat Mani fold
Tooling Costs
1 Year J Year 12 Year 12 Year 40 Year
Non- Machinery Land Amortization
Economic Recurring Recurring and Launching and Per
Part Volume Tooling Tooling Equipment Costs Buildings Piece
6 CyJ. 225 CID
.0250 .0250 .0250 .0025 .0775
Mod. Exh. Man. 400,000 10,000 JO,OOO 120,000 12,000
.0200 .0200 .0400 .0040 .0840
Heat Cont!. VJv. 1,000,000 20,000 60,000 480,000 48,000
.0200 .0200 .0200 .0020 .0620
Actuator 1,000,000 20,000 60,000 240,000 24,000
:u
> .0010 .0010 .0010 .0001
-i .00J1
z IN Hardware 10,000,000 10,000 JO,OOO 120,000 12,000
n
a lit;::;
. .0020 .0002 .0062
.. .0020 .0020
a en
. Connector
. -i 5,000,000 10,000 JO,OOO 120,000 12,000
~
.. :u
a
0 To taJ ----:-
Z .2328
Ci)
8 CyJ. J18 CID
.0250 .0250 .0250 .0025 .0075
Mod. Exh. Man. 400,000 10 , 000 JO,OOO 120,000 12,000
.0200 .0200 .0400 .0040 .0840
Heat ContI. VJv. 1,000,000 20,000 60,000 480,000 48,000
.0200 .0200 .0200 .0020 .0620
Actuator 1,000,000 20,000 60,000 240,000 24,000
.001 0 .0010 .0010 .0001
Hardware 10,000,000 10 , 000 JO,OOO 120,000 12,000 .00J1
fo~ 8~8 0020 0020 .0002 .0062
Connector 5,000,000 :10,000 120,000 12,000
Total
-------
23.3 Quick Heat Mani fold
Total Manufacturing Costs
Mfg. Tooling Corp. Corp. Mfg./
Plant Alloc. Profit Vendor
Part Material Labor Overhead Costs Exp. Inv. .20VC .20VC Costs
6 Cyl. 225 CID
Mod. Exh. Man. .0625 .0250 .0875 .0500 .0275 .0175 .0175 .2000
Heat ContI. VI v . .2800 .2500 . 1000 .6300 .0400 .0440 .1260 .1260 .9660
Actuator .4200 .1250 .0500 .5950 .0400 .0220 .1190 .1190 .8950
:u Hardware .0100 .0010 .0004 .0114 0020 .0011 .0023 . 0.02 3 .0191
»
-I
it IN Connector .0324 .0200 .0080 .0604 .0040 .0022 .0121 .0121 . 0908
n
a ~-
.. \N
'D Total 1.3843 2.1708
a UI
..
. -I
-t
"' :U 8 Cyl. 318 CID
a
0
Z
Ci)
Mod. Exh. Man. .0625 .0250 .0875 .0500 .0275 .0175 .0175 .2000
Heat ContI. Vlv. .2400 .2400 .0960 .5760 .0400 .0440 .1152 .1152 .8904
Actuator .3250 .1250 .0500 .5000 .0400 .0220 .1000 .1100 .7720
Hardware .0100 .0100 .0004 .0114 .0020 .0011 .0023 .0023 .0191
Connector .0540 .0200 .0080 .0820 .0040 .0022 .0164 .0164 .1210
Total 1. 2569 2.0025
-------
23.4 Quick Heat Manifold
Retail Price Equivalent
at the Vehicle Level
Vehicle
Vendor Tools Corp. Corp. Dealer Retail
Costs and Alloc. Profit Markup Price
Part (VC) R&D Equip. .20VC .20Ve .40VC Equiv.
6 Cyl. 225 CID
Q.H. Manifold 2.. 1708 .3750 .4342. .4342. .8683 4.2.82.4
;0
> Vehicle Assem. .1250 .0250 .0250 .0500 .2250
-f
z IN Total 4 . 50'74
n
a Qt-
. -l:-
..
a tn 8 CyJ. 318 CID
.
. -f
...
... ;0
a
0 Q.H. Manifold 2. 0025 .3750 .4005 .4005 .8010 3.9795
Z
G) Vehicle Assem. .1250 .0250 .0250 .0500 .2250
TotaJ 4.2045
Research & DeveJopment for 6 CyJ. & 8 Cyl.
- 150,000/year for 3 years for 400,000 cars/year or $.3750/car
-------
23.5
Quick Heat Manifold
Cost Comparison to Aftermarket Selling Price
Using the aftermarket selling prices and the aftermarket discount data, the
following analysis is made:
AFT 1/4 1/5
Selling
Price Disc. Disc.
Hea te r 8.02 2.00 1.60
Vendor Costs
Estimated
.9660
These comparisons illustrate the order of magnitude of the added costs for various
emissions systems.
23.6
Quick Heat Mani fold
Cost Methodology
The weight data and the component data was obtained from Chrysler 1975/1977
car catalogs.
The costs are estimates for mass production tooling. The costs are related to
the economies of scale and the appropriate tooling investments.
23.7
Quick Heat Manifold
Applications
The engine to engine variations in design for Chrysler cars was slight. The aftermarket
pricing confirms this conclusion.
The RPE estimates for:
6 Cyl. 225 CID was $ 4.5 1
8Cyl.318CIDwas$ 4.20
The 4-cylinder system would be proportionally less based on component weights.
RATH & STRONG
'Nca..III.TED
215
-------
24.0
Super Early Fuel Evaporation System (SEFE)
The stringent emissions standards such as ..41 HC-3.4CO-I.0NOx may requi re an earl
fuel evaporation system during the first 2 minutes of warmup of an engine from a
cold start. The catalyst system is not effective during the warmup so an added
heating system is required to minimize emissions during engine warmup.
The system consists of an expanded metal stove, a vacuum actuator, and an EFE
val ve.
216
RATH & STRONG
INca.lOa."TEa
-------
E~ plllll DE D
MSr41- (~7~O/:~t $UfO" ...
5 rovE. lor /VI/J''''''''E 'ONTIAC - ~55
M()D/~/ED
INrAJt!;~
M.qNIf:'OLO
EXJ.//IItJ6T
Cf) A/III,c.TDe
PIPe.
N
-
-...J
\/11 CIJCI wt
A c.,.~ ,fT'/c'
-------
r
,"...'".'..,'...-.'"...'".'"...
N
-
Q)
H.E.I.
DlSTRIB UTOH
FULL MANIFOLD VACUUM
PORTED VACUUM
TANK
PURGE
..,.,.... """..0., ..
CARBURETOR
: lr
AIR CHECK VALVE
,
-------
~ E.F.E. VALVE
U)
VACUUM ACTUATOR
\YlTIf INTEGRAL
RETURN SPRING
/
EXHAUST PIP~
-------
24.1 Super Early Fuel Evaporation System
Manufacturing costs
Bill of Material
Part
Material
Costs
Material
Weiqht
8 Cyl. 455/400 CIO
Mod. Intake Man. C. I.
Expanded Metal Alum. Sht. .500 .3000
Exhaust Conn. 409SS Pipe 2.000 .8000
:u Vacuum Actuator Steel Copper .800 .4000
»
-I
z :I EFE Val ve C.I. 8 STL .700 .2800
n
N a ~
.
N .. Hardware
0 a en Steel .100 .0200
.
. -I
..
.. :u
a Total
0
Z
fj) Vehicle Asm.
Eng. Mod
Total Vehicle
Labor
Costs
Labor
Overhead
.2500 .1000
.0625 .0250
.1600 .0640
.1250 .0500
.2500 . 1000
.0020 .0008
.0625
.0250
.0625
.0250
Manufacturing
Costs
.3500
.3875
1.0240
.5750
.6300
.0228
2.9893
.0875
.0875
3.1643
Reference
-------
24.2 Super Early Fuel Evaporation System
Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching Land and
Part Volume Tooling Tooling Equipment Costs Building Per Piece
8 Cyl-455 CID .0500 .0500 .0500 .0050
Mod. Int. Manif. 400,000 20,000 60,000 240,000 24,000 .1550
.0100 .0100 .0100 .0010
Expanded Metal 1,000,000 10,000 30,000 120,000 12,000 .0310
:u
~ .0050 .0050 .0050 .0005
-I
z :I Exhaust Connector 1,000,000 5,000 15,000 60,000 6,000 .0155
n
0 lID N
.. .0200 .0200 .0200 .0020
'D
0 (J) N
.. Vacuum Actuator 1,000,000 20,000 60,000 240,000 24,000 .0620
. -I -
...
... :u
0
0 .0200 .0200 .0400 .0040
Z EFE Valve 1,000,000 20,000 60,000 480,000 48,000 .0840
CI)
.0010 .0010 .0010 . 0001
Hardware 10,000,000 10,000 30,000 120,000 12,000 .0031
SEFE - Total .3506
.0083 .0008 .0092
Vehicle Asm. 400,000 40,000 4,000
.0500 .0500 .0250 .0025
Engine Mod 400,000 20,000 60,000 120,000 12,000 .1275
Vehicle Total .4873
R&D - $150, OOO/year for 3 years for 400,000 cars/year or $.3750 each.
-------
24.3 Super Early Fuel Evaporative System
Total Manufacturing Costs
Plant T ooli ng Corp. Corp. Vendor
Plant Mfg. Alloc. Profi t Mfg.
Part Material Labor Overhead Costs Exp. Inv. .20MC* .20MC* Costs
8 Cyl. -455 CID
Mod. Int. Man. .2500 .1000 .3500 .1000 .0550 .0700 .0700 .6450
Expanded Metal .3000 .0625 .0250 .3875 .0200 .0110 .0775 . 077 5 .5735
Exh. Connector .8000 .1600 .0640 1.0240 .0100 .0055 .2048 .2048 1.4991
Vacuum Actuator .4000 .1250 .0500 .5750 .0400 .0220 .1150 .1150 .8670
:;u
~ EFE Val ve .2800 .2500 .1000 .6300 .0400 .0440 .1260 .1260 .9660
-f
z J:
n N Hardware .0200 .0020 .0008 .0228 .0020 . 0011 .0046 .0046 .0350
a lit N
..
.. N
a UI
.. 4.5856
. -f Total 2.9893
-4
... :;u
D
0
Z
Ci)
-------
:u
~
-t
i J: N
n
a flD N
~ W
~ en
~ -t
a :u
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z
Ci)
24.4 Super Early Fuel Evaporation System
Retail Price Equivalent at the Vehicle Level
Part
Plant
Vendor
Costs
Tools
and
Equip.
Corp.
Profi t
.20VC*
Dealer
Markup
.40VC*
Corp.
Alloc.
. 20 VC*
R&D
Retail
Price
Equi valent
8 Cyl. 455 CID
SEFE Sys 4.5856 .3750 -0- .al71 .9171 1 . 8342 8.6291
Vehicle Asm .0875 00092 .0175 .0175 .0350 . 1667
Eng. Mod. .0875 .1275 .0175 .0175 .0350 .2850
Total RPE 9.0808
-------
24.5
Super Early Fuel Evaporation System
Cost Comparison to Aftermarket Selling Prices
Using Chilton aftermarket selling price data, we compare the (GM Cadillac)
following data, using aftermarket discounts.
AFT
S.P. ! 1/5
EFE Valve 29.00 8.25 5.80
EFE Pipe 3.70 .92 .74
The EFE valve was estimated to be $.97 and the vacuum actuator is $.87. The
system manufacturing costs is estimated to be $ 4.59 an d the RP E is $ 9.08.
24.6
Super Early Fuel Evaporation System Cost Methodology
Using the sketch supplied by EPA, the unit weights were estimated by "similar to"
data. The material selections are also estimates.
The tooling and manufacturing costs are based on today's technology and the
optimum economy of scale.
24.7
Super Early Fuel Evaporation System Applicators
The system costs will be similar for all V-8 engines. The 6 and 4 cylinder engines
will probably be designed with EFE systems similar to the 23.0 systems.
224
RATH & STRONG
INca.~a."TED
-------
25.0
Electric Heated Choke
Description of Choke
A heating element EI1d thermostatic switch are built into the choke cover, behind
the choke coil. The thermostatic switch turns on the heating element at an air
temperature of approximately BOoF. The element stays on until the air
temperature drops to about 65°F. The switch and heating element recei ve current
directly from the alternator, off a special terminal that supplies about 7 volts.
Because the switch and heating element are connected directly to the alternator,
they only receive current when the engine is running.
M8ft"''' '1-
.....
AC '......1
ewe Pi....
... --
C::I Air
C MI"''''. II.!"" C.-p. - 'I.......
Tt.e electric choke hut Is In addition to the hut dr.wn In through. tube from
the uhal5t IMni fold ltove
225
RATH & STRONG
UIC08'08ATED
-------
25.0
Electric Heated Choke
75 VL41 F24
* U-P-G Line
CUR=17 CUR=23 PAR T NO
REV=29 REV=35 39
30 BOI 100
30 BOI 105
30 BOI 116
30 BOI 120
30 BOI 125
;U
~ 30 BOI 126
-f
z 1: N 30 BOI 130
n 1It~
a
. 30 BOI 140
..
a (II
.
. -f
-4 30 BOI
... ;U
a
0
Z
Ci)
3830576
0114942
6024844
3698360
3830549
2465561
6028174
3656730
1110.0
8
1975 VALIANT LOWLINE 4 DOOR SEDAN, (225 C.I.D.)
DESCRIPTION
29 (OF A 3R, OR A 31 IF A NEW LINE
CARB ASSY -AUTO TRANS
NUT
STUD-CARB A TTG
GASKET -CARB
AUTO CHOKE ASSY
CLIP-CHOKE ASSY TO CARB
SC/W CHOKE A TTG
CONTROL-ELEC CHOKE
(SECONDARY GROUP) CARBURETOR
QTY WEIGHT
48 55
1 5.500
2 .020
2 .100
1 .060
1 .250
1 .001
1 .020
1 .110
10 6.061
-------
25.1 Electric Heated Choke
Manufacturing Costs
Bill of Material
Material Labor Labor Manufacturing
Part Material Weight Costs Costs Overhead Costs Reference
See Sketch
EL. Choke Asm. .1l0 .0625 .0250 .0875
Choke Cover Plastic .04 .0280 .0312 .0125 .0717
Switch Copper .02 .0160 .0156 .0062 .0378
:u Coil Copper .04 .0320 .0312 .0125 .0757
» Hdw. Sti. .01 .0020 .0078 .0031 .~
-I
Z :I
n N
a lID
. N
" (JJ '-J Total .0780 .1483 .0593 .2856
a
.
. -I
...
... :u
a
0 Carburetor Mod. .0625 .02500 .0875
Z
Ci)
03731
Total Vehicle
-------
25.2 EJectric Heated Choke
Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching L and and
Part VoJume Tooling Tooling Equipment Costs Buildinq Per Piece
.0050 .0050 . 0010 .0001 .0111
EJ. Choke Asm 1,000,000 5,000 15,000 12,000 1,200
;U .0050
» .0150 .0100 .0010
-I Choke Cover 1,000,000 5,000 45,000 120,000 12,000 . 0310
z J:
n N
a go
. N .0020 .0020 .0020 .0002
.. (1)00
a Switch 1,000,000 2,000 6,000 24,000 2,400 .0062
.
~ -I
~
.. ;U
a .0050 .0050 .0050
0 .0005
Z Coil 1,000,000 5,000 15,000 60,000 6,000 .0155
G)
.0100 .0100 .0100 .0010
Hardware 1,000,000 10,000 30,000 120,000 12,000 .0310
.0669
VehIcle .0180 .{)280 .0190 .0019
Assembly 1,000,000 18,000 84,000 228,000 22,800
Carburetor .0 I 00 .0100 .0100 .0010
Hod. 1,000,000 10,000 30,000 120,000 12,000 .0310
Total . 1927
R&D $50,000/year for 3 years for 400,000 cars/year or $.125
-------
:u
»
-f
z :I
n N
~ RD N
" U)
~ (JJ
!i -f
:;: :u
o
z
(j)
25.3
Electric Heated Choke
Total Manufacturing Costs
Plant Tooling Corp. Corp. Vendor
Plant Mfg. Alloc. Profi t Mfg.
Part Material Labor Overhead Costs Exp. Inv. .20MC .20MC Costs
EI. Choke Asm. .0780 .1483 .0593 .2856 .0640 .0308 .0571 .0571 .4946
-------
:u
))
-i
: :r N
D lit \N
~ 0
D (II
: -i
...
:; :u
o
z
Ci)
Part
Plant
Vendor
VC
EL. Choke
.4946
Total
Carbo Mod
.0875
R&D
.1250
25.4
Electric Heated Choke
Retail Price Equivalent at the Vehicle Level
Vehicle
Tool s Corp. Corp. Dealer Retail
and Alloc. Profi t Markup Price
Equip. .20 VC .20 VC .40 VC Equivalent
.0669 .0989 .0,89 . 1979 1 . 0823
.0310 .0175 .0175 .0350 II 1885
1.2708
-------
25.5
Electric Heated Choke
Cost Comparison to Aftermarket Selling Price
Using Chilton data for aftermarket selling prices
El. Heated Choke
S.P.
2.22
t disc
.5550
1/5
.4440
The Estimated Mfg/Vendor cost is .4946.
The RPE is 1.2]08 on the vehicle
which Includes the carburetor modifications.
25.6
Electric Heated Choke
Cost Methodology
The weight data from Chryslers data base was used for materials cost computation.
The aftermarket data was obtained from Chi lton's published data. The carburetor
modifications are assumed to be electric choke related only although some major
casting changes were made to accommodate the electric choke assembly.
25.7
Electric Heated Choke Applications
We have assumed that the electric choke can be applied to all engine sizes without
a major effect on costs.
231
RATH & STRONG
INCORPORATED
-------
26.0 High Energy Iqni tion
The high energy ignition systems are recent developments designed to improve the
reliability of the ignition process in engines. These systems are installed onmany recent
automobile models. The system is controlled by an electronic modu!e which is an
integral part of the distributor subsystem.
The H.E.I. system utilizes an all-electronic module, pickup coil and time core in
place of the conventional igni tion points and condenser (the condenser is used for
noise suppression only). Point pitting and rubbing block wear resulting in retarded
ignition timing, is eliminated.
Since the coil is part of the H.E.I. distributor there is no need for distributor-to-
coil primary (breaker points to coil negative lead) or secondary lead (high voltage
lead).
The main features of H.E.I. system differentiating this system from the "Unit
Ignition" system are shown in Figures 1, 2, and 3.
The magnetic pickup consists of a rotating timer core attached to the distributor
shaft, a stationary pole piece, permanent magnet and pickup coil.
When the distributor shaft rotates, the teeth of the timer core 11 ne up and pass the
teeth of the pole piece inducing voltage in the pickup coil which signals the all-
electronic module to open the ignition coil primary circuit. Maximum inductance
occurs at the moment the timer core teeth are lined up with the teeth on the pole
piece. At the instant the timer core teeth start to pass the pole teeth, the primary
current decreases and a high voltage is induced in the ignition coil secondary
winding and is directed through the rotor and high voltage leads to fire the spark
plugs.
232
RATH & STRONG
INca."aU.TEa
-------
26.0
High Energy Igni ticn
...rt No.
Group 2 -
Price
llidributor Assy.
()emllet
~eng)
19'j'j-w/A.T. ............... .1112863 138.75
w/M.T. .........,............ .1110666 140.00
meng)
1m-xc below ..............1112977 170.50
Calif. w/A.T. ................1112999 180.00
150 eng)
19i~77.............................1112880 170.50
lOOeng)
1974-2 bbl......................1112866 180.00
4 bbl..............................1112865 180.00
19i~76.............................1112882 180.00
154 eng)
19i4-2 bbl (CaUf.) .........1112527 170.50
19i~76.............................1112886 170.50
u..ette
19is.-xc below ..............1112888 170.50
wiSp hi perf ..................1112883 180.00
Calif. ............................1112959 172.25
19i5.77.-xc below.........1103200 180.00
w/A.T. ..........................1112979 180.00
(I) Cover
19i4.77 ............................1875960
(2) Lead Alsy.
19i4.77 'm. ...."................ .1876155
(3) Coil
19i4.77 _xc below...... .1875894 27.80
1977-25Oeng............... .1115444 32.90
14)5ea1
1974.77 ........................... .1875962
(S)Cap
1974.77-xcbelow...... .1875963 11.65
1977-25Oeng.................1880042 8.63
16) Rotar
1974.................................1891080
1975-77_xc below........1891080
19ii -250 eng. ............... .1892562
"'rl No.
(12) Vacuum Control
Chevrolet
(250 en g)
1977-exc below .............1973550
w/Int cyl hd .................1973517
(305. 35Oengs)
1977.................................1973517
(400 eng)
1974-sta wag
w/4 bbl..........................1973507
197~ 76.............................1973492
(454 eng)
1975-76............................1973517
Corvette
1975-77-exc below .........1973482
w/Dist no.
(1112888) .....................1973517
1976-77-350 eng (Calif.)
wiSp hi perf ..................1973508
2 M' .,.....,....................."01 ~.......
5.85
5.85
C G.M. Corp.
5
!
.f~~l
6 -
--~
---
---
,
I
12
. I'Irt No.
3.09
(7) Shaft
Chevrolet
(250 eng)
19i7-exc below ..............1891145 23.50
w/Int cyl hd ............... .1891100 23.30
(w/1110166 dist) ....... .1892542 25.00
(305 eng)
1977..................................1892078 27.00
(350 eng)
1975-76...............................830072 23.50
(400 en g)
1974-2 bbl......................1880113 23.50
"bbl..............................1880115 23.50
sta wag ..........................1876324 23.50
(454 eng)
1974-2 bbl (Calif.) .........1876404 23.50
197~ 77...............................830121 23.50
Corvette
1975-77_xcbelow...........830165 23.50
Sp hi perf ........................830110 23.50
.58
2.51
3.65
3.65
3.90
Prlc.
"'rl No.
(13) Seal
1974-77 ........................... .1950569
5.50
5.85
5.85
(14) Housing
1974-77 -exc below .........1876222 20.25
1977-25Oeng............... .1880038 14.90
(15) Harness
1974-77-exc below........1876018
1977-250 eng................ .1880021
5.85
5.85
5.85
9.80
9.80
4.48
(16) Washer
1975-77 ........................... .1837617
(17) Washer
1974.77 ........................... .1965864
(II) Gear
1974-77-exc below........1958599
5.35
-...- I
-_1'''''''- -- -.. ........ . - - --
RATH & STRONG
INCORPDRATEO
? 11
15
\ 17
. \ I
~@1
16
Price
...,t No.
"'Ice
1975-Calif. ....................1891294 23.50
1976-w/Sp hi perf
Calif. ............................1891719 23.50
(I) Retainer
Chevrolet
1974-77............................. t830446
Corvette
1975-77.................................... N .L.
(9) Pol. Piece & Plate AllY.
1974-77 .......................... .1875981 20.70
.25
(10) Module
1974-77_xc below...... .1875990 53.10
1977-25Oeng............... .1880040 15.70
(11 ) Capacitor
1974-77 ......,.................... .1876154
2.67
-
Pric.
Part No.
"""'
.09
1977-250eng
w/lnt cyl hd .................1955676 9.00
wo/Int cyl hd ...............1962052 5.15
Ie.
14
90
30
85
30
42 is
.07
"nition Wires
Chevrolet
(350.400 engs)
1974-76.......................... t8908551
(454 en g)
1974 (Calif.) .....................8919646
1975-76...................... ....... 8919646
Corvette
1975-77 .............................8908567 45~
90
4318 30
4318 00
90
90
30
.41
Ignition Switch
1974-77-exc below........ 1990098 6.15
tilt whl .........................1990099 6.90 15
90
-------
26.1 High Energy Igni tion System
Manufacturing costs
Bill of Material
Material Labor Labor Manuf acturing
Part Material Weight Costs Costs Overhead Costs Reference
Distrib. Asm. 2.000 .'500 .1400 .4900 Electronic test
Cap Plast ic .200 .1600 .4000 .1600 .7200 See sketch
Cover Plast ic .100 .0800 .1500 .0600 .2900
Copper
;U Coil Plast ic .200 .1600 2.2500 .9000 3.3100
~
~ Copper
z J: Pole Pc & Plastic Iron .100 .0800 1. 2500 .5000 1.8'00
n lit:
D
. Steel
.. UI .I:-
D Vacuum Cant Copper .200 .1000 .8500 .'400 1.2900
.
. ~
~
.. ;U Shaft Steel .'000 .1200 .7500 .'000
a 1. 1700
0
Z Plastic
Ii) Capacitor Copper . 1000 .5000 .5000 .2000 1.2000
Copper
Plast ic
Module Ceramic .2000 1.0000 4.0000 1.6000 6.6000
Housing Plastic .4000 .'200 .7500 .'000 1.'700
Harness Copper .2000 .1600 .5000 .2000 .8600
19.1300
-------
26.2 High Energy Ignition system
Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching L and and
Part Volume Tooling Tooling Equipment Costs Building Per Piece
.0500 .0500 .0500 .0050 .1550
Distrib. Assem. 1,000,000 50,000 150,000 600,000 60,000
Cap .0200 .0200 .0200 .0020 .0620
1,000,000 20,000 60,000 240,000 24,000
.0100 .0100 . 0100 .0010 .0310
:u Cover 1,000,000 10,000 30,000 120,000 12,000
~ .0300 .0300 .0050 .0005 .0655
-i
z J: Coil 1,000,000 30,000 90,000 60,000 6,000
n
D lID .0300 .0300 .0050 .0005 .0655
.. N
... en \AI 30,000
D Pole Pc & Plate 1,000,000 90,000 60,000 6,000
.. -i U1
.
...
... :u .0500 .0500 .0500 .0050 .1550
CI
0 Vacuum Cont 1,000,000 50,000 150,000 600,000 60,000
Z
Ci) .0200 .0200 .0100 .0010 .0510
Shaft 1,000,000 20,000 60,000 120,000 12,000
.0100 .0100 .0100 .0010 .0310
Capacitor 1,000,000 10 , 000 30,000 120,000 12,000
.0500 .0500 .1000 .0100 .2100
Module 1,000,000 50,000 150,000 1,200,000 120,UOO
.0300 .0300 .0300 .0030 .0930
Housing 1,000,000 30,000 90,000 360,000 36,000
. ° 100 .0100 .0100 .0010 .0310
Harness 1,000,000 10 , 000 30,000 120,000 12,000
Total .9500
R&D 1,500,000/year for 3 years for 1,000,000 units per year or $1.50 per piece.
-------
26.3 High Energy Igni tion System
Total Manufacturing Costs
Plant Tooling Corp. Corp. Vendor
Plant Mfg. Alloc. Profi t Mfg.
Part Material labor Overhead Costs Exp. Inv. .20MC* .20MC* Costs
Dist. Assem. .3500 .1400 .4900 .1000 .0550 .0980 .0980 .8410
Cap .1600 .4000 .1600 . 7200 .0400 .0220 .1440 .1440 1.0700
Cover .0800 .1500 .0600 .2900 .0200 .0110 .0580 .0580 .4370
Coil .1600 2.2500 1.9000 3.3100 .0600 .0055 .6620 .662.0 4.6995
:u Pole Pc & Plate .0800 1.250 .5000 1. 8 300 .0600 .0055 .3660 .3660 2.6275
~ Vacuum Cant .1000 .8500 .3400 1.2900 .1000 .0055 .2580 .2580 1.9115
-f
i J: Shaft .1200 .7500 .3000 1.1700 .0400 .0110 .2340 .2340 1.6890
n N
a 1/1 \oN
. Capacitor .5000 .5000 .2000 1.2000 .0200 .0110 .2400 .2400
.. cr- 1.7110
a UI
.
. -f Module 1.0000 4.0000 1.6000 6.6000 . 1000 .1100 1. 3200 1.3200 9..4500
..
.. :u
a
0 Housi ng .3200 .7500 .3000 1. 3700 .0600 .0330 .2740 .2740 2.0110
Z .1600 .5000
G) Harness .2000 .8600 .0200 .0110 . 1720 .1720 1. 2350
19..1300 27.6825
-------
:u
»
-i
i J:
~ ~ N
. ... IN
~ UI .......
= -i
...
:; :u
o
z
G)
26.4 High Energy Ignition System
Retail Price Equivalent at the Vehicle Level
Vehicle
Plant Tools Corp. Corp. Deal er Retail
Vendor and Alloc. Profi t Markup Price
Part Costs R&D Equip. .20VC* .20VC* .40VC* Equi valent
HE Ignition 27.6825 1.5000 5.5365 5.5365 11.0730 51.3285
-------
26.5
High Energy Ignition System
Cost Comparison to Aftermarket Selling Prices
The manufacturing vendor costs for the system is $ 27.6825. Using the 4 to 1
Discount the estimated aftermarket comparison price is $117.7428. The Chilton
price for this system can vary between $138.75 for the 6 cylinder to $170.56 for 8
cy linder engines.
26.6
High Energy Ignition System
Cost Methodology
The weight data and material costs are estimates. The labor costs are estimates
for a given economy of scale (1,000,000 units/year). The bill of material data was
limited to the G.M. Chilton data.
26.7
High Energy Ignition System
Applications
The applications of these costs to engines will be proportional to the number of
cylinders per engines.
238
RATH & STRONG
INCDII"DIIATID
-------
27.0 Breakerpoint IQnition System
The breakerpolnt distributor has been the mainstay of Ignition
systems. The advent of the emissions requirements created the
need for Improved designs such as the electronic Igitlon system
defined In 26.0.
,
1=."1.::;:-...... -COVER, Distributor Cap
~~~ -1: <-So
~'Zi~.i:J
'; - ..:
(j7.~..,~ -SCREW,liinitio~ Coil AUich.
... ,
,.'~.-. ~
'",...'./ '.,~.,~ Call, Ignition
F /'\..",r,. l\
...'" '.'~. "
, -...... .
t. ""'..,....
.'.,' '. )
I' I' : 'j. . ~" ,-.-CAP,Di:trilwtor
.'. . J' '.
JI JI Wd" f';::;', ,,)
. ",1 . 10
. ' i i. .1 -~ !,,~
.: ~:.. ." :'; ," '!~ :;.'
.... J.i c: '! ." .)0'..- .
", ~,- "'. J
~l .
) /- HArlNESS, ~c.c!ull to Coli
.~.". ...
,.-::' -:'.:;: /
\. . .... .-"''-'
'.-- ~ _-SCREW, DiU;ibut"r Moduli Attach.
(r~-:o:- " ,---- ROTOR AfSY., Distributor
, , . ~
., ' . ',', .. \'
.... ~~.' :", ", . .~
~:' :~srRING, C;mibuUor Wfigh:
-~,.- ,--~
....... .'..T
C,.. -.,
',o' -..J
\ J
r' ~
: ~
( .,,)
. ,
'\J'.'
(,~,~,.,!').
. ,".'. . 1
.....,....-,'" "
\i.:' 'i!
t,.. :.J
CAP~.CITOR, Dinributor
CAM, v!/\"'Iight hlw
.~~
~ LEAD ASSY.. D;r..bu,",
~l~ Tlnninal/Grd.
~~"~~~'?It.~) POLE PIECE,wlPln(S
-.'. '/j/i~ i.,
I!t';':/""~ SCREW
t ': ~,'
. ..:... , \ SCRF.W
r;:.""
\.;::.:.~
CONTROL ASSY., -,.:-::.::; SHltLD, DistriJ)utor
Distributorv.c:u"'m~~ ~~.: ~,.~~.~~~. H:::::~::ric~r
{( ,: ,",'.
", i . - ..c..-.,
\~"'='~..:=~. ..
1--'
.... ;.
'::f!.j HOUSING A!$SY.. Distributer
~I
["~:f
'-.
''',,:1
..~
i ~-;.\. WJ"S~~R
,. .-, C:!AA
~,~-.~/PIN
'-:j
,~~~
Wt!GHT, Dir.rIbUtOr
SHAFT
Exploded VII" of H.E.I. ~,~ CTJPIc:eI). All ~ Cadillac: w~ ft~ ir,:~
239
RATH & STRONG
..coa'OaAT&D
-------
27.1
Breakerpoint Iqnition System
MANUF ACTURING COSTS
Bill of Material
Overhead Mfg.
Mat. Labor Labor Plant
Part Mat. Weight Costs Cas ts Costs Costs
Distributor Plastic
Assembly Steel 2.000 1.000 2.800 1.1200 4.9200
Cap Plastic .150 .1200 .3500 .1400 .6100
Plastic
Rotor Copper .050 .0100 .1000 .0400 .1500
Breakerpoints Copper .010 .0080 .1200 .0480 .1760
Plastic
Condenser Copper .050 .0400 .1100 .0440 .1940
Vacuum Steel
Control Copper .200 .1000 .3500 .1400 .5900.
Ignition Copper
Coil Plastic 1.780 1. 0680 .7500 .3000 2.1180
Total 8.7580
240
RATH & STRONG
INCORPORATED
-------
27.2 Breakerpoint Iqnition System
TOOLING COSTS
Amortization per Piece
Economic I-Year 3- Year Non 12-Year 12-Year 40- Year Amortization
Volume Recurring Recurring Machinery Launching Land &: Per
Part Per Year Tooling Toolinq Equipment Costs Buildings Piece
.0500 .0500 .0500 .0050
Distributor Assembly 1,000,000 50,000 150,000 600,000 60,000 .1550
:u .0100 .0100 .0100 .0010
~ Cap 1,000,000 10,000 30,000 120,000 12,000 .0310
-f .0050 .0100 .0050 .0005
z J:
n Rotor 1,000,000 5000 30,000 60,000 6000 .0205
a ~
N II
~ ... .0050 .0100 .0050 .0005
a (II
- II
)0 -f Breakerpoints 1,000,000 5000 30,000 60,000 6000 .0205
...
... :u
a
0 .0300 .0300 .0050 .0005
Z Conderser 1,000,000 30,000 90,000 60,000 6000 .0655
(j)
.0300 .0300 .0050 .0005
Vacuum Conti 1,000,000 30,000 90,000 60,000 6000 .0655
.0300 .0300 .0050 .0005
Ignition Coil 1,000,000 30,000 90,000 60,000 6000 .0655
Total .4235
-------
27.3
Breakerpoint IQnition System
TOT Al MANUFACTURING COSTS
Plant
Plant Mfg .20/MC .20/MC Mfgl
Over- Costs Tooling Corp. Corp. Vend!
Part Mat labor Head (MC) Exp. Inv. Alloc. Profit Cost!
-4
Dist. Assembly 1.000 2.8000 1.1200 4.9200 .1000 .0550 .9840 .9840 7.04]1
Cap .1200 .3500 .1400 .6100 .0200 . OHO .1220 . 1220 . 8851
,
Rotor .0100 .1000 .0400 .1500 .0150 .0055 .0300 .0300 . 230~
Breaker Points .0080 .1200 .0480 . ) 760 .0150 .0055 .0352 .0352 . 2 66~
Condenser .0400 .HOO .0440 .1940 .0600 .0055 .0388 .0388 .337'
Vacuum Coil .1000 .3500 .1400 .5900 .0600 .0055 .H80 .1180 .891!
Ignition Coil 1.0680 .7500 .3000 2.1180 .0600 .0055 .4236 .4236 3.030i
Total 8.7580 12.684i
242
RATH & STRONG
INCOIIl'OIiATEO
-------
Z7.4 Breakerpoint Iqnition System
RET AIL PRICE EQUIVALENT AT THE VEHICLE LEVEL
Vehicle
Vendor Tools Corp Corp Dealer Retail
Costs and Allocation Profit Markup Price
(Ve) R&D Equip .20 ve .20 ve .40 VC Equiv.
Dist. System 12.6847 2.5369 2.5369 5.0739 22.8325
Vehicle Assy .2500 .0500 .0500 .1000 .4500
Total RPE 23.2825
243
RATH & STRONG
INCORPORATED
-------
27.5
Breakerpoint Iqnition System
Breakerless Distribution Assembly
1972 Data
Group 2 (Chilton)
Ignition System (Chrysler data)
A ftermarket Selling Price Analysis
High Energy Ignition
1977 Data
Six Cyl
::u 8 Cyl 318
~
-i 8 Cyl 400
i J:
n
N : jill
~- ..
~ : UI
. -i
: ::u Distribution Cap
~ Points
Ii) Condenser
Dist Lead Wires
39.80
46.25
53.15
Rotor
Reluctor
Pick up and Plate
Breaker Plates
Vacuum Control Unit
Coil
Resistors
Governor Shaft Assembly
Dist Housing
6 Cyl
4.25
3.30
1.60
.82
1.25
10.50
5.35
14.92
2.55
14.95
6.07
Total Assembly
45.00
47.55
54.75
~
4.85
3.30
1.60
.82
1.25
10.50
5.35
14.92
2.55
14.95
8.69
6 Cyl
3.81
8 Cyl
4.85
1.92 1.92
1.92 1.92
13.45 13.45
5.35 5.35
14.95
6.07
14.95
8.69
-------
27.5 Breakpoint Ignition System
Analysis of Aftermarket Selling Prices
Group 2 (Chilton) G. M. Data
Breakerless Assembly
(1972 car data)
6 Cyl
8 Cyl
(Total Distributor) 138.75 170.50
Distributor Assembly
Points
54.05 58.30
3.68 5.60
1. 71 1. 71
1.35 2.31
4.07 6.55
16.40 16.40
3.00 3.29
4.02 4.02
23.50 23.50
Condenser
Rotor
Cap
Coil
Breaker Plate
Vacuum Control
Shaft (Included in Assy.)
Capacitor
Module
Housing
Harness
Included Item 1
Total
111. 78 121.68
Less Shaft
23.50
23.50
88.28
98.18
245
Electronic Igni tion
(1977 car data)
6 Cyl
8 Cyl
3.65 3.90
Cap 8.63 11.65
Cover 3.09 3.09
Coil 32.90 27.80
Pole Piece & Plate 20.70 20.70
5.85 5.85
23.50 23.50
2.67 2.67
15.70 53.10
14.90 20.25
9.80 9.80
138.75 170.50
RATH & STRONG
INCDRPDRATED
-------
27.6 Breakerpoint IQnition System
COST METHODOLOGY
The weight data was obtained from Chrysler data. The cost estimates are gross; not
based 0 nap art by par top era t.j 0 n a 1 a n a 1 y 5 is.
The analysis of various systems--breakerpoint versus electronic--provides a top down
reference cost.
27.7 Breakerpoint IQnition System
APPLICA TIONS
Using the aftermarket data, the delta difference by engine size is proportional to the
number of cylinders.
28.0
Stainless Steel Exhaust System
For 6-Cylinder 225 CID and
8-Cylinder 318 CID Engines
Using the exhaust systems shown in Section 29.0, we assumed that the
exhaust pipe would be changed to stainless steel.
The computations were made for the exhaust pipe sections only.
246
RATH & STRONG
INca.,a.ATEa
-------
28.1
Exhaust System--Stainless Steel--Bi II of Material
MANUFACTURI NG COSTS
CID 225 - 6 CYLINDER
Type Material $ $ $
Part Weight Material (+35%) Labor O.H. Mfg. Cost
1. Exhaust Pipe 6.90 S. Steel $ 7.27 $ .30 $.12 $ 7.69
2. Extension Pipe 3.00 Alum. .98 .18 .07 1. 23
Steel
3. Brackets, Clamps .80 Steel .20 .09 .03 .32
4. Hardware .22 Steel .05 .07 .03 . 15
7. Muffler 9.22 Steel 2.30 .86 .35 3.51
8. Brackets, Clamps .32 Steel .08 .07 .03 .18
9. Hardware .09 Steel .02 .06 .03 . 11
10. Tail Pipe 5.00 Alum. 1. 63 .24 .10 1. 97
Steel
11. Brackets, Clamps 1. 63 Steel .41 . 11 .05 .57
12. Ha rdwa re .07 Steel .02 .06 .02 .10
Totals 27.25 $12.96 $2.04 $.83 $15.83
Stainless Steel $.78 + 35% Loss
All Items Except #1 From Steel Exhaust
2:47
RATH & STRONG
INCORPORATED
-------
28. 1
Exhaust System--Stainless Steel--Bill of Material
MANUFACTURING CaSTS
CID 318 - 8 CYLINDER
Type Material $ $ $
Part Weight Material ( + 3 5 %) Labor a.H. Mfg. Cost
1. Exhaust Pipe 12.19 S. Steel $12.84 $ .46 $ .18 $13.48
2. Extension Pipe 3.00 Alum. .98 .18 .07 1. 23
Steel
3. Brackets, Clamps .41 Steel .10 .07 .03 .20
4. Hardware .64 Steel .16 .08 .03 .27
7. Muffler 10.99 Steel 2.74 1. 01 .41 4.16
8. Brackets, Clamps .66 Steel .16 .09 .03 .28
9. Hardware .24 Steel .06 .06 .03 . 15
10. Resonator 5.30 Steel 1. 32 .54 .22 2.08
11. Tail Pipe 5.00 Alum. 1. 63 .24 .10 1. 97
Steel
12. Brackets, Clamps 1. 88 Steel .47 .12 .05 .64
13. Hardware .03 Steel .01 .06 .02 .09
Totals 40.32 $20.47 $2.91 $1.17 $24.55
Stainless Steel $.78 + 35%
All Items Except #1 From Steel Exhaust
248
RATH & STRONG
INCO.PO.ATEO
-------
28.2
Stainless Steel Exhaust System for 6-Cylinder 225 cm and 8-Cylinder 318 Engines
TOOL! NG AMORTI ZA TION
Economic 1 Year 3 Year Non- 12 Yea r 12 Yea r 40 Year Amorti zation
Volume Recurring Recurring Machinery Launching Land & Per
Part Per Year Tooling Tooling Equipment Costs Buildings Piece
6 Cyl inder
.0500 .0500 .0100 .0010 . n \ 0
N Exhaust Pipe 1,000,000 50,000 150,000 120,000 12,000
J::-
\0
8 Cylinder
.0500 .0500 .0100 .0010 .1110
Exhaust Pipe 1,000,000 50,000 150,000 120,000 12,000
-------
28.3
Stainless Steel Exhaust System
TOTAL MANUFACTURING COSTS
FOR 6 AND 8-CYLINDER ENGINES
Plant
Plant Mfg .20/MC . 20/ MC Mfg
Over- Costs Tooling Corp Corp Yen
Part Mat Labor Head (MC) Exp. Inv. Costs Profit Cos
6 Cylinder
Exhaust Pipe 7.27 .3000 .1200 7.6900 .1000 .0110 1 . 5380 1 . 5380 10.1
8 Cylinder
Exhaust Pipe 12.84 .4600 .1800 13.4800 .1000 .0110 2.6960 2.6960 18. ~
250
RATH & STRONG
INCORPORATED
-------
28.4
Stainless Steel Exhaust System
RETAIL PRICE EQUIVALENT
AT THE VEHICLE LEVEL
Plant Vehicle
Vendor Tools Corp Corp Dealer Reta iI
Costs and Allocation P rofi t Ma rkup Price
Part (VC) R&D Equip .20 VC .20 VC .40 VC Equivalent
6 Cylinder
Exhaust Pipe 10.8770 2. 1754 2. 1754 4.3508 19.5786
8 Cyl inder
Exhaust Pipe 18.9830 3.7966 3.7966 7.5932 34.1694
No vehicle assembly or engine modification added costs are incurred.
251
RATH & STRONG
INCORPORATED
-------
28.5
Stainless Steel Exhaust System
Cost Comparison to Aftermarket Selling Prices
Noaftermarketdata were available for a stainless steel exhaust
system, so we assumed a 4 times multiplier over our vendor
costs.
Vendor Costs
Estimated
Aftermarket
Selling Price
6-Cyl inder Exhaust Pipe
8-Cyl inder Exhaust Pipe
10.8770
18.9830
43.5080
75.9320
These estimates are about 2 times the equivalent carbon steel prices.
28.6
Stainless Steel Exhaust System
Cost Methodology
The cost methodology is explained in Section 29.6. For this section,
we assumed the exhaust pipe section between engine and catalytic
converter to be made of stainless steel.
28.7
Stainless Steel Exhaust System
Appl ications
The costs were computed for two typical Chrysler systems. It is
assumed that other 6- and 8-cylinder exhaust system costs will be
similar.
252
RATH & STRONG
INCO.,IO.ATED
-------
29.0
Standard Steel Exhaust System
The standard exhaust system for 225 CID 6-cylinder and 318 CID
a-cylinder engines is illustrated in the attached sketches. The
introduction of catalysts at various locations in automobiles has made
the analysis complicated. Therefore, a typical system was chosen
so that all the related components could be identified. Chrysler data
were used throughout so that a consistent format was evident.
253
RATH & STRONG
INCDRPDRATED
-------
29.1 Standard Steel Exhaust System
BILL OF MATERIAL - MANUFACTURING COSTS
225 C.I.D. - 6 CYLINDER
Type + 35% $ Mfg.
Weight Material $ Material $ Labor $ O.H. Cost
1 Exh. Pipe 6.90 Alum. 2.24 .30 .12 2.66 Complex
Steel
2 Exten. Pipes 3.00 Alum./Steel .98 .18 .07 1. 23 Complex
3 Brkts, Clamps (2) .80 Steel .20 .09 .03 .32 Medium
4 Hardware .22 Steel .05 .07 .03 .15 Medium
Subtotal 3.47 .64 .25 4.36
5 Cat. Converter
6 Hardware
7 Muffler 9.22 Steel 2.30 .86 .35 3.51 Complex
N 8 Brkts, Clamps (1) . 32 Steel .08 .07 .03 .18 Medium
U'1 9 Ha rdwa re .09 Steel .02 .06 .03 . 11 Medium
~
Subtotal 2.40 .99 .41 3.80
10 Tall Pipe 5.00 Alum. 1. 63 .24 .10 1. 97 Complex
Steel
11 Brkts, Clamps (2) 1. 63 Steel .41 .10 .04 .56 Medium
12 Hardware .07 Steel .02 .06 .02 .10 Medium
Subtotal 2.06 .41 . 16 2.63
TOT ALS 27.25 7.93 2.04 .82 IO.7q
2792 Aluminized Steel @ .2112 @ 65% Yield ::: $.325 Per Pound Finished Part
Cold Rolled Steel @. 1616 @ 65% Yield ::: $.249 Per Pound Finished Part
Complex Stamp Steel Formula Manufacturing Cost ::: (lbs. x .367) + .13
Medium Stamp Steel Formula Manufacturing Cost ::: (lbs. x .30) + .08
Simple Stamp Steel Formula Manufacturing Cost ::: (lbs. x .233) + .03
-------
""" 11-200
1IIus. Pap II-Eo
1977 PASSENGER CAR PARTS CATALOG
EXHAUST
'7111200
EXHAUST SYSTEM - It, W, -225 ENGINE
~ 21=
~..
13
~~
19 ~
3
2
12
18
255
Printed In U.S.A.
April. 1977
-------
'itu'l11-300
.1. ..... 11-6,
1111300
EXHAUST SYSTEM - S1NCiLE - R, W, X, S - 318,380,400 £NOmE
1977 PASSENGER CAR PARTS CATALOG
EXHAUSt
..
1
3
9
12
.
It, W, (41,48)
256
~'23
I. ~24
22 I
25
6
17
16
25
J:
\.
Prtnted in U.S.A
Aprtl. 1977
-------
29.1
C
N
V1
-....I
U-P-G
Cur=17
Rev=29
3 6E 0 1
36E01
36E01
36E01
36E01
36E01
36E01
36E01
36E01
36E01
36E01"
36E02
36E02
36E02
36E02
36E02"
36E03
36E03
36E03
3 6E 03
36E03
36E03
36E03"
36E03"
3 6E 0 1
36E01
Bill of Material
75
VL41
Line
Cur=23
Rev=35
135
140
141
145
150
155
160
165
210
220
200
204
206
225
300
305
315
350
355
360
125
130
E24
111.0
B
1975 Valiant Lowline 4-Door Sedan, (225 C.I. D. 6 Cylinder)
Part No.
39
Description
29 (Of a 3R, or a 31, If a New Line)
4004164 Shield Assembly-Heat Converter Extension
6022258 Screws and Washer-Bracket Attachments--Right
4004003 Bracket
4004170 Strap-Ht/Shoulder Support
0152941 Screws and Washers
0152796 Screws
4004049 U-Bolt-Exhaust Pipe
4004050 U-Bolt
3818180 Muffler
4004141 Converter-Catalytic
(Secondary Group) Exhaust Pipe
3726635 Pipe Assembly-Exhaust
6024343 Nut-Exhaust Pipe to Manifold
2465391 Gasket-Exhaust Pipe
2823900 Saddle Clamp Assembly-Muffler Tail Pipe
(Secondary Group) Muffler
3642491 Tail Pipe Assembly
3642500 Bracket Assembly-Tail Pipe
6030466 Screw Tapping
2823455 Insulator Assembly-Tail Pipe Front Complete
0152274 J Nut-Support Mtg
6022226 Bolt-Support Mtg.
(Secondary Group) Tail Pipe Including Resonator
(Primary Group) Exhaust System
2925639
6027865
Clamp-Exhaust Pipe Front
Screws and Washers
Quantity
48
1
2
1
1
2
2
1
1
1
1
16
1
2
1
1
5
1
1
1
1
1
1
6
27
1
2
Weight
55
.900
.100
.700
.070
.060
.040
.080
.090
9.220
10.087
20.323
6.900
.060
.030
.320
7.310
5.000
.460
.030
1. 170
.010
.030
6.700
34.333
.100
. 116
-------
29.1 Standard Steel Exhaust System
BILL CF MA TERIAl - MANUFACTURING COSTS
318 CIO - 8 cylinder
Type $ Mfg
Weight Material $ Material $ labor $ O.H. Cost
1. Exhaust Pipe 12.185 Alum /Steel 3.96 .46 .18 4.60 Complex
2. Extension Pipe 3.00 Alum/Steel .98 .18 ,07 1.23 Complex
3. Brackets, clamps .41 Steel .10 .07 .03 .20 Medium
;U 4. Hardware .64 Steel .16 .08 .03 .27 Medium
~
-. Subtotal 5.20 .79 .31 6.30
i 1:
N n
V1 a 110
.
00 ..
a In 7. Muffler 10.985 Steel 2. 74 1.01 .41 4.16 Compl ex
.
~ -.
~
.. ;u 8. Brackets, clamps .66 Steel .16 .09 .03 .28 Medium
a
0
Z 9. Hardware .236 Steel .06 .06 .03 .15 Medium
Ii) Subtotal 2.96 .47 4.59
1.16
10. Resonator 5.30 Steel 1.32 .54 .22 2.08 Complex
11. Tail Pipe 5.00 Alum 1.63 .24 .10 1.97 Complex
Steel
12. Brackets, clamps 1.88 Steel .47 .12 .05 .64 Medium
13. Hardware .03 Steel .01 .06 .02 .09 Medium
Subtotal 2.ll .42 .17 2.70
Totals 40.32 ll. 59 2.91 1.17 15.67
-------
29.1 Standard Steel Exhaust System
C 75 VL41 L44 Ill. 0 B 1975 Valiant Lowline 4-Door Sedan, (318 CID V-8BBL)
U-P-G- Line Part No. Description Quanti t y Weight
Cur=17 Cur=23 39 19 (of a 3R, or a 31 if a new line)
Rev=29 Rev=35
36E01 105 3726865 Pipe Assembly - Exhaust 1 12.185
36E01 110 0180132 Bolt 4 .320
36E01 115 4004001 Ret 4 .040
:u 9423837 Nut-Ex 4
» 36E01 120 Pipe to Manifold .100
-f
i J: 36E01 125 2823906 U-Bolt and Saddle Assembly - Tail Pipe 1 .410
n ~~
a 36E01 135 2823456 Insulator Assembly - Tail Pipe Frt Complete 1 1.170
II
... en \.0
a
II 36E01 140 6022226 Bolt-Support Mtg 1 .030
. -f
...
... :u
D 36E01 150 4004009 Heat Shield. 065 1 2.20
o
Z 36E01 155 0152470 Nut 4 .040
Ci)
36E01 160 4004164 Shield Assembly - Heat Conv Ext 1 .900
36E01 175 4004171 Strap 1 .080
36E01 175 0152796 Screw 2 .040
36E01 180 4004050 U-Bolt 2 .180
36E01 185 3906433 Convertor- Cat a Assembl y 1 14.500
36E01 (Secondary Group) Exhaust Pipe 28 27.735
-------
29.1 Standard Steel Exhaust System
C 75 VL41 L44 111.0 B 1975 Valiant Lowline 4-Door Sedan, (J18 CID V-8BBL)
U-P-G- Line Part No. Description Quantity Weight
Cur=17 Cur=23 39 19 (of a 3R, or a 31 if a new line)
Rev=29 Rev=35
36E02 205 3728997 Muffler 1 10.985
36E02 210 6022258 SC&WA - Bracket Attg-Rt 2 .100
:u Clamp-Ex .100
» 36E02 215 292 5639 Pipe F rt 1
-i
i IN 36E02 220 0152941 SC&WA 2 .060
n
a QtO' 36E02 225 2823456 Insulator Assembly-Tail pipe Frt Complete 1 1.170
.
.. 0
a en
. 36E02 230 6022226 Bolt - Support Mtg
. -i 2 .060
..
.. :u
a 36E02 235 6C2/865 SC&WA 2
0 .116
Z 36E02 240 3642500 Bracket Assembl y - Tail Pipe 1 .460
fj)
36E02 (Secondary Group) Muffler 12 13.051
-------
29.1 Standard Steel Exhaust System
C 75
VL41
L44
111.0
B
1975 Valiant Lowline 4-Door Sedan, (318 CID V-8BBL)
Cur=23
Part No.
39
Description
19 (of a 3R, or a 31 if a new line)
Quanti ty
Weight
U-P-G-
Cur=17
Line
Rev=29 Rev=35
;0 36E03 300 3818161 Pipe Assembly - With Resonator 1 10.300
~
-i 36E03 305 4004003 Bracket 1 .700
z :I
n N
a JIo 0'\ 36E03 0152274 J Nut- Support Mtg
II 310 1 .010
'II
a en
II
. -i Screw Tapping
of 36E03 315 6030466 1 .030
.. ;0
a
0
Z 36E03 (Secondary Group) Tailpipe including Resonator 4 11.040
(j)
( Pri mary Group) Exhaust System 44 51. 826
-------
29.2 Standard Steel Exhaust System for 225 CID and 318 CID Enqines
TOOLING COSTS
Economic I-Year 3-Year Non 12-Year 12-Year 40-Year Amortization
Volume Recurring Recurring Machinery Launching Land & Per
Part Per Year Tooling Tooling Equipment Costs Buildinqs Piece
.0250 .0250 .0050 .0005
Exhaust Pipes 1,000,000 25,000 75,000 60,000 6000 .0555
.0125 .0100 .0025 .0002
Extension Pipes 2,000,000 25,000 60,000 60,000 6000 ..0252
.0025 .0050 .0015 .0002
Brackets, clamps 2,000,000 5000 30,000 36,000 3600 .0092
.0050 .0050 .0010 .0001
;u Hardware 10,000,000 50.000 150.000 120.000 12 .000 . 01 1 1
:a. Sub total .0450 .0450 .0100 .0010
-f . I n I n
z :r
N n .0250 .0250 .0500 .0050
a lit
0'\. Muffler 2,000,000 50.000 150.000 1,200,000 120.000 .1050
N : en
.
~ -f .0025 .0050 . 0015 .0002
...
... ~ Brackets 2,000.000 5000 30.000 36,000
a 3600 .0092
Z .0050 .0050 .0010 .0001
G) Hardware 10.000.000 50.000 150.000 120.000 12.000 .0111
Subtotal .0325 .0350 .0525 .0053 .1253
.0250 .0200 .0050 .0005 .0505
Tail pipe 1.000.000 25,000 60.000 60.000 6000
.0025 .0050 .0015 .0002
Brackets 2,000,000 5000 30.000 36.000 3600 .0092
.0050 .0050 .0010 .0001
Hardware 10.000,000 50.000 150.000 120.000 12 .000 .0111
Subtotal .0325 .0300 .0075 .0008 .0708
Vehicle Assembly 300.000 '
Total .2971
R&D estimates - $100,000/year for 1.000.000/y~ar or .10 per vehicle.
-------
29.3 Standard Steel Exhaust System
TOTAL MANUFACTURING COSTS
for 6-Cylinder - 225 CIO
Plant
Plant Mfg .20/MC .28/MC Mfg/
Over- Costs Tooling Corp. Corp. Vendor
Part Mat Labor Head (MC) Exp. Inv. Costs Profit Costs
Exhaust
and Ext. 3.4700 .6400 .2500 4.3600 .0900 .0 II 0 .8720 .8720 6.2050
Muffler 2.4000 .9900 .4100 3.800 .0675.0578 .7600 .7600 5.4453
Tail Pipe 2.0600 . 4100 .1700 2.63 .0625.0083 .5260 .5260 3.7528
Totals 7.9300 2.0400 .8300 10.79 15.4031
for 8-Cylinder - 318 CIO
Exhaust 4.2000 .7900 .3100 6.3000 .0900 .0110 1.2600 1.2600 8.9210
Muffler 2.9600 1.0600 .4700 4.5900 .0675 .0578 .9180 .9180 6.5513
Resonator 1. 3200 .5400 .2200 2.0800 .0675 .0578 .4160 .4160 3.0373
Tail Pipe 2. 11 00 .4200 .1700 2.7000 .0625 .0083 .5400 .5400 3.8508
Totals 11. 5900 2.9100 1. 1700 15.6700 22.3604
263
RATH & STRONG
INCORPORATED
-------
29.4 Standard Steel Exhaust System
RETAIL PRICE EQUIVALENT A T THE VEHICLE LEVEL
Vendor Tools Corp Corp Dealer RPE
Costs and Allocati on Profit Markup Vehicle
Part (VC) R&:D Equip .20 VC .20 VC .40 VC Level
6 Cylinder
Exhaus t 6.2050 .10 1.2410 1.2410 2.4820 11 .2690
Muffler 5.4453 1. 0891 1. 0891 2.1781 9.8015
Tail Pipe 3.7528 .7506 .7506 1 - 50 11 6.7550
Vehicle Assembly .1250 . 0250 . 0250 .0500 .2250
Total 15.5281 28.0505
8 Cylinder
Exhaust 8.9210 .10 1.7842 1.7842 3.5684 16.1578
Muffler 6. 5S 13 1. 3103 1. 3103 2.6205 11.7923
Resonator 3.0373 .6075 .6075 1.2149 5.4671
Tail Pipe 3.8508 .7702 .7702 1 .5403 6.9314
Vehicle Assembly .2500 .0500 .0500 .10UO .4500
Total 22.6104 40.7986
No additional costs for engine modification.
264
RATH & STRONG
INca.~a.AT[D
-------
29.5
Standard Steel Exhaust System
COST COMPARISON TO AFTERMARKET SELLING PRICES USING
FURY (1975) 318 CID ENGINE DATA
Vendor
Part Part No. S.P. I /4 S.P. C os ts RPE
Muffler 21848 27.25 6.81 6.5513 11.7923
Tail Pipe 43633 9.69 2.42
3.8610 6.9314
Tail PIpe 41206 4.86 1.21
Resonator 21852 17.53 4.38 3.0373 5.4671
The vendor costs include clamps and hardware.
265
RATH & STRONG
INCDRPDRATED
-------
29.6
Cost Methodology
BASES FOR MANUFACTURING COST ESTIMATIONS
250 and 318 CID EXHAUST SYSTEMS
1.
Sketches of exhaust systems (11-6 and 11-9)
2.
B.O.M. 1975 Valiant; 250 CID, 6-cylinder, 318 CID, 8-Cylinder (computer
printout) insulator assemblies (catalytic converter omitted).
3.
Weights given on B.O.M. used in "stamped steel" formulae (from Pioneer data
analysis) to get manufacturing cost.
"complex" formula - manufacturing cost = (.367 x weight) + .13 used on
pipes, mufflers, resonator.
"medium" formula - manufacturing cost = (.300 x weight) + .08 used on
other parts.
(The applicability of formulae were checked against several known aftermarket
prices. )
4.
Weights (B. O.M.) used to get material cost
cold rolled steel @)
aluminized steel @)
$.1616 @) 65% yield =
$.2112 @) 65% yield =
$.249/lb
$.325/lb
5.
Difference between manufacturing cost and material cost equals 1 abo r plus
overhead. Split on 1. 0 to 0.4 ratio labor to overhead.
266
RATH & STRONG
INCORPORATED
-------
29.7
Standard Steel Exhaust Systems Application
A six-cylinder and 8-cylinder exhaust .system was estimated to differentiate the
costs for V-exhaust pipe and resonators. A Chrysler-type catalyst was assumed
in the configurations.
Other applications are similar.
267
RATH & STRONG
INCDRPDRATED
-------
30.0
Insulated Exhaust Pipe (cost per foot of double wall stainless steel exhaust
pipe)
The data will be developed for Allegheny Ludlum 409 stainless and
aluminized carbon steel. The 409 sta)nless is currently quoted at $.38
per pound. Quotations are being obtained for aluminized steel tubing.
Double Wall Exhaust Pipe Configuration
Main Muffler .,1
rl L"18.1
~Ti- L-9.3
U1.rJ.81.6
Co:,werter
Front
~.
268
RATH a STRONG
'.CDI'DIATID
-------
30.0 Exhaust System - Double Walled - Insulated Stainless Steel Exhaust Pipe
for 6-Cylinder (225 CID) and 8-Cylinder (318 CIO)
This analysis considers that the exhaust pipe section from the exhaust manifold to
the catalytic converter be constructed of double walled insulated stainless steel
pipe. The two major types are for 6-cylinder and 8-cylinder engines. The systems
are illustrated in section 29.0.
30.1 Exhaust System - Double Walled - Insulated Stainless Exhaust
CIO 225 - 6 Cyl
Type Material
Weight Material (+ 35%) Labor D.H. Mfg. Cost
Exh. pipe (double) 15.50 S.S. $16.32 $.75 $ .30 $17.37
Exten. pipe 3.00 Aluminum .98 .18 .07 1.23
Steel
Brackets, clamps .80 Steel .20 .09 .03 .32
Hardware .22 Steel .05 .07 .03 .15
Fib.
Insulation .55 Glass 3.71 .02 .01 3.74
Muffler 9.22 Steel 2.30 .86 .35 3.51
Brakcets, clamps .32 Steel .08 .07 .03 .18
Hardware .09 Steel .02 .06 .03 .11
Aluminum
T ail pipe 5.00 Steel 1.63 .24 .10 1.97
Brackets, clamps 1.63 Steel .41 .11 .05 .57
Hardware .07 Steel .02 .06 .02 .10
Totals 36.40 $25.72 $2.51 $1.02 $29.25
S.S. = .78/lb. + 35%
All i terns except 1 & 5 from steel
Insulation = woven fiber glass
269
RATH & STRONG
INCDRPDRATED
-------
30.1 Exhaust System - Double Walled, Insulated Stainless Exhaust
CID 318 - 8 Cyl
Type Material
Weiqht Material (+ 35%) Labor D.H. Mfg. Cost
Exh. pipe (double) 27.42 5.5. $28.87 $1.15 $ .46 $30.48
Aluminum
Exten. pipe 3.00 Steel .98 .18 .07 1.23
Brackets, clamps .41 Steel .10 .07 .03 .20
Hardware .64 Steel .16 .08 .03 .27
Fib.
Insulation .73 Glass 3.65 .03 .01 3.69
Muffler 10.99 Steel 2.74 1.01 .41 4.16
Brakcets, clamps .66 Steel .16 .09 .03 .28
Hardware .24 Steel .06 .06 .03 .15
Resonator 5.30 Steel 1.32 .54 .22 2.08
Aluminum
T ail pipe 5.00 Steel 1.63 .24 .10 1.97
Brackets, clamps 1.88 Steel .47 .12 .05 .64
Hardware .03 Steel .01 .06 .02 .09
Totals 56.30 $40.15 $3.63 $1.46 $45.24
5.5. = .78/1b. + 35%
All items except 1 & 5 taken from steel
Insulation = woven fiber glass
270
RATH & STRONG
INCORPORATED
-------
30.2 Exhaust System - Double Walled - Insulated Stainless Steel Exhaust Pipe
Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and L aunchi ng Land and
Part Volume Tooling Tooling Equi pment Costs Building Per Piece
6 Cylinder .0750 .0750 .0150 .0015
DWSS Exh. pipe 1,000,000 75,000 225,000 180,000 18,000 .1665
;U .0100 .0100 .0020 .0002
~
-f Insulation 5,000,000 50,000 150,000 120,000 12,000 .0222
z J:
n N
a AD ...... 8 Cylinder .0750 .0750 .0150 .0015
.
.. DWSS Exh. pipe 1,000,000 75,000 225,000 180,000 18,000 . 1665
a UI
.
. -f
-4
.. ;U .0100 .0100 .0020 .0002
a
0 Insulation 5,000,000 50,000 150,000 120,000 12,000 .0222
Z
Ci)
R&D Estimate - $300,000/year for 1,000,000 car/year or .30 per vehicle.
-------
30.3 Exhaust System - Double Walled Insulated Stainless Steel Exhaust Pipe
Total Manufacturing Costs
Plant T ooli ng Corp. Corp. Vendor
Plant Mfg. Alloc. Profi t Mfg.
Part Material Labor Overhead Costs Exp. Inv. .20MC .20MC Costs
6 Cylinder
Exhaust Pipe 16.3200 .7500 .3000 17 .3700 .1500 .0165 3.4740 3.4740 24.4845
Insulation 3.7100 .0200 .0080 3.7380 .0200 .0022 .7476 .7476 5.2554
--
:u Total 29.7399
~
-f
. 1: N
n 8 Cylinder
a lID'"
. N Exhaust Pipe 28.8700 1.1500 .4600 30.4800 .1500 .0165 6.0960 6.0960 42.8385
..
a en
.
. -f
... Insulation 3.6500 .0300 .0100 3.6900 .0200 .0022 .7380 .7380 5.1882
... :u
o
o
Z Total 48.0267
Ci)
-------
:u
.
-f
Z 1:
n
D ill N
~ .......
D (I) W
: -f
..
:; :u
o
z
(j)
30.4 Exhaust System - Double Walled Insulated Stainless Steel Exhaust Pipe
Retail Price Equi valent at the Vehicle Level
Vehicle
Plant Tools Corp. Corp. Deal er Retail
Vendor and Alloc. Profit Markup Price
Part Costs R&D Equip. .20VC .20VC .40VC Equi val ent
6 Cylinder
Insul. Exh. Pipe 29.7399 .3000 5.9480 5.9480 11.8960 5308318
8 Cylinder
Insul. Exh. Pipe 48.0267 .3000 9.6053 9.6053 19.2107 86.7481
No added costs at the vehicle assembly level, nor at the engine assembly level.
-------
30.5 Exhaust System - Double Walled - Insulated Stainless Steel Exhaust Pipe
Cost Comparison to Aftermarket Selling Prices
No aftermarket selling price was available for this design so we assumed the
normal (4X) markup over vendor costs.
Estimated
Exhaust Pipe Vendor Costs Aft. S. P. (4xV.C.)
6 Cylinder 29.7399 11809596
8 Cylinder 48.0267 192.1068
30.6 Exhaust System - Double Walled Insulated Stainless Steel Exhaust Pipe
Cost Methodology
Refer to 29.6 for details of the cost methodology. Chrysler data we re used for
weight and configuration data.
Design concept
o
f
2"
~
1
2!"
~
woven fibre glas
at 7.511 per cubic foot and $5.00/1b. (! inch)
274.
RATH & STRONG
INcaa"aaATED
-------
30.7 Exhaust System - Double Walled Insulated Stainless Steel Pipe
for 6 and 8 cyli nder enqines
Application by Engine
the data were developed for
8 cyl inder 318 CI D engfne.
similar or proportionalo
a 6 cylinder 225 CID engine and an
Other engine applications wi1! be
275
RATH & STRONG
INcaR"aRATEa
-------
31.0
CARBURETOR MODIFICATIONS FOR AL TITUOE COMPENSATION
INLET AIR
(ATMOSPHERIC PRESSURE)
PRIMARY M!TERING
ORIFICE ~...
-------
31.0
Carburetor Modifications for Altitude Compensation
In order to maintain the appropriate fuel/air mixture while under the influence of a
thin atmosphere, a main system altitude compensation circuit has been incorpo-
rated into the design of the Thermo-Quad carburetor for most California models.
The modification affects the primary metering systems as follows:
A small cylindrical bellows chamber mounted on the front of carburetor, is vented
directly to atmosphere. Atmospheric pressure changes expands or contracts the
bellows. A small brass tapered-seat valve regulates air flow when it is raised off
its seat by the expanding bellows. A small spring is positioned on top of the
tapered valve between the valve and housing. The function of the spring is to help
maintain the valve in the closed position when the system is exposed to a marginal
pressure head (one which is neither sufficient to hold the valve at the proper
altitude), and to mechanical vibrations which would tend to unseat the valve during
the above condition. When the appropriate environment is encountered and extra
air is required, (as determined by the bellows) it is supplied to the primary main air
bleeds through a calibrated orifice that meters the proper amount of air to the air
bleed.
The system operates as follows: Some time during engine operation a thin
atmosphere is encountered, producing an increasingly rich fuel/air mixture. At a
mechanically pre-determined point the bellows begin to expand allowing additional
air to enter the main air bleeds. The auxiliary air, coupled with the present air
source, provides the system with the proper amount of air necessary to maintain
the correct fuel/air mixture. The system supplies varying amounts of additional air
depending upon different altitudes. When sufficient atmospheric pressure is again
restored, the valve closes and the system returns to its normal mode of operation.
277
RATH & STRONG
INCDRPDRATED
-------
31.1
Carburetor Modi ficaitons for Altitude Compensation
Manufacturing Costs Bill of Material
Material Labor Labor Manufacturing
Part Material Weiqht Costs Costs Overhead Costs Reference
AU i tude Camp.
Asm. .400 .1250 .0500 .1750 Chrysler
Carburetor Mod .100 .0600 .2500 .1000 .4100
Aneroid Copper .120 .0960 .2500 .1000 .4460
Valve Steel .050 .0100 .1250 .0500 .1850
Cup Steel .050 .0100 .0625 .0250 .0975
:u Valve Hsg. Alum .150 .0900 .3500 .1400 .5800
~
-f Hardware .030 .0060 .0010 .0004 .0074
z J:
n N
a At ......
.. 00
..
a UI
.. Total 1.9009
. -f
of
... :u
..
0
Z
Ci)
-------
31.2 Carburetor Modifications for Altitude Compensation
Tooling Costs Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching Land and
Part Volume Toolinq Toolinq Equipment Costs Building Per Piece
.0100 .0100 .0020 .0002
AIL Compo Asm. 1,000,000 10,000 30,000 24,000 24,000 00222
.0200 .0200 .0200 .0020
Carburetor Mod 1,000,000 20,000 60,000 240,000 24,000 .0620
.0300 .0300 .0100 .0010
;:0 Aneroid 1,000,000 30,000 90,000 120,000 12,000 .0710
~
~ .0100 .0100 .0100 .0010
i :I Valve 1,000,000 10 , 000 30,000 120,000 12,000 .0310
n N
a ~'"
.
... (II \.0
a .0100 .0100 .0100 .0010
.
~ ~ Cup 1,000,000 10 , 000 30,000 120,000 12,000 .0310
..
... ;:O
lD
0 .0200 .0020
Z .0300 .0300
G) Valve Hsg. 1,000,000 30,000 90,000 240,000 24,000 00820
.001 0 .0010 .0010 .0001
Hardware 10,000,000 10 , 000 30,000 120,000 12,000 .0031
Total :3023
Research & Development - $250,00 per year for 3 years for 1,000,000 units per year - .25 per carburetor.
-------
31.3 Carburetor Modifications for Altitude Compensation
Total Manufacturing Costs
Tooling Corp. Corp. Vendor
Plant Mfg. Alloc. Profit Mfg.
Part Material Labor Overhead Costs Exp. Inv. .20MC* . 20MC* Costs
Alt. Camp. Asm. .1250 .0500 .1750 .0200 .0022 .0350 .0350 .2672
Carburetor Mod .0600 .2500 .1000 .4100 .0400 .0220 .0820 .0820 .6360
Aneroid .0960 .2500 .1000 .4460 .0600 .OHO .0892 .0892 .6954
Valve .0100 .1250 .0500 .1850 .0200 .OHO .0370 .0370 .2900
;0 Cup .0100 .0625 .0250 .0975 .0200 .0110 .0195 .0195 .1675
~
-f Valve Hsg. .0900 .3500 .1400 .5800 .0600 .0220 .1160 .H60 .8940
z :I N .0135
" Hardware .0060 .0010 .0004 .0074 .0020 .0011 .0015 .0015
a At 00
.. 0
..
a UI
..
. -f 2.9636
...
.. ;0 Total
a
0
Z
G)
-------
:u
:..
-I
~ :I N
~ Dt 00
'II
a UI
: -I
...
a :u
o
z
(j)
31.4 Carburetor Modification for Altitude Compensation
Retail Price Equivalent at the Vehicle Level
Vehicle
Plant Tools Corp. Corp. Dealer Retail
Vendor and Alloc. Profit Markup Price
Part Costs R&D Equip. .20VC* .20VC* .40VC* Equi valent
Alt. Comp. Asm. 2.9636 .2500 .5927 .5927 1. 1854 5.5844
-------
31.5
Carburetor Modification for Altitude Compenstion Cost Comparison
to Aftermarket Selling Prices
The only data obtainable for the delta increase in carburetor aftermarket selling
prices is to compare the California 1977 system with the 49 state carburetor
system.
The 2 barrel carburetor prices show a delta of about $20 or about $5.00 if the 1/4
discount is used. The manufacturing/vendor estimate is $2.9636 and the RPE 15
$505844. Since we do not know what the delta price includes this comparison is not
conclusi ve.
31.6
Carburetor Modification for Altitude Compensation Cost MethodoloQY
Using the Chrysler sketch the unit weight of the components was estimated. The
materials are also estimated. The costs are based on an ecomony of scale of
1,000,000 units per year.
31.7
Carburetor Modification for Altitude Compensation Applications
It can be assumed that the altitude compensation system will be similar for 1, 2,
and 4 barrel carburetors. The costs per system might be slightly less but not
significant for this study.
282
RATH & STRONG
INCOIIPOIIATED
-------
32.0 Carburetor Modifications for Feedback Control
The pictorial schematic in Figure 2 shows the system elements of the basic system.
The 02 sensor, located in the exhaust stream between the engine and the catalyst,
produces a voltage of about 800 millivolts in the absence of oxygen in the exhaust.
This voltage decreases to zero as the oxygen in the exhaust stream increases from °
to H%.
The voltage signal from the sensor is the prime control input to the electronic control
unit which provides a square wave output signal of constant frequency, but of variable
band width depending on the 02 sensor voltage. The ECU is designed so that at low
values of oxygen in the exhaust (highest level of sensor voltage output), the output
signal band width is the greatest. Conversely, as the oxygen concentration increases
in the exhaust and the sensor voltage decreases, the band width decreases.
This variable width output signal operates the vacuum control val ve, which serves to
modulate the vacuum that is applied to the carburetor from the vacuum storage
canister. Because the "on time" of the valve is a function of 02 sensor signal, the
modulated vacuum resulting from variable "on time" is also a function of 02.
The sensor shows the two systems in the carburetor that are controlled by the
modulated vacuum. The idle system is controlled by providing a variable air bleed
parallel with the normal air bleed to control idle metering forces.
Control of the main system is accomplished by varying the fuel orifice in parallel
with the main metering jet. This construction is a refinement of today's power
enrichment system.
In operation, when a high vacuum is applied to the carburetor, it will tend to meter
lean. This is accomplished when the solenoid has a high percentage of "on" time.
Conversely, when the solenoid is off or operating at a low "on" time level, the control
vacuum is low and the carburetor metering will enrichen.
283
RATH & STRONG
INCORPORATED
-------
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FIGURE 2
HOLLEY FEEDBACK CARBURETOR ENGINE SYSTEM
VACUUM CONTROL VALVE
- h - ------
PATENT PENDING 1976 HOLLEY CARBURETOR DIVISION
-------
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FIGURE 3
FEEDBACK CARBURETOR SCHEMATIC DRAWING
FEEDBACK CONTROLLED
IDLE AIR BLEED
CONTROL VACUUM
CONNECTION
MAIN METERING JET
FEEDBACK CONTROLLED
MAIN SYSTEM FUEL
-------
32.1
Carburetor Modifications for Feedback Control Unit
MANUF ACTURING COSTS
Bill of Material
Overhead Mfg.
Mat. Labor Labor Plant
Part Mat. Weight Costs Costs Costs Costs Reference
Mod Carb Assy .1000 .5000 .2000 .8000
Mod Carb Alum 1.000 .6000 .5500 ..2200 1.3700
Fixed Idle Bleed PM .050 .0300 .0625 .0250 .1175 Ho 11 ey
Idle PM
Feedback Valve Steel .100 .0600 .1250 .0500 .2350 Sketches
FB Fuel PM
Main Valve Steel .100 .0600 .1250 .0500 .2350
ContI Vac Conn Steel .100 .0200 .0625 .0250 .1075
.8700 1. 4250 .5700 2.8650
Note:
The vacuum control valve and the vacuum storage cannister are an i n t e 9 r a i
part of this system, but not included in the estimate.
286
RATH & STRONG
INCDRPDRATED
-------
32.2 Carburetor Modifications for Feedback Control Unit
TOOLING COSTS
Amortization per Piece
Economic 1- Year 3- Year Non 12-Year 12-Year
Volume Recurring Recurring Machinery Launching
Part Per Year Tool ing Tool ing Equipment Costs
.0500 .0500 .0200 .0020
;0 Mod Carb Assy 1,000,000 50,000 150,000 240,000 24,000
~ .0500 .0500 .0500 .0050
~
Z :I Mod Carb 1,000,000 50,000 150,000 600,000 60,000
n
N 0 lID .0001
. .0050 .0050 .0010
co ..
"'-J a (J) Fix Idle Bleed 1,000,000 5000 15,000 12,000 1200
.
. ~
oi
... ;0 .0100 . 01 00 . 01 00 .0010
a
0 Idle FB Valve 1,000,000 10,000 30,000 120,000 12,000
Z
G) . 01 00 . 01 00 .0100 .0010
FB Main Valve 1,000,000 10,000 30,000 120,000 12,000
.0050 .0050 .0010 . 0001
ContI Vac Conn 1,000,000 5000 15,000 12,000 12,000
Total 0 1300 . 1300 00920 . 0092
R&D - 300,000/year for 3 years for 1,000,000 units/per = $.30/unit
40- Year
Land &
Buildings
Amortization
Per
Piece
.1220
.1550
.0111
.0310
.0310
.-3612
-------
32.3 Carburetor Modifications for Feedback Control Unit
TOT AL MANUFACTURING COSTS
Plant
Plant Mfg .20/MC .20/MC Mfg/
Over- Costs Tooling Corp. Corp. Vendor
Part Mat Labor Head (MC) Exp. Inv. Costs Profit Costs
F. B. Carburetor .8700 1.4250 .5700 2.8650 .2600 . 1 012 .5731,) .5730 1t.3722
32.4 Carburetor Modifications for Feedback Control Unit
RETAIL PRICE EQUIVALENT AT THE VEHICLE LEVEL
Vendor Tools Corp Corp Dealer RPE
Costs and Allocation Profit Markup Vehicle
Part (VC) R&D Equip .20 VC .20 VC .40 VC Level
FB Carburetor 4.3722 .3000 .8744 .8744 1 07489 8. 1700
288
RATH & STRONG
INCORPORATED
-------
32.5 Carburetor Modification for Feedback Control Unit
COST COMPARISON TO AFTERMARKET SELLING PRICES
No aftermarket selling prices are available for a feedback carburetor.
An estimated aftermarket delta might be: 4 x eVc Costs) = 4 x (VC Costs) =
4 x 4.37 = $17.490
32.6 Carburetor Modification for Feedback Control Unit
COST METHODOLOGY
Since we are dealing with a delta change for the carburetor modifications to provide
feedback capabilities, all the costs are based on assumptions.
The weight and cost data are estimates based on judgments using the Chrysler
sketches.
32. 7
Carburetor Modification for Feedback Control Unit
APPLICATIONS
The feedback carburetor is associated with the 3-way catalysts
systems.
The appl ications
to various engines is simi lar
to the des i gn presented by Holley.
289
RATH & STRONG
INCDRPDRATED
-------
:n.o
Standard Carburetor
The standard carburetor is a complex system of components that provides
appropriate mixtures of air and fuel to the intake manifold throughout the various
driving cycles of the vehicle.
One of these carburetors is the Holley Model 1945.
venturi concentric downdraft carburetor equfpped
engines. It consists of the following subsystems:
This carburetor is a single
on 225 CID 6-cylinder
l.
2.
3.
4.
5.
6.
Fuel inlet system
Idle system
Main Metering system
Power enrichment system
Accelerating pump system
Automatic Choke Vacuum Kick system
The dual barrel carburetors such as Carters BBO and the Holley 2245 include an
added subsystem called the idle enrichment system. This carburetor is used on 318-
V8 CIO engines.
The Carter TQ carburetor is a 4-barrel carburetor designed for 360, 400, and 440
CIO V8 engines. The subsystems include both low and high speed performance
circuits. This carburetor is also designed to incorporate an altitude compensation
system. This system will be treated separately in another section of this
reporto
290
RATH & STRONG
INCD.PD.ATID
-------
The basic data for 1975 vehicles are:
Carburetor Part No. List Price $ Weight lbs. Vehicle
3830576 $112.00 5.550 Valiant 225
3830565 79.35 4.510 Satellite 318
3830563 87.24 6.710 Fury 360
Choke Part No. List Price $ Weight lbs. Vehicle
3830549 $ 10.22 .250 Valiant
3830512 7.25 .190 Satellite
3751476 12.55 .250 Fury (et a1)
Source: Chrysler Data
The costs will be gross estimates since a complete analysis involves estimating
between 100 to 230 components.
These carburetors provide an interface subsystem for EGR systems.
291
RATH & STRONG
INCORPORATED
-------
33.1 Standard Carburetor
Manufacturing Costs
Bill of Material
Material labor labor Manufacturing
Material Weight Costs Costs Overhead Costs Reference
Carburetor 1 4.510
Primary Parts Alum. 4.014 2.4084 3.5000 1.4000 7.3084
Secondary Parts .496 .0992 .4000 .1600 .6592
Total 2.5076 3.9000 1.5600 7.9676
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z :I N
n ..~ Primary Parts Alum. 4.895 2.9370 4.2000 1.6800 8.8170
a
8
..
a rn Secondary Parts .605 .1210 .5000 .2000 .8210
8
. -f
...
.. :u
a Total 3.0580 4.7000 1.8800 9.6380
0
Z
ti)
Carburetor 4 6.710
Primary Parts Alum. 5.472 3.2822 5.2500 2.1000 10.6322
Intermediate Pts Phenolic .500 .3500 .3000 .1200 .7700
Secondary Parts Steel .738 .1476 .7000 .2800 1.1276
Total 3.7798 6.2500 2.5000 12.5298
Choices Steel .250 .050 .3500 .1400 .5400
-------
33.2 Standard Carburetor
Tooling Costs
Amortization Per Piece
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching Land and per
Part Volume Tooling Tooling Equipment Costs Building Piece
.1000 .2000 1.0000 . 1000
;U Carburetor 1
~ 1,000,000 100,000 600,000 12,000,000 1,200,000 1.4000
~
1: N
lID \.0 .1000 .1333 1.0000 .0625
w
UI Carburetor 2 2,000,000 200,000 800,000
~ 24,000,000 1,500,000 1.2955
;U
0
Z .1500 .2500 1.5000 . 0833
Ci)
Carburetor 4 2,000,000 300,000 1,500,000 36,000,000 2,000,000 1.9833
-------
33.3
Standard Carburetor
Total Manufacturing Costs
Plant Tool ing Corp. Corp. Mfg.
Material Labor Plant Mfg. Alloc. Profit Vendor
Costs Costs Overhead Costs Exp. Inv. .20 MC .20MC Costs
Carburetor 1 2.5076 3.9000 1.5600 7.9676 .3000 1.100 1.5935 1.5935 12.5546
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a QI \D
.
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.
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0 Carburetor 4 3.7798 6.2500 2.5000 12.5298 .4000 1.5833 2.5060 20 5060 19.5250
z
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-------
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~ PUMP OISCHAIGI SCIIfW
WBGHf~ GASICf'f
. ....... DOOWGf"" (MOO 17" NO:: &I00518I Y8m8I
.: ,.--SCIIfW tAU CHfOC mANNG SCIIfW m-
w....;.~ ~ ~~o....- ( ~ ~'=:
-- on~ ~ftAft r:.--=~t._-~ i~~":-
GASICft~' '" . ~. MAIf IODY 0\I8-1IAVil IIYIIt
lOOtWASHIII- \ . '. COnBI ..... OYRI.1IAY8.
SCIIfW--I ~ R8 Nfl AmfG--.oe1J ' "'a $PIIHG
on=~""" ~ "')A' _...........~. ... '".::::"'
MA14JftS~M ~NfR)lUSEATASS"" .....-'~ ~N~ ~.. ,. SIIING
.. ' ".. covn ~ IDlf MnmJIf , -
mil SPftD SCIIfW ~ ~"~.1 ~"GASICf'f lOClCWASHfII ?C' ~ SCREW .. =
....--. I.h~. ~. fOOW -.-....""" ..."........
'.." ,,0"'-
. ... FAST mil I.fYBI ARM THIIOTn.f runs
G~~'AST lOt! CAM . _.'0"'''''
MA1410DY ". PICK,"" lfVR~ SCIIfW
u :~ . NUt
t~~~ - ~,\;Cflt/.I-::= SCftW
.ASTmIISCIIfW ----' ' soJ, !~ l' mAMII tOClCWASHBI
IC~~ muesl/' «-.1 SNRD
(POWDI VAlYQ ~ CHOU HOUSI4G tfYR T. CHOIC! ItOUSI4G
GA!Im NUt ~ ntlUST WASHn
00II8I-c.Q! , .~ I.fYBI .. IUSHI4G ASS""
I tOOtWASHIII tOOtWASHBI-~ ~,,- IUSHI4G tMII'
-""" """ / /IIi; a.-
-==-7=_~~~KWW
Ford ",-""-' OIIrhu..",or
-------
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33.4 Standard Carburetor
Retail Price Equivalent at the Vehicle Level
Tools
Vendor and Alloc. Profi t Markup Price
Part Costs R&D Equip. .20VC* . 20VC* .40VC* Equi valent
C arb 1 12.55lt6 2.5109 2.5109 5.0218 22.5983
Carb 2 1lt.7890 2.9578 2.9578 5.9i56 26.6202
Carb 4 19.5250 3.9050 3.9050 7.8100 35.1lt50
-------
33.5
Standard Carburetor
Cost Comparison to Aftermarket Selling Prices
Using the aftermarket prices and the discount data we can make the following
comparison to the manufacturing cost estimates.
Carb 2
79.35
87.24
! Discount
1/4 1/5
19.84 15.87
21. 81 17.65
28.00 22.40
Estimates
Vendor Cost
RPE
List Price
Carb 1
12.55
14.79
22.60
Carb 4
112.00
19.52
26.52
35. 14
33.6
Standard Carburetor
Cost Methodology
The weight and selling price data were obtained from Chrys ler engineering
data and sales catalogs.
The costs are estimates based on judgment. The estimates are not supported by
detail costs of each component. Therefore, these estimates are gross estimates
using weight data and material type selections.
33.7
Standard Carburetor
Appli cations
As stated previously, the 1, 2, & 4 barrel carburetors are usually associated with
225 CIO, 318 CIO, 360 CIO and over engines. In recent years, dom r 4 bar re 1
applications have been replaced by 2 barrel carburetors.
The altitude compensation and electronic feedback subsystems ha ve been t rea te d
separately.
297
RATH & STRONG
INCDRPDRATED
-------
34.0
Electronic Control Unit (with sensor inputs for controlling modulated
AIR, modulated EGR, modulated A/F, and modulated spark advance)
34.1
Electronic Control Unit
MANUF ACTURING COSTS
Bill of Material
Mat
Cos ts Mfg.
Part Mat. Weight Purch. Labor Overhead Costs
ECU Assy 15.50 6.200 21. 70 Test
Power Transistor 2.00 2.00
Rectifier 1.00 1.00
T2L 14 Pin DIP IC 2.00 2.00
Low Power Trans .80 .80
SignQI Trans 2.00 2.00
Carbon Resist .80 .80
Capacitor 2.00 2.00
Ceramic Resistor .50 .50
PC Boards 2.00 2.00
Conn and Pins 1.00 1.00
Press Transducer 1.00 1.00
Outer Shell 1.00 1.00
Other 1.90 1.90
Totals 18.00 15.50 6.20 39.70
Based on current technology--not on LSI technology--LSI technology would probably
be 30 to 50% less.
298
RATH & STRONG
INCDU'DAATED
-------
34.2
Electronic Control Unit
TOOLING COSTS
Amortization per Piece
Economic I-Year 3-Year Non 12-Year 12-Year 40-Year Amortization
Volume Recurring Recurring Machinery Launching Land & Per
Part Per Year Tool ing Tooling Equipment Costs Buildings Piece
.0100 . 01 00 .0625 .0062 Lean
ECU Unit 2,000,000 20,000 60,000 1,500,000 150,000 .0887 Burn
N
\D
\D
-------
34.3 Electronic Control Unit
TOT AL MANUFACTURING COSTS
Mfg. Corp. Corp. Plantl
Mat. Labor Over- (MC) .20MC .20MC Venda
Costs Costs Head Costs T ooli ng Alloc Profit Costs
ECU 18.00 15.50 6.20 39.70 .0887 7.940 7.940 55.6
R & 0 - 2,000,000/year for 3 years for 2,000,000/year = 1.0000 R&D per vehicle.
300
RATH & STRONG
INCOIIPOIIATED
-------
34.4
Electronic Control Uni t
RET AIL PRICE EQUIVALENT AT THE VEHICLE LEVEL
ECU Unit
Vendor/
Mfg.
Costs
eVC)
55.67
R&D
1.00
Tools
and
Equip
Corp
Allocation
.20 VC
11.13
Corp
Profit
.20 VC
11.13
Dealer
Markup
. 40 vc
22.27
Vehicle
Retail
Price
Equiv.
101.21
This esti mate is based on today's technology. Using learning curve data from
industry, we can assume a 28 % cost improvement for every doubled quantity.
technology) .
the electronics
e Includes LSI
Volume
2,000,000
4,000,000
8,000,000
16,000,000
32,000,000
RPE
101.21
72.87
52.47
37-78
27.20
301
RATH & STRONG
INCDRPDR4TED
-------
34.5 Electronic Control Unit
AFTERMARKET ANALYSIS
The ECU units are being sold for $60 to $90 in the aftermarket with the VW unit at
$222. The discount formula of * computes the following:
AFT SP
AFT SP
AFT SP
$60.00
90.00
222.00
1/4 Discount
15.00
25. 00
55.50
34.6 Electroni c Control Uni t
COST METHODOLOGY
The material cost data are estimates from a plant visitation.
process data were obtained from the same sourceo
302
RATH & STRONG
INCORPORATED
(modulator)
(Ford modulator)
(VW - ECU)
The tooling and
-------
20
10
ijj
~
8 5
~
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~
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~
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34.6 Electronic Control Unit
COST METHODOLOGY
1964
1968
1972
1968
.5
.2
.1
1
50
100
20
200
500
1.000
2.000
2
5
10
INDUSTRY'S ACCUMULATED EXPERIENCE (MilliONS OF UNITS)
PRICES OF INTEGRA TED CIRCUITS bave coaformed to aa es.
perieace cune commoa to maDY iudustries, decliaiac about %8 per-
ceat with e8cb doubliDC of the iudustry's cumulative espmeace (M
meaured by the Dumber of uaits produced). It II the particularly ra,.
id 1I'0wtb of the microdectroaics iadustry tbat bM made the rate of
decliae ia prices appear to be bieber tIau the rate iu other laduRries.
303
RATH & STRONG
INCORPORATED
-------
Fig. 1 Operational Flow Diagram
Operation
Incoming
Inspection
Board 1
Automatic
Component insertion
Individual semi-automatic
insertion of power I semi-
conductor & IC's
Flow Solder
1 st uni t test (pa rts test)
and print out for trouble
shoot
2nd unit test
(functional)
Laser trim of ceramic resistor
(trim to functional performance
& troubl e shoot)
Automatic potting
Post pat test
ECU Assembly
Test
Burn in
Test
Rack & Ship
304
(10)
Board 2
(15)
(7)
(2)
(2)
(2)
(4)
(4)
(2)
(6)
(2)
(2)
(2)
(2)
Remarks
100% temperature test
of a II sem iconductors
about 50 parts per board, """"""",,,,
part per station
Silicone
850 C
850C 8 hrs
Total production operators
per shift (63)
+ undefined of 12 = 7S total
-------
Test Equ ipment Estimate
Incoming Inspection
1 st unit test - parts
2nd un it test
Laser resister term
Post potting test
Burn in racks &
test monitor
Total unit test
Table I
6 units at 40K each
2 units at 40K
$240,000
80,000
1 unit
2 units plus computer 100,000
2 units at 25K
4 at 30,000
1 at 30,000
+ undefined
305
75,000
50,000
120.000
30,000
695,000
305,000
1,000,000
-------
Estimated Production Equipment
Automatic parts insertion
Parts insertion transport line
Automatic Potting line
Flow Soldex Machine
(2 parallel lines in 1 machine)
Special stepping, assembly stations
Table"
100 @ 1000 each
2 @ 20,000
1 @ 50, 000
other undefined
306
100,000
40,000
50,000
30,000
100,000
320,000
180,000
500,000
-------
34.7
Electron Control Unit
APPLICATIONS
The variations in costs of ECU units will be dependent on the
number of cyl indersa
The deltas will not be significant at this
stage of technologYft
307
RATH & STRONG
INCORPORATED
-------
35.0
AIR MODULATION SYSTEM WITH VACUUM CONTROL
The air modulation system provides an appropriate volume of
secondary air to the exhaust ports (or to a point between
the 3-way catalyst and the oxidation catalyst) dependent
upon both engine speed and load or, In other words, the
volume of engine exhaust.
This system attempts to more
nearly match this .alr supply with engine needs for optimum
oxidation of HC and CO while minimizing the cooling effect
this air has on the exhaust gases.
It consists of a dlverter
type valve that Is actuated by a vacuum signal from Intake
manifold that In turn provides air to the exhaust stream.
Air
Hcdtl (e. ';('011
Sy.sie ",
ws
Same as air Injection system except:
- .,~ "'fie. 'to -rV5
- -rvs
- val:. (;,,~ ~ lI.e. .E?es.
- V.e. Res. (~...,e. ., ~)
- .,8('. ,,'.,. .{ro... V&C,. 2es. To
HoJ. ~Ne
- Hcdt.t/aft'OIiI Val.... (qMC as
Ji~,-ter ..,..~ .1tc.~" w~
e.I,'jlW't.J c~"'''1 r«fft .IIi
ntore tluru/e .,I,..,,,,.,,,,)
308
RATH a STRONG
IIICD.~D."TI.
-------
35.2 Air Modulation System
Tooling Costs--Amortization Per Part
12 Year
1 Year 3 Year Machinery 12 Year 40 Year Amortization
Economic Recurring Nonrecurring and Launching Land and
Part Volume Toolinq T oolinq Equipment Costs Buildinq Per Piece Reference
Dlverter Va1ve 2,500,000 .0580 .0580 .0167 .0017 .1343 6.2
:u 145,000 435,000 500,000 50,000
~ .0040 .0016 .0026 .0085
-i Converter Hose 2,500,000 .0003 Dlverter Va1ve
z J: 10,000 12,000 78,000 7,800
n
J>J 0 ~
0 ...
... Vacuum Hose 2,500,000 .0004 .0002
..0 0 en .0003 .0001 .0010 Too1ing Data
...
. -i 1,000 1 ,500 7,800 3,000
...
... :u
.,
0 .0200 .0100 .0050 .0005 .0355 II
z
Ii)
Air Manlfo1d 2,500,000 50,000 75,000 120,000 12,000
Tota1 .0824 .0698 .0247 . 0026 . 1793
Vehic1e Assem. 500,000
Engine Mod. 500,000
Research and Deve10pment Est i mate: $150,000 for 3 years, or $.1000 Per Piece
-------
35.1 Air Modulation System
Bill of Material
Manufacturing Costs
Material Labor Labor Manufacturing
Part Material Weiqht Costs Costs Overhead Costs Reference
Diverter Valve Steel 1.230 .3300 .3435 .1374 .8109 Sketch and
:u Converter Hose Rubber .500 .1000 .0312 .0125 .1437 EPA Data
~ Vacuum Hose Rubber .050 .0100 .0031 .0012 .0143
-f
Z :r Air Manifold Steel .100 .0200 .0312 .0125 .0637
n \Al
a 110
.
.. 0 Total 1. 0326
a (II
.
. -f
...
.. :u
D
0 Vehicle Assem. .0625 .0250 .0875
Z
Ci) Engine Mod. .0156 .0062 .0218
Vehicle Total 1.1419
-------
35.3 Air Modulation System-- Total Manufacturing Costs
Exp.
Inv.
Corp.
Alloc.
.20MC*
Corp.
Profit
.20MC*
Vendor
Mfg.
Costs
Material
Labor
Plant
Overhead
Plant
Mfg.
Costs
Tooling
Part
;u Diverter Valve .3300 .3435 .1374 .8109 .1160 .0184 .1622 .1622 1.2697
»
-i Converter Hose .1000 .0312 .0125 .1437 .0056 .0029 .0287 .0287 .2097
z :I
n
a RDw Vacuum Hose .0100 .0031 .0012 .0143 .0006 .0004 . 002 9 .0029 00210
.
...
a en -
.
. -i Air Manifold .0200 .0321 .0125 .0637 .0300 .0055 .0127 .0127 .1247
-4
... ;U
a
0 1.6251
Z Total
Ci)
-------
35.4 Air Modulation System Retail Price Equivalent At The Vehicle level
Vehicle
Plant Tools Corp. Corp. Dealer Retail
Vendor and Alloc. Profit Markup Price
Part Costs R&D Equip. . 20VC* . 20VC* .40VC* Equivalent
:u
> Air Mod. System 1.6251 .1000 .3250 .3250 .6500 3.0252
-i
i J:
n lID \.AI Vehicle Assem.
a .0875 .0175 .0175 .0350 .1575
.
.. N
a en
. -i Engine Mod. ,0218 .0044 .0044 00087 .0392
..
..
... ;U
a
0 Total RPE 3.2219
Z
Ii)
-------
35.5
AIR MODULATION SYSTEM COST COMPARISON
TO AFTERMARKET SELLING PRICES
An assumption was made that the air modulation valve would be similar to a
diverter valve. (See E.P .A. sketch)
A diverter valve is priced at
1/4 discount
1/5 discount
=
$18.05
4.51
3.61
=
The RPE estimate is 3.0252 for the valve and the hoses.
The
manufacturing (vendor) estimate is 1.6251 for the valve and an
.added .1093 for the engine and assembly costs.
35.6
AIR MODULATION SYSTEM COST METHODOLOGY
The estimates were based on the diverter valve costs developed in the air injection
section 6.0.
Other costs of the engine modifications and the assembly are estimates of the
Incremental chqnges required for this system.
35.7
AIR MODULATION SYSTEM
APPLICATIONS TO VARIOUS ENGINES
No significant engine-to-engine costs are evident.
313
RATH & STRONG
INCDRPDRATID
-------
Spark Knock Sensor (with prize electric accelerometer
36.0
or pickup)
The data for these systems are very limited at the time of this
report.
Detailed bills of material are not available so only a
gross estimate Is feasible.
It is only a judgment cost estimate
based on experience.
36. 1
Spark Knock Sensor
The manufacturing costs of the knock sensor based on the schematic
drawing Indicates that a $40 to $60 costs will be a likely costs.
The RPE costs Including the accelerometer is estimated to be $60
to $90 per unit.
No aftermarket data are avai lable at this date.
Further work Is necessary to develop specific cost data.
314
RATH & STRONG
INca.~a..TID
-------
ATt'\CI~!!:nT 111
~OC~-SENSOR ACTUATED SPARK CONTROL
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COU~mOWN PAUSE
DEGREES RETARD
PER KNOCK
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37.0
Transducers and Sensors
(Types H20 temperature. inlet air temperature, throttle position,
transmission gear, EGR plntol position, crank angle, humidity.)
and ECU data.
Some of these sensors are included in the cost analysis of EFI
These data can be pulled from Sections 3400 and 18.0.
37.1
Transducers and Sensors
37.2
Transducers and Sensors
37.3
Transducers and Sensors
37.4
Transducers and Sensors--Manufacturinq Costs and RPE Costs
Using data from the Electronic fuel metering system (18.0), we have:
Sensor
02 Sensor
Air Temperature
5000 K
Mfq./Vendor
1. 75
.93
.93
1.91
.56
1.71
H20
Pressure Regulator
Speed Sensor
Throttle Switch
These data include tooling amortization.
317
RATH & STRONG
'NCOR~aRAT[a
RPE
3.15
1.67
1.67
3.43
1.00
3.07
-------
37.5
Transducers and Sensors
The aftermarket cost comparison data are 1 imited to foreign car data and
are not useful for analysis.
37.6
Transducers and Sensors
Cost Methodology.
The learning curve analysis was used in these units.
37.7
Applications
The engine applications are similar except for the number of injectors.
318
RATH & STRONG
IIIICD.I'D....TED
-------
ELECTRONIC El\JGIP-JE CONTROLS
319
-------
OEM COSTS--8-CYLINDER SYSTEM
Industry Estimates Projected Estimates
Quantity 5K 200 K 500 K 1 , 000 K 5,000 K
Injectors $ 56.00 $ 40.00 $ 32.00 $ 29.25 $ 23.74
02 Sensor 6.00 4.50 2.36 2.16 1. 75
ECU 75.00 45.00 45.00 41. 13 33.39
Air Temperature 1. 75 1. 75 1. 25 1.14 .93
H20 Temperature 1. 75 1. 75 1.25 1. 14 .93
Throttle Switch 3.00 3.00 2.30 2.10 1. 71
Fuel Pump Assembly 15.00 15.00 12.00 10.97 8.90
Fuel Pressure Regulator 3.00 2.90 2.57 2.35 1. 91
Fast Idle Valve 5.00 3.51 2.00 1. 83 1.48
Throttle Body 10.00 8.78 5.00 4.57 3.71
Air Solenoid Valve 4.00 3.25 2.00 1. 83 1. 50
Fuel Filter 3.50 2.00 1.00 .91 .74
Fuel Rail 8.50 6.00 5.00 4.57 3.71
Speed Sensor 1. 50 1.00 .75 .69 .56
Intake Manifold
Wiring Harness 25.20 10.00 5.00 4.57 3.71
$219.20 $148.44 $119. 48 $109.21 $ 88.67
320
RATti & STRONG
'-CD.'D."TID
-------
Sundstrand Data Control, Inc. £"":J.
"'"0511".(\
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PIEZOTRON~
. U.S, Palent No. 3,569,747
;-;ydr-aulic
Pressure
Gage~
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. RUGGED & RELIABLE-
100,000,000 CYCLES
. SMALL SIZE-MOUNTS IN 1/4" LINES
. HIGH LEVEL OUTPUT -
5 VOLTS FULL SCALE
. HIGH RESOLUTION
MEASURES 10,000 to 0.5 psi, or
1,000 to 0.05 with one sensor
. EASE OF INSTALLATION
bine the stability, wide frequency response and
high resolution of a quartz element with a high level
output signal, compatible with most readout equip-
ment. This is made possible with our revolu-
tionary Piezotron concept whereby a miniature cir-
cuit is built into the housing to convert the quartz
piezoelectric-generated charge to a robust, low
impedance voltage.
UNLIKE A STRAIN GAGE, the 205 Gages are
designed for flush mounting in lines as small as
1/4" J.D., where its sensing surface "sees" the
pressure changes you need to know, thereby elim-
inating cavitation effects. A truly dynamic instru-
ment, with natural frequency of more than 250,000
Hz, IT DOESN'T MISS HALF YOUR DATA. A 25,000
to 1 signal-to-noise ratio with an output of 5 volts
full scale allows you to read your whole dynamic
pressure spectrum, accurately, with one sensor.
The 205 Series Hydraulic Pressure" Gage was
specifically designed FOR DYNAMIC HYDRAULIC
PRESSURE MEASUREMENTS. Practically inde-
structible, with a hardened 17-4 PH stainless steel
body, and tested for 100,000,000 cycles, they com-
De::,igned to Measure Pump Ripple-Hydraulic Line Surges
Pipe line Pulsations-Actuator Performance-Fuel Injection Pressure
Bra.ke Systems Efficiency-Hydraulic Controls-Tubing Endurance
321
-------
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-------
DEVELOPMENT OF USEFULLY ACCURATE
METHODOLOGIES FOR ESTIMATING MANUFACTURING
COSTS OF AUTOMOTIVE COMPONENTS
General Discussion
It must be recoqnized as a reality that the manufacturing cost of a component
can never be pinpointed.
Vendor qualifications (quality, delivery performance, second-source
considerations) contribute to variation in the cost of the component. Internal
operations also contribute to the variation (method changes, scrap rates,
tolerance adjustments).
The point being made is that any estimate of a component's cost is suuject to
some error.
The question then becomes, "How big an error is allowable?"
be a c ce p t e d 7" )
("Can I t
COST VERSUS WEIGHT METHODOLOGY
Logic dictates that, all things being equal, the manufacturing costs of parts of a
given material should bear some rational relationship to their weights: there is
more material in the heavier piece; its very weight or size should tend to slow
down the rate at which it can be processed.
Of course all things are not equal. One piece is more complex than another,
requiring additional operations, thereby pushing up its cost. And this means that
although, in aggregate, a good correlation between weight and cost does exist,
the estimated cost of a single item based on its weight alone is subject to a
measurable degree of probable inaccuracy.
To clarify a bit the laws of inaccuracy (generally called laws of probability)
consider the following synthetic example:
323
RATH & STRONG
INCORPORATED
-------
Suppose a formula says that 95% of the one-pound pieces cost $1.00 plus or minus
$.20.
1.
This means that were you to select one piece, weigh it, find that it
weighed one pound and so cost it at $1.00, you could be incorrect by
$.20.
2.
The very same formula inherently implies that were 25 different one-
pound pieces priced, the total would be in error by only plus or minus
$1.00, since some would err on the high side and others on the low.
3.
The average per-piece error decreases by the square root of the number
of pieces averaged.
WEIGHT -COST CORRELATION FORMULAE
The Manufacturing Costs used in the data base are, for the most part, derived
from mathematical equations that relate the weight of a piece to its
Manufacturing Cost. The equations are all linear and of the familiar slope-and-
intercept form y = ax + b.
The equations, the development of which is described in subsequent text, are
given in Exhibit 1.
324
RATH & STRONG
INca"~a"ATED
-------
FORMULAE FOR ESTIMATING THE MANUFACTURING COST
OF A PART WHEN ITS WEIGHT 15 KNOWN
$ Cost Equals
Wgt x Slope +
Material Formula Modifiers Lbs Factor Intercept
(a) (b)
Stamped Steel Simple Parts: up to 4 lbs.* (W x $ .233) + $.030
Stamped Steel Medium Parts: up to 4 lbs.* (W x .30) + .080
;0 Stamped Steel Complex: up to 4 lbs.* (W x .367) + .13
~
-I
Z J: Steel Wire (W x .439) + .034
n
a I/!I\N
..
.. N Aluminum (W x .238) + .461
a UI\J1
..
. -I
...
'" ;0 Plastic Light: up to 0.1 lbs. (W 2.03 ) .013
a X +
o
Z Plastic Heavy: over 0.1 lbs. (W .438) .102
Ci) x +
Die Cast Zinc (W x 1.19) + .144
Rubber (W x 1. 109) + .014
*Beyond this limit, engineering estimates should be made.
fT1
x
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.....
......
-------
DEVELOPMENT OF THE WEIGHT -COST CORRELA nON FORMULAE
Data Sources
Three separate sets of cost estimations, each from a different source, were used
in arriving at the equations presented. On all three, the cost of a part was
established by the universally-used industrial engineering technique: an
experienced machine tool engineer, having a wide background knowledge of
processing methods and rates and having information on the dimensions and
configuration of a given piece, can predict its cost within close limits.
The three sources:
A.
Pioneer Engineering and Manufacturing Corporation report, February
1976; Report No. DOT -HS-5-010Bl.
B.
Budd Minicar study (DOT /HTSA).
C.
Rath & Strong report (DOT /TSC 1067).
Computation Procedures - General
Each set of data was analyzed separately. The three analyses were compared
and found to be in good agreement, with some isolated instances of parts not
fitting the overall weight-cost correlation pattern. These relatively few
significant deviations were individually examined and virtually all were rationally
explained. (Main causes were (1) erroneous classification of assemblies as parts
and (2) heavier steel parts, over 5 pounds, do not exhibit a close enough
relationship between weight and cost.)
The three analyses were then amalgamated into one best solution, resulting in
the formulae presented previously in Exhibit 1.
326
RATH & STRONG
INCDIIIIDIIATED
-------
COMPUT A TION PROCEDURE - SPECIFIC EXAMPLES
Example 1 - Stamped Steel - Pioneer Data
(As described in the referenced Pioneer report, a 1975 Chevelle Coupe was
completely dismantled and a detailed analysis made of each component; weights
were recorded and manufacturing costs were estimated, using "procedures and
techniques adapted from the automotive industry;" with 350,000 units per year
and September 1, 1975 labor rates and material cost as a base.)
The weight and cost figures given were first graphed into a scatter plot.
Visual analysis of the plotted points indicated that while a weight-cost
correlation clearly existed, the points were not normally distributed about any
"best-fit" central line. In other words, two families of parts existed--a so-called
bimodal distribution of "simple" and "complex" parts.
Exhibit 2, which covers the weight range from 0 to 1.5 pounds, most clearly
demonstrates this bimodal characteristic. The same distinctness of families
pertains up to 4 pounds; beyond this weight the correlation of weight and cost
becomes too weak to be useful.
Two linear regression lines are required; one for the "simple" family and one for
the "complex," as shown in Exhibit 3.
Exhibit 4 displays the 0-3.99 pounds raw data from the Pioneer report and also
the part-by-part comparison with them and the values derived from the best fit
lines. As can be seen, 52 parts are involved which, on a one-each basis, are
estimated to cost $14.33, against which the weight-cost correlation equations
give an estimate of $14.60; a difference in total of only $.27 and the largest
single part error is $.13.
327
RATH & STRONG
INCORPORATED
-------
NO. sa8. 10 DIVI..ON. P.. 'NCN _TN WAY.. '0 8Y .- DIV'.ION..
~ IN ..,OCII. OI..CT ."011 COO.. .00. CO.. NCNlWOOD. II"... 08...
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-------
Exhibit 4
ST AMPED STEEL--COMPARISON OF PIONEER ESTIMATES
AND WEIGHT -COST EQUATIONS VALUES (0-3.99 POUNDS)
Pioneer Pioneer
Data Weight-Cost Data Weight-Cost
(Ranked Class* Equation (Ranked Class* Equation
by Wgt) of Diff. by Wgt) of Ditt.
Lbs. $ Part $ (Over) Lbs. $ Part $ (Over)
.03 $.06 S $.04 $ -.02 2.81 $ .55 S $ .68 $ .13
.04 .03 S .04 .01 2.81 .55 5 .68 .13
.06 .02 5 .04 .02 Subtotal
.09 .04 S .05 .01 $6.23 S $6.35 $ .12
.09 .04 5 .05 .01 .06 .15 C .15
.10 .07 5 .05 -.02 .09 .14 C .16 .02
.11 .10 5 .06 -.04 .09 .15 C .16 .01
.12 .07 5 .06 -.01 .13 .15 C .18 .03
.13 .07 5 .06 ~.01 .16 .16 C .19 .03
.13 .09 5 .06 -.03 .22 .22 C .21 -.01
.16 .08 5 .07 -.01 .25 .25 C .22 -.03
.16 .08 5 .07 -.01 .38 .25 C .27 .02
.20 .08 5 .08 .41 .26 C .28 .02
.25 .12 S .09 -.03 .44 .34 C .29 -.05
.25 .11 S .09 -.02 .63 .30 C .36 .06
.28 .07 5 .10 .03 .64 .38 C .36 -.02
.31 .09 5 .10 .01 .64 .32 C .36 .04
.32 .10 S .10 .72 .39 C .39
.34 .13 5 .11 -.02 .81 .35 C .43 .08
.50 .16 5 .15 -.01 .94 .48 C .47 -.01
.60 .13 5 .17 .04 1. 75 .91 C .77 -.14
.62 .19 S .17 -.02 1.91 .82 C .83 .01
.94 .29 5 .25 -.04 2.25 .89 C .96 .07
.97 .20 5 .26 .06 2.93 1.19 C 1.21 .02
1.13 .27 5 .29 .02 Subtotal
1.21 .34 5 .31 -.03 $8.10 C $8.25 $ .15
1.88 .45 5 .47 .02 Grand Total
1.97 .55 5 .49 -.06 $14.33 $14.60 $ .27
2.16 .46 5 .53 .07
2.38 .64 5 .58 - .06
*Simple = 5 Complex = C
330
-------
Example 2 - Plastic
The data on plastic parts given in the Pioneer report was analyzed in a manner
similar to that described in Example 1.
Here, the scatter-plotted points, Exhibit 5, showed a clear delineation between
the lighter (up to 0.1 pounds) and the heavier parts. Two best-fit lines describe
closely the relations between weight and estimated cost.
Exhibit 6 presents the raw data and the comparable mathematically-generated
values. On a one-each basis, both methods give a total of $3.69 for the 19 pieces
involved, and the greatest individual deviation is $.07.
331
RATH & STRONG
INCORPORATED
-------
L.lo"-: 10 X 10 ro TH" CE~ITII.tET~" 46 1523
n C; I". 211 eM
1".11. U I a
K8U,t>f' . .."...... cn.
-------
Exhibit 6
PLASTIC--COMPARISON OF PIONEER ESTIMATES
AND WEIGHT -COST EQUATIONS VALUES
Weight-Cost
Pioneer Equation
Data Weight $ Diff.
Lbs. $ Class $ (Over)
.005 $ .005 Light $ .02 $ .015
.005 .05 Light .02 -.03
.01 .005 Light .03 .025
.01 .01 Light .03 .02
.01 .05 Light .03 -.02
.03 .10 Light .07 -.03
.06 .15 Light .14 -.01
.08 .17 Light .18 .01
.09 .20 Light .20
.09 .20 Light .20
.10 .20 Liqht .22 .02
Subtotal
$1.14 Light $1.14
.19 .15 Heavy .19 .04
.32 .30 Heavy .24 -.06
.34 .25 Heavy .25
.44 .30 Heavy .29 -.01
.47 .30 Heavy .31 .01
.57 .30 Heavy .35 .05
.75 .50 Heavy .43 -.07
.88 .45 Heavy .49 .04
Subtotal
$2.55 Heavy $2.55
Grand Total
$3.69 $3.69
333
RATH & STRONG
INCDRPDRATED
-------
I?EFEIZE#~e
O~.!
1!7
-------
Budd Company
Report 0323-1
(DOT-HS-5-01215)
RESEARCH SAFETY VEHICLE PRODUCIBILITY AND
COST STUDY FOR MINICARS, INC.--November 5, 1976
Volume Sasis - 300,000 Units/Year
All Costs in 1975 Dollars
Costing Data Developed from 1975 Pinto.
-..
1975 Pinto Cost Data:
Variable Cost
$1674.59 (81.3%) Mfg. Cost
--... 2059.76
Fixed Cost
$385.17 (18.7%)
I Tooling Cost I .
$62.58
Other Cost & Profit
$232.68 (10.46%) Dealer
Wholesale
2355.02 Consumer
~ Cost
2769.00
Dea I er
Ma rkup
413.98
(17.58%)
335
RATH & STRONG
INI:ORPORATED
-------
Budd Company (Continued)
Baseline data generated by Pioneer Engineering and Manufacturing Corporation,
DOT-HS-5-01153.
Each part of the Minicar reviewed as to number of operations to form it and the
tooling costs--then compared to similar Pinto parts and comparative costs
established.
In-depth study of Pinto data made to accommodate manufacturing sequence differences
between Pinto and Minicar.
336
RATH & STRONG
INCO:1PORATro
-------
24 GA. CRS
48 GA. CRS
o - 2#
2# - 5#
5# - 40#
Final Revision:--
o - 2#
+
2 #- 40#
BUDD FORMULAE
$/Pc = $.10 + ($.25) WGT
$/Pc = $.20 + ($.29) WGT
PIONEER FORMULAE
STAMPED STEEL
y = .07 + .32 x
y = .75 +
Ox
y = . 14 + . 22 x
y = . 08 + .33 x
y = .30 + .22 x
337
RATH & STRONG
INCORPORATED
-------
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-------
PIONEER ENGINEERING & MANUFACTURING CORPORATION
February 1976
DOT-HS-5-01081
(Note: This one, based on Intermediate Type Car, is not the same one referred
to by Budd, which spoke of a 1975 Pinto.)
1975 Chevelle Coupe
Car dismantled, detailed analysis of components made; weights recorded; manufacturing
costs estimated.
"Cost estimating procedures and techniques adapted from the automotive industry. II
(Gives bibliography of other studies using same estimating practices.)
Final Assembly Labor
=
24 Hours
Volume -
350,000 Units/Year
September 1, 1975 Labor Rates and Materials Costs
339
RATH & STRONG
UIIIDRPDRATED
-------
Graphical analysis of the "Stamped Steel" data in the Pioneer report DOT-HS-S-01 081
leads to these observations and conclusions:
1.
A simple linear regression, ("best fit") line relating piece cost and
piece weight is not a practical model.
2.
The data are not scattered about this central line in a normal distribution
pattern. Rather, they form a Bi- or Multi-Modal distribution.
3.
This Multi-Modal character of the data is a natural reflection of the various
complexities of the pieces (complexity here impl ies number and types of
operations as well as skeleton scrap at blanking and piercing.
4.
Three levels of complexity classification are recommended:
(a) Simple
$/Pc = $.03 + ($.233 x Ibs.)
(b)
Medium
$/Pc = $.08 + ($.30 x Ibs.)
(c)
Campi ex
$/Pc = $.13 + ($.367 x Ibs.)
340
RATH & STRONG
INCORPORATIO
-------
-------
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INTRODUCTORY SUMMARY TO COVER ITEMS 10-16
CATALYTIC CONVERTERS--GENERAl
There are seven types of catalytic converters to be considered.
Categorized by function, they fall into four classes: 3-way, oxidation, reduction,
and start. Categorized by physical configuration, there are only two classes:
in-line cylindrical and under-floor pan.
Configuration Class
In-line Under:.Floor
Catalyst Function Class Cyl indrical Pan
Monolithic 3-Way X
Monolithic Oxidation X
Monolithic Reduction X
Monolithic Start X
Pelleted Oxidation X
Pelleted Reduction X
Metallic Reduction X
For purposes of cost estimating, the configuration classification is by far the more
applicable, and has been used in the methodology underlying the sections following.
The first section, "Monolithic 3-Way Catalysts," presents in detailed fashion the
step-by-step logic employed in the estimations. Subsequent sections refer to this
logic where applicable, and expand only on pertinent details.
In each case, an equation is provided by which, when the catalytic content and
the volume are specified, the estimated plant manufacturing cost and retail
price equivalent can be calculated. These equations are embodied in forms A,
S, and C.
346
-------
1.
1.1
1.2
1.3
1. 3.1
CALCULATION OF THE COST PER GRAM OF CATALYTIC COMPOUNDS
Conversion Factors - Weight
The material prices are typically quoted in varying units of weight.
Herewith is a list of factors by which to convert each to grams.
Avoirdupois pounds x 453.5924 = grams
Avoirdupois ounces x 28.3495 = grams
Troy pounds x 373.248 = grams
Troy ounces x 31.104 = grams
Conversion Factors - Volume
Cubic feet x 1728 = cubic inches
Square feet x 144 = square inches
Cost Per Gram of a Composition of Materials - (Exact Method)
To calculate the compound cost in dollars per gram, use the following
format:
Quoted
Price
Conversion
to $/Gram
Conv.
Factor $/Gram
Pro-
Portion
in
Compound
Compound
Material
$
Unit
$/Gram
A-1
A-2
A-3
B
C
D
E
F
H
Etc.
Total Compound
G
1.000
A-1, A-2, Etc. - List ingredients
B & C - Quoted $ and units in which quoted
D - Appropriate conversion factor from 1.1
E - Divide B by D
F - List proportion as decimals (1 0% = 0.10)
G - Sum of column F must equal 1.000
H - Multiply F by E
J - Sum of column H equals compound cost per gram
347
-------
1. 3. 2
1.4
1. 4.1
Example 1
What is the cost per gram of a compound which contains 2% rhemium;
0.4% ruthenium; 3% nickel; and in which the platinum-to-rhodium ratio
is 25: 1?
Solution - Rhenium = .020
Ruthenium = .004
Nickel = .030
Subtotal = .054
Remainder = 1.000-.054 = .946
Platinum
25
25+1 x
1
25+1 x
.946 = .036
.946 = .910
Rhodium
Total
1.000
Material
Quoted
Pr ice
Unit
Conversion
to $/Gram
Factor $/Gram
Pro-
Portion
$
Platinum
Rhodium
Rhenium
Nickel
T. oz
T. oz.
Av. lb.
Av. lb.
31.104 5.369
31 . 104 14. 628
453.5924 1.709
453.5924 .005
.910
.036
.020
.030
1 67 . 00
455.00
775.00
2.23
Compound
$/Gram
4.886
.527
.034
Total Compound
1.000
5.447
Cost per Gram of a Composition of Substrate Materials - (Approximation
Method)
This short-cut method, within the proportion limits proscribed, will
deviate no more than 2% from the exact method described above.
Procedure
I.
Calculate the cost per gram as if platinum and rhodium were the
only ingredients (Pt + Rh = 100\) .
2.
Multiply this by the proportion represented by the sum of
platinum and rhodium.
3.
Add to this the product of the remaining proportion times $.67.
348
-------
1. 4.2
Example 2
What is the cost per gram of a compound which contains 2% rhenium; 0.4%
ruthenium; 3% nickel; and in which the platinum-to-rhodium ratio is 25: 1?
1.
Platinum 25 parts x $5.369
Rhodium ....!part x 14.628
Totals 26 parts
= $134.225
= 14.628
$148.853
Cost/gram of mix
148.853
26
= $5.725
2.
Platinum
Rhodium
Sum
91. 0
3.6%
94.6%
.946 x $5.725 = $5.416
3.
(1.000 - .946) x $.67 = $.036
4.
$5.416 + $.036 = $5.452 (answer)
(Compare with $S.447gotten by Exact Method, Example 1,
Section 1. 3 . 2 . )
1.4.3
Discussion - The short-cut method is made feasible because of two
factors:
(a) Platinum and rhodium constitute 84.5% or more of the mixture,
and
(b) The unit price of these is much greater than of the other con-
stituents.
1.4.4
Typical Extreme Calculation
Platinum to Rhodium = 2: 1 (upper cost ratio)
Platinum
& Rhodium
Rhenium
Ruthenium
Nickel
= 84.5%
= 5.0%
= 0.5%
= !!:!%
100.0%
(lower limit)
(upper limit)
(upper limit)
(upper limit)
Platinum
Rhodium
$5.369 x 2/3 x .845
14.628 x 1/3 x .845
Subtotal
Rhenium
Ruthenium
Nickel
1.709 x .050
2.009 x .005
.005x.100
= $3.025
= 4.120
$7. 145
.085
.010
.001
$7.241
=
=
=
349
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GRAMS OF COIvPOUND REQUIRED FOR VARIOUS VOLUMES AND LOADINGS
LOADING (Gm/Ft3)
1 5 10 15 20 30 40 50 60 70
1 .00058 .00289 .00579 .00868 .01157 .01736 .02315 .02894 .03472 .04051
10 .00579 .029 .058 .087 .116 .174 .231 .289 .347 .405
20 .01157 .058 .116 .174 .231 .347 .463 .579 .694 .810
50 .02894 .145 .289 .434 .579 .868 1.16 1.45 1. 74 2.03
'"'
1"'\ 100 .05787 .289 .579 .868 1.16 1. 74 2.31 2.89 3.47 4.05
c:
.-
'-'
Q) 150 .08681 .434 .868 1.30 1. 74 2.60 3.47 4.34 5.21 6.08
E 200 .11574 .579 1.16 1. 74 2.32 3.47 4.63 5.79 6.94 8.10
::I
"0 250 .14468 .723 1.45 2.17 2.89 4.34 5.79 7.23 8.68 10.13
>
300 .17361 .868 1. 74 2.60 3.47 5.21 6.94 8.68 10.42 12.15
350 .20255 1.01 2.03 3.04 4.05 6.08 8.10 10.13 12.15 14.18
400 .23148 1.16 2.32 3.47 4.63 6.94 9.26 11. 57 13.89 16.20
Grams required = Loading (gm/ft3) x Volume (in3) -:- 1728
-------
2.
2. 1
2.2
2.3
2.4
Note that the last three ingredients which are presented 15.5% of
the total weight added only $.096 to the subtotal cost of Platinum
and Rhodium.
The short-cut formula substitutes 15.5% x $.67 = $.104 for the
calculated $.096, creating an error of $.008, which is only
O. 11 % of the tota J.
CALCULATION OF THE WEIGHT OF CATALYTIC COMPOUND USED PER
CONVERTER
Volume used is expressed in cubic inches.
Loading is spoken of in grams per cubic foot.
this is converted to grams per cubic inch.
For ease of calculation
1 gram/ft
= 1/1728 = .0005787 gm/in
Total weight equals volume times loading.
weight (grams) = volume (in
) x loading (gm/ft ) ~ 1728
The matrix given in this section gives grams r.~qulred for various
combinations of volume and loading.
351
-------
3.
3. 1
3.2
3.2.1
3.2.2
3.3
CALCULATION OF THE COST OF CATALYTIC COMPOUND PER
CONVERTER
Cost per converter equals grams required (Section 2) times the cost per
gram of the compound (Section 1).
For purposes of ready reference, Table is presented giving substrate
compound costs at selected values of platinum-rhodium ratio, grams
required and total platinum-rhodium content.
Also in Table the following material prices are used:
Platinum
Rhodium
Rhenium
Ruthenium
Nickel
$ 5.369/gm = $167/Troy 0%.
14.628/gm = 455/Troy 0%.
1.709/gm = 53/Troy 0%.
2.009/gm = 62/Troy 0%.
.005/gm = 2. 23/av. lb.
Intermediate values may be interpolated, or calculated directly.
Equation for calculating cost of substrate material per converter.
{ 167Pp + 455Pr ?[ V L]
COST= (Pp+Pr) 31.103 +[1-(PP+Pr)].675 i728
when (pp + pr> ~ .845
where
Pp
Pr
V
L
= Percent Platinum :- 100
= Percent Rhodium :- 100
= Volume in cubic inches
= Loading in grams per cubic foot
352
-------
COST OF SUBSTRATE MATERIAL PER CONVERTER
% Platinum + % Rhodium;: 100%
(See Note 3 if (100%)
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Total Ratio Platinum to Rhodium and Cost Per Gram (Note 2)
Grams
Substrate
Required 2:1 5:1 7:1 9:1 11:1 19:1 25:1 30:1
Line (Note 1) $ 8.455 $ 6.912 $ 6.526 $ 6.295 $ 6.141 $ 5.832 $ 5.725 $ 5.668
1 .029 $ .25 $ .20 $ .19 $ .18 $ .18 $ .17 $ .17 $ .16
2 .058 .49 .40 .38 .37 .36 .34 .33 .33
3 .116 .98 .80 .76 .73 .71 .68 .66 .66
4 .174 1.47 1.20 1.14 1.10 1.07 1.01 1.00 .99
5 .289 2.44 2.00 1.89 1.82 1.77 1.69 1.65 1.64
6 .579 4.90 4.00 3.78 3.64 3.56 3.38 3.31 3.28
7 1.16 9.81 8.02 7.57 7.30 7.12 6.77 6.64 6.57
8 1. 74 14.71 12.03 11.36 10.95 10.69 10.15 9.96 9.86
9 2.31 19.53 15.97 15.08 14.54 14.19 13.47 13.22 13 .09
10 3.47 29.34 23.98 22.65 21.84 21. 31 20.24 19.87 19.67
11 4.05 34.24 27.99 26.43 25.49 24.87 23.62 23.19 22.96
12 5.21 44.05 36.01 34.00 32.80 31. 99 30.38 29.83 29.53
13 6.08 51.41 42.02 39.68 38.27 37.34 35.46 34.81 34.46
14 6.94 58.68 47.97 45.29 43.69 42.62 40.47 39.73 39.34
15 7.23 61.13 49.97 47.18 45.51 44.40 42.17 41.39 40.98
16 8.10 68.49 55.99 52.86 50.99 49.74 47.24 46.37 45.91
17 9.26 78.29 64.01 60.43 58.29 56.87 54.00 53.01 52.49
18 10.13 85.65 70.02 66.11 63. 77 62.21 59.08 57.99 57.42
19 11. 57 97.82 79.97 75.51 72.83 71.05 67.48 66.24 65.58
20 12.15 102.73 83.98 79.29 76.48 74.61 70.86 69.56 68.87
21 13.89 11 7 .44 96.01 90.65 87.44 85.30 81.01 79.52 78.73
22 14.18 119.89 98.01 92.54 89.26 87.08 82.07 81.18 80.37
23 16.20 136.97 111.97 105. 72 101.98 99.48 94.48 92.75 91.82
-------
Note 1: Determine grams required from the table or formula below I t. Locate
nearest line (or interpolate between two lines) and read $ in appro-
priate ratio column.
Note 2: Cost per gram calculated at Platinum $167/Troy oz. = $5.369/gram and
Rhodium $455/Troy oz. = $14. 628/gram.
Note 3:
When Rhenium, Ruthenium of Nickel are also included in the compound,
multiply the value from the table by the combined percentages of
Platinum and Rhodium; add to this the remaining percentage times
$. 67 times tota I grams required.
354
-------
4.
l>['n:R~.\:NATION OF SUBSTRATE SHELL DIMENSiONS
- . -- ------
4.1
rmpo~ccl Spac.e :.. Omits to Shell
Diamet(.l- Shell
Lo='ngth Shcll
- 6.0"
- 240"
4.2
Implied space limits to substrate
Diameter - 6.0 - 0.5 (metal mesh) ::: 5.5"
Length - 24.0 - 1. 1 (endcap) = 22.9"
4.3
Two selected shell diameters to accommodate the range of substrate
volumes: (refer to graph 4.3)
Vol (in ) Dia (in.) Length (in.)
0-150 4.0 0-15.1
151-400 5.4 9.7-24.0
4.4 Length of shell required at given substrate volume.
Substrate Dia. Shell Length Shell
Volume (in ) (incl. mesh) (incl. ca2)
1 4.0 . 1 0+ 1 . 1 = 1. 1
10 4.0 . 95+ 1 . 1 = 2. 1
20 4.0 1 . 90+ 1 . 1 = 3. 0
50 4.0 4. 75+ 1 . 1 = 5. 9
100 4.0 9. 50+ 1 . 1 = 1 O. 6
150 4.0 14 . 2 6+ 1 . 1 = 1 5 . 4
151 5.4 8.63+1.1= 9.7
200 5.4 11.43+1.1=12.5
250 5.4 1 4 . 2 9+ 1 . 1 = 1 5 . 4
300 5.4 17. 1 5+ 1 . 1 =18.3
350 5.4 20.00+1.1=21.1
400 5.4 22.86+1.1=23.9
355
-------
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5.
DETERMINATION OF RING DIAMETER
Volume
Substrate
In.
0-1 50
151-400
Dia. Ring
In.
4.0
5.4
357
-------
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-
-------
MFG. COST CALCULATIONS - NONCA T AL YTIC COMPONENTS
Vol. - 63 (Base) Dia. - 4 Lgth. - 7.2
Mat'l Mfg.
Part Mat'l Weight Cost Labor OH Cost
Cvtr. Assy. - .2500 . 1000 .3500
Shell 409 55 2.00 .80 .0625 .0250 .8875
Rings (No.) 409 55 1.00 .40 .0312 .0125 .4437
In. Cone 409 55 1.00 .40 .0312 .0125 .4437
Out. Cone 409 55 1.00 .40 .0312 .0125 .4437
In. Pipe 409 55 1.00 .40 .0312 .0125 .4437
F Janges 409 55 .25 .10 .0156 .0062 .1218
Mesh 409 55 .15 .06 .0156 .0062 .0818
Hdwr. SteeJ .10 .02 .0156 .0062 .0418
Substrt. Ceramic 1.30 4.68 .1250 .0500 4.8550
Wash Coat AI2 03 - .60 .0625 .0250 .6875
TOTALS 7.86 .6716 .2686 8.8002
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Vol. - 100 Dia. - 4 Lgth. - 10.6
Cvtr. Assy. 9.46 - .2857 .1143 .4000
Shell 409 55 2.83 1.13 .0781 .0312 1.2393
Rings (No.) 409 55 1.00 .40 .0312 .0125 .4437
In. Cone 409 55 1.00 .40 .0312 .0125 .4437
Out. Cone 409 55 1.00 .40 .0312 .0125 .4437
In. Pipe 409 55 1.00 .40 .0312 .0125 .4437
Flanges 409 55 .25 .10 .0156 .0062 .1218
Mesh 409 55 .22 .09 .0200 .0080 .1180
Hdwr. Steel .10 .02 .0156 .0062 .0418
Substrt. Ceramic 2.06 7.42 .1684 .0674 7.6558
Wash Coat AJ2 03 .95 .0842 .0337 1. 0679
TOTALS 11. 31 . 7924 .3170 2.919
Vol. - 10 Dia. - 4 Lgth. - 2.1
Mat'J Mfg.
Weight Cost Labor OH Cost
- .1884 .0754 .2638
.76 .30 .0393 .0157 .3550
.50 .20 .0156 .0062 .2218
1.00 .40 .0312 .0125 .4437
1.00 .40 .0312 .0125 .4437
1.00 .40 .0312 .0125 .4437
.25 .10 .0156 .0062 .1218
.04 .02 .0088 .0035 .0323
.10 .02 .0156 .0062 .0418
.2 1 . 76 .0618 .0247 .8465
.10 .0309 .0124 .1433
-
2.70 .4696 .1878 3.3574
VoJ. - 150 Dia. - 4 Lgth. - 15.4
12.27 - .3445 .1378 .4823
4.00 1.60 .1000 .0400 1. 7400
1.50 .60 .0468 .0187 .6655
1.00 .40 .0312 .0215 .4437
1.00 .40 .0312 .0125 .4437
1.00 .40 .0312 .0125 .4437
.25 .10 .0156 .0062 .1218
.32 .13 .0262 .0105 .1667
.10 .02 .0156 .0062 .0418
3. 10 1 1 Q 16 .2284 .0914 14.4798
1.43 .1142 .0457 1.5899
16.24 .9849 .3940 17.6189
-------
MFG. C05T CALCULA TION5 - NONCA TAL VTIC COMPONENTS
Vol. - 200 Dia. - 5.4 Lgth. - 12. 5
Mat'l Mfg.
Part Mat'l Weight Cost Labor OH Cost
Cvtr. Assy. 15.60 - .4125 .1650 .5775
5hell 409 55 4.56 1.82 .1105 .0442 1. 9747
Rings (No.) 409 55 2.03 .81 .0567 .0227 .8894
In. Cone 409 55 1.35 .54 .0378 .0151 .5929
Out. Cone 409 55 1.35 .54 .0378 .0151 .5929
In. Pipe 409 55 1.35 .54 .0378 .0151 .5929
Flanges 409 55 .34 .14 .0190 .0076 .1666
Mesh 409 55 .35 .14 .0281 .0112 .1793
Hdwr. Steel .14 .03 .0193 .0078 .0571
5ubstrt. Ceramic 4. 1 3 14.87 .2880 .1152 15.2732
Wash Coat AI2 03 1.90 .1440 .0576 2.1016
TOTAL5 21.33 1.1915 .4766 )2.9981
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Vol. - 300 Dia. - 5.4 Lgth. - 18.3
Cvtr. Assy. 20.40 - .5153 .2061 .7214
5heJl 409 55 6.47 2.59 .1463 .0585 2.7948
Rings (No.) 409 55 2.70 1.08 .0756 .0302 1.1858
In. Cone 409 55 1.35 .54 .0378 .0151 .5929
Out. Cone 409 55 1.35 .54 .0378 .0151 .5929
In. Pipe 409 55 1.35 .54 .0378 .0151 .5929
Flanges 409 55 .34 .14 .0190 .0076 .1666
Mesh 409 S5 .51 .20 .0381 .0152 .2533
Hdwr. Steel .14 .03 .0193 .0078 .0571
5ubstrt. Ceramic 6.19 .4072 .1629 '2.8501
Wash Coat AI2 03 - 2.86 .2036 .0814 3.1450
TOTAL5 30.80 1. 5378 .6150 32.952S
Vol. - 250 Dia. - 5.4 Lgth. - 15.4
Mat'l Mfg.
Weight Cost Labor OH Cost
17.67 - .4580 .1832 .6412
5.52 2.21 .1285 .0514 2.3899
2.03 .81 .0567 .0227 .8894
1.35 .54 .0378 .0151 .5929
1.35 .54 .0378 .0151 .5929
1.35 .54 .0378 .0151 .5929
.34 .14 .0190 .0076 .1666
.43 .17 .0331 .0132 .2163
.14 .03 .0193 .0078 .0571
5. 16 18.38 .3476 .1391 19.066i
- 2.38 .1738 .0695 2.6233
25.94 1. 3494 .5398 )7.829
Vol. - 400 Dia. - 5.4 Lgth. - 23.9
25.14 - .6175 .2470 .8645
8.31 3.32 .1808 .0723 3.5731
3.38 1.35 .0945 .0378 1.482,
1.35 .54 .0378 .0151 .592
1.35 .54 .0378 .0151 .592
1.35 .54 .0378 .0151 . 592 (~
.34 .14 .0190 .0076 .166,
.67 .27 .0480 .0192 .337 '11
.14 .03 .0193 .0078 .057
8.25 .5261 .2104 0.43E
- 3.81 .2630 .1052 4.178
40.24 1.8816 .7526 2.871u
-------
Noble Metal Prices
Metal
Platinum
Iridium
Rhodium
Paladium
Ruthenium
*Troy Ounce = 31.1035 grams
Source:
Matthey-Bishop, Inc.
-----------Price---------
per Troy Ounce*
Wholesale Retail
$162
300
400
60
60
361
$172
310
410
65
65
-------
CORNING GLASS WORKS
C "'"' -- r'o . r ~ ~.-
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:~:..C> jot, SiCo;?~=:T. N w
WASHINGTON. 0.':= 20006
2:':-, 2gb. SQ<40
April 6, 1977
John DeKany
Director
Emission Control Tcch.'101om' Division
U. S. Environmental Protection Agency
2565 Plyrrouth Road
Ann Aroor, Hichigan 48105
Dear John:
Here is sare data that will help you est.i.m3.te the cost of emission
control systems to the manufacturers of autarobi1es.
All of our substrates, regardless of passage size or canposition, can
be estinated as follows:
Selling price per pound = $3.60
Selling price per cubic foot = $138
PJ:oduct density - 200 passages per square inch = 28.2 - 38.5
pounds per cubic foot
For 236 passages per square inch = 31. 9 - 39.4 pounds per cubic fCY.>t:
For 300 passages per square inch = 36.0 - 48.0 pounds per cubic foot.
I am delighted that we have been able to cane up with sare guidance for
you and I hope ::'c.'11 get sane help fran i;he rest of our gro"u-p. Let ILc kno;..:
if you think they need a reminder.
\
Sincerely,
,'J "/
./.... <..f/Z---
John R. Blizard
\
JRB/kcd
cc: Karl Hellman
362
-------
EVOLUTION Ot: D\S"Tt2.\\3U\\ON ~ ECONOt-\ \C'S
-AUTOH 01 I \IE.
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TECHNICAL REPORT DATA
(Please read IRsuuctiolls on the reverse before completing)
1. REPORT NO. 12. 3. RECIPIENT'S ACCESSIONoNO.
EPA 460/3-78-002
4. TITLE AND SUBTITLE 5. REPORT DATE
December 1977
Cost Estimations for 6. PERFORMING ORGANIZATION CODE
Emission Control Related com~onents/systems
and Cost Methodology Descrip ion
7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT NO.
LeRoy H. Lindgren Contract flPO-702-3848
RFP fI\vA-77-B271
9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT NO.
Rath & Strong, Inc.
21 Worthen Road 11. CONTRACT/GRANT NO.
Lexington, Massachusetts 02173 Modification No. 3
Contract No. 68-03-3505
12. SPONSORING AGENCY NAME AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED
Environmental Protection Agency Final (July 1977-Nov. 1977)
Mobile Source Air Pollution Control 14. SPONSORING AGENCY CODE
2565 Plymouth Road
Ann Arbor, MI 48105
15. SUPPLEMENTARY NOTES
Rath & Strong, Inc., subcontractor to Mechanical Technology, Inc.
16. ABSTRACT This report presents estimates of the retail price equivalent (RPE)
or
"sticker price" for a variety of automotive exhaust emission control
related components/systems. The author began with a three-level assump-
tion as to industry makeup (supplier, vehicle assembly, dealer) and used
this standard approach along with assumptions as to production volume
and the amounts of labor, overhead, tooling, administrative, and depre-
ciation expenses and profit at the supplier level, tooling, research and
development, and administrative expenses and profit at the vehicle
assembly level, and labor, overhead, and profit at the dealer level to
determine the RPE. Where little physical description of a component
could be found, a "best guess" effort was made. A methodology description
is also included. It should be noted that since a specific production
volume was assumed in each case, the RPE estimates are valid only within
some relevant range of production volumes.
17. KEY WORDS AND DOCUMENT ANAL YSIS
a. DESCRIPTORS b.IDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/Group
Air Pollution Hanufacturing Co I;ts
Exhaust Systems Tooling
Cost Estimates Hethodology
Labor Estimates
Material Estimates
Catalytic Converters
Air Injection
18. DISTRIBUTION STATEMENT 19. SECURITY CLASS (Thi.r Report) 21. NO. OF PAGES
Release Unlimited 20. SECURITY CLASS (Thi.r page) 22. PRICE
EPA Form 2220-1 (9-73)
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INSTRUCTIONS
1.
REPORT NUMBER
Insert the EP A report number as it appears on the cover of the publication.
2.
3.
LEAVE BLANK
RECIPIENTS ACCESSION NUMBER
Reserved for use by each report recipient.
4.
TITLE AND SUBTITLE .. .
Title should indicate clearly and briefly the subject coverage of the report, and be displayed prominently. Set su~title, If used, In smaller
type or otherwise subordinate it to main title. When a report is prepared in more than one volume, repeat the pnmary title, add volume
number and include subtitle for the specific title.
5.
REPORT DATE
Each report shan carry a date indicating at least month and year. Indicate the basis on which it was selected (e.g., date of issue. date o{
approVtIl. dIIte of preparrltion. etc.).
PERFORMING ORGANIZATION CODE
Leave blank.
6.
7.
AUTHORISI
Give name(s) in conventional order (John R. Doe. J. Robert Doe, etc.). List author's affiliation if it differs from the performing organi.
zation.
8.
PERFORMING ORGANIZATION REPORT NUMBER
Insert if performing organization wishes to assign this number.
9.
PERFORMING ORGANIZATION NAME AND ADDRESS
Give name, street, city, state, and ZIP code. List no more than two levels of an organizational hirearchy.
10. PROGRAM ELEMENT NUMBER
Use the program element number under which the report was prepared. Subordinate numbers may be included in parentheses.
11. CONTRACT/GRANT NUMBER
Insert contract or grant number under which report was prepared.
12. SPONSORING AGENCY NAME AND ADDRESS
Include ZIP code.
13. TYPE OF REPORT AND PERIOD COVERED
Indicate interim fmal. etc., and if applicable, dates covered.
14. SPONSORING AGENCY CODE
Leave blank.
15. SUPPLEMENTARY NOTES
Enter information not included elsewhere but useful, such as: Prepared in cooperalion with, Translation of, Presented at conference of,
To be published in, Supersedes, Supplements, etc.
18. ABSTRACT
Include a brief (200 words or leu) factual summary of the most significant information contained in the report. If the report contains a
siplificant bibliography or literature survey. mention it here.
17. KEY WORDS AND DOCUMENT ANALYSIS
(a) DESCRIPTORS - Select from the Thesaurus of Engineering and Scientific Terms the proper authorized terms that identify the major
concept of the research and are sufficiently specific and precise to be used as index entries for cataloging.
(b) IDENTIFIERS AND OPEN-ENDED TERMS - Use identifiers for project names, code names, equipment designators, etc. Use open-
ended terms written in descriptor form for those subjects for which no descriptor exists.
(c) COSATI FIELD GROUP - Field and group assignments are to be taken from the 1965 COSATI Subject Category List. Since the ma.
jority of documents are multidisciplinary in nature, the Primary Field/Group assignment(s) will be specific discipline, area of human
endeavor, or type of physical object. The application(s) will be cross-referenced with secondary Field/Group assignments that will follow
the primary posting(s).
18. DISTRIBUTION STATEMENT
Denote releasability to the public or limitation for reasons other than security for example "Release Unlimited." Cite any availability to
the public, with address and price.
19. a. 20. SECURITY CLASSIFICATION
DO NOT submit classified reports to the National Technical Information service.
21. NUMBER OF PAGES
Insert the total number of pages, including this one and uMumbered pages, but exclude distribution list, if any.
22. PRICE
Insert the price set by the National Technical Information Service or the Government Printing Office, if known.
EPA Form 2220.' ('.73) (Reverse)
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