Spark Mazda Rotary
Spark Mazda Rotary
 143 SPARK MAZDA ROTARY 757 201 LeMans 1987 MC8712 NEW US $66.71 
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 143 SPARK MAZDA ROTARY 767 201 LeMans 1988 MC8813 NEW US $66.71
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 143 SPARK MAZDA ROTARY 767B 203 LeMans 1990 MC9015 US $66.71
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mazda rx7 engine?
how many spark plug wires does the mazda rx7 1994 twin turbo 1.3 engine have. i think it is 6 but i am not sure if 2 rotars make 6 cylinder do they make rotary engines for a v8 if they do how many rotars would it have
The Wankel rotary engine is a type of internal combustion engine, invented by German engineer Felix Wankel, which uses a rotor instead of reciprocating pistons. This design promises smooth high-rpm power from a compact, lightweight engine; however Wankel engines are criticized for poor fuel efficiency and exhaust emissions.
How it works
The Wankel cycle. The "A" marks one of the three apexes of the rotor. The "B" marks the eccentric shaft, turning three times for every revolution of the rotor.In the Wankel engine, the four strokes of a typical Otto cycle engine are arranged sequentially around an oval, unlike the reciprocating motion of a piston engine. In the basic single rotor Wankel engine, a single oval (technically an epitrochoid) housing surrounds a three-sided rotor (similar to a Reuleaux triangle, but with the middle of each side a bit more flattened) which turns and moves within the housing. The sides of the rotor seal against the sides of the housing, and the corners of the rotor seal against the inner periphery of the housing, dividing it into three combustion chambers.
As the rotor turns, its motion and the shape of the housing cause each side of the rotor to get closer and farther from the wall of the housing, compressing and expanding the combustion chamber similarly to the "strokes" in a reciprocating engine. However, whereas a normal four stroke cycle engine produces one combustion stroke per cylinder for every two revolutions (that is, one half power stroke per revolution per cylinder) each combustion chamber of each rotor in the Wankel generates one combustion 'stroke' per revolution (that is, three power strokes per rotor revolution). Since the Wankel output shaft is geared to spin at three times the rotor speed, this becomes one combustion 'stroke' per output shaft revolution per rotor, twice as many as the four-stroke piston engine, and similar to the output of a two stroke cycle engine. Thus, power output of a Wankel engine is generally higher than that of a four-stroke piston engine of similar engine displacement in a similar state of tune, and higher than that of a four-stroke piston engine of similar physical dimensions and weight. This design also allows the Wankel engine to have a much higher redline as there is less friction working against the internals of the engine.
National agencies which tax automobiles according to displacement and regulatory bodies in automobile racing variously consider the Wankel engine to be equivalent to a four-stroke engine of 1.5 to 2 times the displacement; some racing regulatory agencies view it as offering so pronounced an advantage that they ban it altogether.[citation needed]
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Advantages
Wankel engines have several major advantages over reciprocating piston designs, in addition to having higher output for similar displacement and physical size. Wankel engines are considerably simpler and contain far fewer moving parts. For instance, because valving is accomplished by simple ports cut into the walls of the rotor housing, they have no valves or complex valve trains; in addition, since the rotor is geared directly to the output shaft, there is no need for connecting rods, a conventional crankshaft, crankshaft balance weights, etc. The elimination of these parts not only makes a Wankel engine much lighter (typically half that of a conventional engine with equivalent power), but it also completely eliminates the reciprocating mass of a piston engine with its internal strain and inherent vibration due to repetitious acceleration and deceleration, producing not only a smoother flow of power but also the ability to produce more power by running at higher rpm.
In addition to the enhanced reliability due to the elimination of this reciprocating strain on internal parts, the construction of the engine, with an iron rotor within a housing made of aluminum which has greater thermal expansion, ensures that even if severely overheated the Wankel engine can not seize, as an overheated piston engine is likely to do; this is a substantial safety benefit in aircraft use.
A further advantage of the Wankel engine for use in aircraft, is the fact a Wankel engine can have a smaller frontal area than a piston engine of equivalent power.
The simplicity of design and smaller size of the Wankel engine also allow for a savings in construction costs, compared to piston engines of comparable power output.
As another advantage, the shape of the Wankel combustion chamber and the turbulence induced by the moving rotor prevent localized hot spots from forming, thereby allowing the use of fuel of very low octane number without preignition or detonation, a particular advantage for Hydrogen cars. This advantage may lead to possibilities for a factory produced Hydrogen powered Wankel engine in the near future. This feature also led to a great deal of interest in the Soviet Union, where high octane gasoline was rare.
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Disadvantages
The design of the Wankel engine requires numerous sliding seals and a housing that is typically built as a sandwich of cast iron and aluminum pieces that expand and contract by different degrees when exposed to heating and cooling cycles in use. These elements led to a very high incidence of loss of sealing, both between the rotor and the housing and also between the various pieces making up the housing. Further engineering work by Mazda brought these problems under control, but the company was then confronted with a sudden global concern over both hydrocarbon emission and a rise in the cost of gasoline, the two most serious drawbacks of the Wankel engine.
Just as the shape of the Wankel combustion chamber prevents preignition, it also leads to incomplete combustion of the air-fuel charge, with the remaining unburned hydrocarbons released into the exhaust. At first, while manufacturers of piston-engine cars were turning to expensive catalytic converters to completely oxidize the unburned hydrocarbons, Mazda was able to avoid this cost by enriching the air/fuel mixture enough to produce an exhaust stream which was rich enough in hydrocarbons to actually support complete combustion in a 'thermal reactor' (just an enlarged open chamber in the exhaust manifold) without the need for a catalytic converter, thereby producing a clean exhaust at the cost of some extra fuel consumption.
Unfortunately for Mazda, their switch to this solution was immediately followed by a sharp rise in the cost of gasoline worldwide, so that not only the added fuel cost of their 'thermal reactor' design, but even the basically lower fuel economy of the Wankel engine caused sales to drop alarmingly.
A related cause for unexpectedly poor fuel economy involves an inherent weakness of the Wankel rotor design when used with conventional fuels. Some studies have indicated that at high speeds, the rate at which the volume of the combustion chamber increases in the moments after ignition actually outpaces the expansion of the burning fuel. The result is that, at high speeds, less useful energy is extracted from the same volume of fuel, as the exhaust has to expend time and energy "catching up" to the rotor before it can accomplish any work. [citation needed]
In engines having more than two rotors, or two rotor race engines intended for high-rpm use, a multi-piece eccentric shaft maybe used, allowing additional bearings between rotors. While this approach does increase the complexity of the eccentric shaft design, it has been used successfully in the Mazda's production three-rotor 20B-REW engine, as well as many low volume production race engines. (The C-111-2 4 Rotor Mercedes Benz eccentric shaft for the KE Serie 70, Typ DB M950 KE409 is made in one piece! Mercedes Benz used split bearings.)
Unlike a piston engine, where the cylinder is cooled by the incoming charge after being heated by combustion, Wankel rotor housings are constantly heated on one side and cooled at the other, leading to very high local temperatures and unequal thermal expansion. This places high demands on the materials used.
Many disadvantages of the Wankel engine have been solved in the Renesis engine of the RX-8. The exhaust ports, which in earlier Mazda rotaries were located in the rotor housings, were moved to the sides of the combustion chamber. This approach allowed Mazda to eliminate overlap between intake and exhaust port openings, while simultaneously increasing exhaust port area. Fuel consumption is now within normal limits while passing California State emissions requirements.
Proponents of Wankel engines would argue that the claims about the Wankel's emissions and fuel consumption problems are unfair. A rotary engine, it is said, cannot be compared to a piston engine of the same displacement. An average 1.3 liter piston engine might develop something like 60 to 70 bhp. A rotary engine of the same displacement can develop in excess of 230 bhp. This is over three times the power; a figure that might well be expected from an engine twice the size. Therefore, any comparison should be made between engines of similar power output, rather than engines of identical displacement.
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History
Wankel first conceived his rotary engine in 1954 (DKM 54) and the KKM 57 (the Wankel rotary engine) in the year 1957. Considerable effort went into designing rotary engines in the 1950s and 1960s. They were of particular interest because they were smooth and very quiet running, and because of the reliability resulting from their simplicity.
In Britain, Norton Motorcycles developed a Wankel rotary engine for motorcycles, which was included in their Commander and F1; Suzuki also produced a production motorcycle with a Wankel engine, the RE-5. Arctic Cat produced snowmobiles powered by 303cc Wankel rotary engines in 1971 and 1972. John Deere Inc, in the US, had a major research effort in rotary engines and designed a version which was capable of using a variety of fuels without changing the engine. The design was proposed as the power source for several US Marine combat vehicles in the late 1980s.
After occasional use in automobiles, for instance by NSU with their Ro 80 model, Citroën with the M35 and GS Birotor using engines produced by Comotor, and abortive attempts by General Motors and Mercedes Benz to design Wankel-engine automobiles, the most extensive automotive use of the Wankel engine has been by the Japanese company Mazda.
NSU Wankel Spider the first serien car with a wankel
3-Rotor Eunos Cosmo engineAfter years of development, Mazda's first Wankel engined car was the 1967 Mazda Cosmo. The company followed with a number of Wankel ("rotary" in the company's terminology) vehicles, including a bus and a pickup truck. Customers generally loved them, notably the smoothness. However they had the very bad luck of being released in the middle of efforts to decrease emissions and increase fuel economy. Mazda later abandoned the Wankel in most of their automotive designs, but continued using it in their RX-7 sports car until August of 2002 (although RX-7 importation for North America ceased with the 1995 model year). The company normally used two-rotor designs, but received considerable attention with their 1991 Eunos Cosmo, which used a twin-turbo three-rotor engine. In 2003, Mazda introduced the RENESIS engine with the new RX-8. The RENESIS engine relocated the ports for exhaust and intake from the periphery of the rotary housing to the sides, allowing for larger overall ports, better airflow, and further power gains. The RENESIS is capable of delivering 238 hp from its minute 1.3 L displacement at better fuel economy, reliability, and environmental friendliness than any other Mazda rotary engine in history.
The Malibu Grand Prix chain, similar in concept to commercial recreational kart racing tracks, operates several venues in the United States where a customer can purchase several laps around a track in a vehicle very similar to open wheel racing vehicles, but powered by a small Curtiss-Wright rotary engine.
Although VAZ, the Soviet automobile manufacturer, is known to have produced Wankel-engine automobiles, and Aviadvigatel, the Soviet aircraft engine design bureau, is known to have produced Wankel engines for aircraft and helicopters, little specific information has surfaced in the outside world; what has been seen indicates a general similarity to Wankel designs by NSU, Comotor, and Mazda, therefore it is likely that many Western patents were infringed upon by these designs, the probable reason for their being hidden.
The People's Republic of China is also known to have experimented with Wankel engines, but even less is known in the West about the work done there, other than one paper, #880628, delivered to the SAE in 1988 by Chen Teluan of the South China Institute of Technology at Guangzhou.
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Automobile racing
In the racing world, Mazda has had substantial success with two-rotor, three-rotor, and four-rotor cars, and private racers have also had considerable success with stock and modified Mazda Wankel-engine cars.
The Sigma MC74 powered by a Mazda 12A engine was the first engine and team from outside Western Europe or the United States to finish the entire 24 hours of the 24 Hours of Le Mans race, in 1974. Mazda is the only team from outside Western Europe or the United States to have won Le Mans outright and the only non-piston engine ever to win Le Mans, which the company accomplished in 1991 with their four-rotor 787B (2622 cc actual displacement, rated by FIA formula at 4708 cc). The following year, rules were changed at Le Mans which made the Mazda 787 inelligable to race. Mazda is also the most reliable finisher at Le Mans (with the exception of Honda, who have entered only three cars in only one year), with 67% of entries finishing.
The Mazda RX-7 has won more IMSA races in its class than any other model of automobile, with its one hundredth victory on September 2, 1990. Following that, the RX-7 won its class in the IMSA 24 hours of Daytona race ten years in a row, starting in 1982. The RX7 won the IMSA Grand Touring Under Two Liter (GTU) championship each year from 1980 through 1987, inclusive.
Formula Mazda Racing features open-wheel race cars with Mazda Wankel engines, adaptable to both oval tracks and road courses, on several levels of competition. Since 1991, the professionally organized Star Mazda Series has been the most popular format for sponsors, spectators, and upward bound drivers. The engines are all built by one engine builder, certified to produce the prescribed power, and sealed to discourage tampering. They are in a relatively mild state of racing tune, so that they are extremely reliable and can go years between motor rebuilds.[1]
What is Automotive Design and Engineering and Why is it so Important in Todays Wold?
Aaron Lucas
Ashlyn C Williams
1101-001
12/10/08
What is Automotive Design and Engineering?
The art of designing a car or a truck is nothing short of a miracle. In this piece I am looking at personal motor vehicles, those that are made with both form and function in mind. This, to some people, is a very daunting task. The amount of perfection that people demand in today’s market is almost unfair but somehow all of the engineers and designers can keep up. People want a vehicle that can reach at least one hundred and thirty miles an hour, zero wind noise, twenty five miles to the gallon minimum, and a sleek attractive body to top it all off. All the engineers and designers are the people with the amazing minds that create these amazing pieces of art. What they do is what I want in this piece. (Fujimoto, 3-24)
To understand the reason for this paper, you need to know a little bit more about me. I know this is unconventional but it’s the only way that this paper will make any sense as to why some one would ever want to investigate such a vast field. Also, why stick to convention if you really want to live. I am a first year mechanical engineering student at UNC Charlotte. After I get my bachelors degree in mechanical engineering I hope to get masters in business administration. With all this work I hope to become the head of automotive design for any car company. (GM Announces, par.1)
There is a distinct difference between designers and engineers. The designers are the people that draw the fancy little pictures of what everyone wants a car to be; big wheels, big engines, and radical lines that could never be made on mass scale for consumer consumption (with today’s technology). The engineers are the people that take that design and make it doable. In short the designers are Van Gogh and engineers are Leonardo De Vinci. Meaning that even though what the designers create is beautiful and simply amazing it has no real purpose and can’t be produced or even function on a custom scale. Engineers make beautiful things that work like so many of Leonardo De Vinci’s inventions. (Bob Boniface, par.7)
There are many aspects of designing a vehicle and designers do play a major part in some of them, mainly in the ascetic aspects of it. Two of the areas that they have the most say in are the exterior and interior of the car. But both have to fit the engineer’s numbers for tolerances and so forth. With the Exterior there are three things that have to be heavily considered besides the obvious safety of passengers and pedestrians and that is aerodynamics, ergonomics, and styling. Aerodynamics is a highly refined science that vies for position with the other key vehicle design considerations, styling and ergonomics. (Fujimoto, 223-230)
Early aerodynamics started as more of an art then a science. Fish were one of the first things to really inspire an aero dynamic design. This is also were the “teardrop” approach evolved from. But most of the early developments were based on trial and error. Today there are definite basic principals that every designer and engineer follow to create an aerodynamically efficient vehicle. Some of the basics are that the underbody should be as smooth as possible. There should be no sharp angles and the front windscreen should be raked as much as possible. The front end should start at a low stagnation line and curve up in a continuous line. That is just a taste of the basic principals but the general idea is to make everything line and contour flow as best it can. The more interruptions the more drag so if things like door handles and mirrors can flow better or even disappear then designers will jump on it. (Car Design Online, Aerodynamics, par.1-2)
The interior, unlike aerodynamics, has relatively few things to be held back by. An interior number one has to fit inside the body of the car and safely hold the passengers in their seats with seat belts and in case of a crash airbags to further protect them. After that budget and ergonomics are the biggest things that a designer has to worry about. With an endless list of materials to choose from all with different properties this is one of the biggest factors in designing an interior. Also one needs to consider how many people can comfortably be sat in the space given. But ergonomics is not to be forgotten. People vary dramatically in size and proportion around the world. And standardizing the production process is the biggest factor of keeping the cost of cars down. So the main parts of the passenger's arrangement are adjustable, today more than ever. Today’s seats can adjust in at least 6 different ways and the streering wheels are no longer just tilting but telescoping as well. This is were the wheel doesn’t just go up and down like it has but can move in and out to allow the steering wheel to be set to your specific wants. But things like the gauges and stereo controls are not adjustable in production cars. In some concept cars they are experimenting with adjustable gauges that would adjust with your height that would be read by a sensor near the sun visor. (Car Design Online, Ergonomics, par. 2-3)
For Engineers there job in creating this vehicle are all the parts that one can’t see but are crucial for the car to work, things such as the engine and transmission. The engine of the car is an infinitely complex piece of engineering. Today’s cars, normally, use one of three engines, piston with gas, piston with diesel, or the rotary engine. The two piston engines are almost exactly the same except for how they combust their fuel. Gas engines use spark plugs while diesel engines use pure pressure to cause spontaneous combustion. Though some will use glow plugs (heating element) to help the process along. Both of these engines have many moving parts that have to work in perfect unison for it to do what it has to do. Things like springs, belts and pumps can break at any time. That’s where the rotary motor comes in. Also known as the Wankel engine after its creator Felix Wankel. It has an oval like housing with a rounded triangle or epitrochoid shape inside it that rotates around the oval. It has vastly less moving parts and so is both smaller and lighter. But it has its disadvantages as well. While it is more reliable in the short run it wears out much faster then a piston engine and is not as efficient as a piston engine. So the largest automobile use for this type of engine is for racing but the automobile maker Mazda still has a major investment in personal vehicles with rotary engines. (Fujimoto, 85-88)
Another unseen component that plays a major part in a vehicles success is the chaise and suspension. For both there are acceptable variations depending on the application. The differences for both are directly related. The Stiffer either the suspension or chaise is the better the vehicle will handle but the worse the ride of the car will feel. This is because vibrations travel through solids much better then non-solids. When you have a softer suspension and chaise then the ride will be very comfortable but the body of the car will roll and this shifting weight will throw the handling of the car right out the window. All of these things are variables that an engineer has to consider when working with the designer to make a great vehicle. (Fujimoto, 99-105)
To get in this industry where perfection is demanded is not an easy task either. For the engineers there is a lot of school time involved. Some have compared getting an engineering degree to pre med for doctors. With the countless amount of math classes that one has to take just to get his bachelors. The natural talent that is needed to become an engineer is usually apparent. Though it is not needed it is usually only those that posses it that make it through all the schooling to a great job. Most engineers are at least good at math but one of the dead give a ways is the undying need to know how things work. And to get up to the higher levels of the corporate engineer, like any other job not much helps more then having some good connections. (GM Announces, par. 2)
With designers it takes a bit less schooling but a lot more natural talent. The drawings that they have to do for their original design are phenomenal and are almost identical to the end product and have to be. One example is Bob Boniface he started off his career as an accountant with a Bachelor of Arts degree in psychology and economics from Vanderbilt. But drew cars in the evenings. He was eventually talked back into going back to school to College of Creative Studies in Detroit, Michigan and graduated with a bachelor of fine arts. He started at Daimler Chrysler but is now with GM working with Chevrolet concept vehicles. (Bob Bonifice, par. 1-5)
Another successful designer that I would like to mention, to get an idea of what it takes to become a designer, is Bryan Nesbitt. His father took him to the campus of the Art Center College of Design in Pasadena, California when he was 12 because he said that he could see his talent. After studying architecture and industrial design at Georgia Institute of Technology he went to the school that his father took him to and graduated with a Bachelor of Science degree in industrial design. He also interned at Daimler Chrysler and was later hired by them in 1994 and designed them the PT Cruiser. In April 2001 he joined General Motors as Chief Designer for Chevrolet. In January 2002, he was appointed Executive Director, Design, Body-Frame Integral Architectures, for all of GM’s North American Brands. Then in February 2004 was named Executive director of GM Europe Design. Which means that he is responsible for all Opel, Saab, and Vauxhall design activities. So as you can see it takes some schooling but a lot of talent. (Bryan Nesbit, par. 1-10)
When personal motor vehicles first came along back with Henry Ford and others the only way to plan out the design was to draw it out. There have been many innovations since then. Some low tech and others mind bogglingly high tech. One thing that a lot of designers do today well before production is make clay models. There are several stages to producing a clay model. First, the scale of the model is determined by using drawings and sketches. They then make a rig based on these dimensions and they will scale it to be either smaller then the actual size or to the exact actual size of the vehicle. They put the clay on the form that is part of the rig, a foam core to reduce the amount of the expensive and heavy clay that they have to use. When it comes to shaping it there used to be only one way to go about it. That was by hand, manually carving out the model using system of 10-lines. These are the reference points that they use to transfer from the drawings to the model. From there the designers can either strictly follow their drawings or use templates or they can begin to experiment and develop the form freely. That’s the beauty of using clay; it can always be reworked and adjusted in tangible form. (Car Design Online, Modeling, par. 1-3)
In today’s technological world laboring over the clay for weeks is unnecessary. With today’s technology most of the designing can be done on computers with CAD. CAD stands for ‘Computer Aided Design.’ These designs done on the computer can give you automatic measurements and can be sent to machines that can recreate them with no manual work. This technology has even brought clay modeling forward. Instead of the designers having to carve the entire clay model them selves taking weeks a machine can give the rough out line and then designers can come back and prefect it and change it all they want. And with the giant leaps with materials they don’t even have to use clay any more to make large three-dimensional models. After the designers are happy with what the have done in CAD and have made any changes to a clay model and then put that new information into the computer they can make a machine mill down a block of high density foam into a exact replica of the vehicle. (Car Design Online, Modeling, par. 4)
The Future of design most defiantly lies in computers. The things we see in the movies are not that far off. For those who have seen the new movie “Iron man” (2008) when you see him using holograms to make his suit and move it around before he produced it that is a example of were the industry could be in a couple years (Paramount Pictures). If we ever do reach that point then we may not need to use materials at all before production. But it’s going to be hard to replace the ability to truly feel what you are working on (Car Design Online, Modeling, par. 4-5).
All of these major tasks have to be completed before a vehicle can even be considered for production. The way that this paper was worded might have let on that there are only a few people that work on a vehicle at a time but in reality there are full teams of engineers and designers that all have to work one vehicle. And even with these large teams creating an entirely new vehicle can take years. And to become one of these few it takes much more then just schooling or talent, it takes determination and patience. As it does to create one of these works of art. (Car Body Design, Manufacturing Processes, par. 1-3)
The true importance of this has come painfully apparent over the last couple of months. The big three of Detroit, General Motors, Ford, and Chrysler, are begging congress to bail them out of their swift fall from being a big as they once were. This is a perfect example of the free market system; the company with the better product started small but found its way on top of the former big dogs. I am of course talking about the two big boys from Japan, Toyota and Honda who are now on top of all of Detroit’s big three. (Fitzgibbons, Patrick, par. 1-2)
There are some very distinct reasons for this. One of the biggest ones is the rise in energy costs. The Japanese cars more often then not are more efficient on gas then the American cars. Also Japan was the first to really capitalize on the Hybrid cars, leaving America to play catch up with their well-established models. Another big factor was the sub-par quality that was produced back in the 80’s. The Japanese cars would last a good ten years if you kept the general maintenance up but American cars were falling apart left and right. (Webster, Larry, par. 2, 5)
That is where I thought that the designers and engineers should have stepped in and made sure that the products that these companies were putting out were any good. Because now, even though the quality of these cars has stepped up they still carry around the label that their cars are low quality, “Perception trails reality.” (Webster, Larry, par. 5) For years the Japanese have been making a better product and now the big three are paying for it. And now they are going to have to do something big to come back to the status that they used to hold, if they can at all. (Fitzgibbons, Patrick, par. 35)
Aaron Lucas
Ashlyn C Williams
1101-001
12/10/08
Work Cited Page
· Fujimoto, Takahiro. The Evolution of a Manufacturing System at Toyota. Oxford, NY: Oxford University Press, 1999.
· “Bob Boniface.” Car Body Design: Automotive Design & Engineering, 24 September 2008. <http://www.carbodydesign.com/archive/2008/09/24-bob-boniface>
· “Bryan Nesbit.” Car Body Design: Automotive Design & Engineering, 6 March 2007. <http://www.carbodydesign.com/designers/bryan-nesbitt/>
· “GM Announces Design Executive Appointments.” Car Body Design: Automotive Design & Engineering, 2 May 2007. <http://www.carbodydesign.com/archive/2007/05/02-gm-new-design-organization/>
· Car Design Online: Dedicated to Automotive Design Information, 23 October 2008. <http://www.cardesignonline.com/>
· Fitzgibbons, Patrick. “U.S. auto execs plead for Congress to fund bailout.” Reuters, 18 Nov. 2008 <http://www.reuters.com/article/politicsNews/idUSTRE4AD08120081118?pageNumber=2&virtualBrandChannel=0&sp=true>
· Webster, Larry. “GM in Crisis-5 Reasons Why America’s Largest Car Company Teeters on the Edge.” Popular Mechanics, 18 Nov. 2008 <http://www.popularmechanics.com/automotive/new_cars/4292379.html>
About the Author
I am a first year student at UNC Charlotte