Abstract: A method of manufacturing an exhaust gas manifold, that includes metal exhaust pipes and metal flanges for attaching the pipe openings to corresponding internal combustion engine exhaust ports, employs a hybrid MIG welding process to reduce the occurrences of weld spatter being deposited on the pipe surfaces. Additional benefits are a reduction in applied energy, a resultant reduction in heat being applied to the work pieces, less consumption of weld wire, and improved efficiency of making the weld on the inside surface of the flange adjacent to the pipe opening. The hybrid MIG technique involves moving the head of the weld gun so that its weld wire tip is in contact with the closed path joint formed between an aperture in the flange and the pipe opening. Electrical energy is then applied between the weld wire and the work pieces (flange and pipe) for a relatively short period of time that is sufficient to cause the tip of the weld wire to become a molten drop.

Abstract: A method of manufacturing a torque arm assembly for use in an automotive vehicle utilizing a cold hybrid MIG technique to minimize the introduction of excessive heat into the welded sheet metal panel components of the assembly. Outer and inner metal panels of the assembly are formed with edges along their lengths and are mated with their overlapping edges forming a joint that is welded. The cold hybrid MIG technique involves moving the weld gun so that its weld wire tip is in contact with the outer surface of the inner panel. Applying electrical energy between the weld wire and the panel for a period of time that is sufficient to cause the tip of the weld wire to become a molten drop. Terminating the application of electrical energy and moving the weld wire away from contact to allow the molten wire drop to enter the joint and form the weld. Repeating the weld steps at a high frequency at each point along the joint to is complete the weld along its length.

Abstract: A catalytic conventer assembly is provided that includes a metallic tubular member having a first end and a second end. The metallic tubular member includes an aperture centrally formed between the first end and the second end. A sensor is received in the aperture and extends into an interior of the metallic tubular member for sensing a content of gas flowing through the metallic tubular member. At least one substrate is disposed within the metallic tubular member. The at least one substrate has a cavity formed in an exterior surface of the at least one substrate and extends radially inward. The cavity is aligned with the aperture of the metallic tubular member and receives a portion of the sensor extending into the interior of the metallic tubular member.

Abstract: A catalytic converter assembly is provided that includes a metallic tubular member having a first end and a second end. A first substrate is disposed within the metallic tubular. A second substrate is disposed within the metallic tubular member. A spacer is axially positioned the between the first and second substrate that includes a cylindrical body with a first wall and a second wall formed substantially perpendicular to the cylindrical body. The first wall abuts an end of the first substrate for retaining the first substrate between the first end and the first wall for preventing movement. The second wall abuts an end of the second substrate for retaining the second substrate between the second end and the second wall for preventing movement.

Abstract: A vehicle exhaust system is provided that includes a first exhaust member having an end that includes an enlarged section. A second exhaust member is sized to receive a portion of the first exhaust member. The enlarged section of the first exhaust member has an outer diameter that is larger than an inner diameter of at least one section of the second exhaust member for creating an interference condition between the first and second exhaust member to prevent axial movement of the first exhaust member in at least one axial direction. The first exhaust member is secured to the second exhaust member by magnetic pulse welding.

Abstract: A hybrid yoke for a vehicle driveshaft assembly includes a cast iron portion having a pair of opposed yoke arms at a first end. The hybrid yoke also includes a steel portion having a yoke end and a shaft end, the shaft end for coupling to the driveshaft assembly and the yoke end for insertion into a second end of the cast iron portion.

Abstract: A method is provided for assembling a plurality of catalytic substrates and support materials within a catalytic converter housing using a uniform compression. Outer profiles of a plurality of catalytic substrates are determined. Weight factors of a plurality of the support materials are determined. A lookup table containing a list of associated outer profiles of catalytic substrates and weight factors of support materials are provided. A first catalytic substrate and a first support material are joined as a first pre-assembly based on a matching outer profile and weight factor from the lookup table. A second catalytic substrate and a second support material are joined as a second pre-assembly based on a matching outer profile and weight factor from the lookup table. The first and second pre-assemblies are inserted into the catalytic converter housing. The first catalytic element and the second catalytic element are secured within the catalytic converter housing.

Abstract: A method is provided of manufacturing a catalytic converter using a spin forming operation. At least one catalytic element is inserted in a tubular member. At least one spin forming wheel is provided for forming the tubular member. A force is applied to a first end section of the tubular member by the at least one spin forming wheel for forming a first conical-shaped end. A force is applied to a second end section of the tubular member by the at least one spin forming wheel for forming a second conical-shaped end. A force is applied by the at least one spin forming wheel to the outer surface of the tubular member between the first conical-shaped end and the second conical-shaped end for forming an indentation therebetween and preventing axial movement of the at least one catalytic element.

Abstract: A method is provided for manufacturing a catalytic converter. A metallic tubular member is provided. A section of the metallic tubular member is deformed radially inward to form a neck portion. The neck portion has a diameter less than an initial diameter of the metallic tubular member. The tubular member is separated at substantially an axial midpoint of the neck portion for obtaining a first pre-form member having a first conical-shaped end. At least one catalytic element is inserted in the first pre-form member. An outer surface of the first pre-form member is deformed radially inward for securing the catalytic element within the first pre-form member. The first pre-form member is spin-formed for forming a second conical-shaped end opposite the first conical-shaped end.

Abstract: A stabilizer bar for an automotive vehicle includes a stabilizer bar, and a generally ring shaped first mechanical stop mounted onto and extending about an outer diameter of the stabilizer bar. The first mechanical stop is crimped in place onto the stabilizer bar such that the first mechanical stop is positioned within a groove formed within the outer diameter of the stabilizer bar as the first mechanical stop is crimped onto the stabilizer bar, whereby the first mechanical stop is retained within the groove to prevent movement of the mechanical stop along the stabilizer bar.

Abstract: A stabilizer bar for an automotive vehicle is provided having an end link mounted to at least one end thereof. One end of the end link includes a bore in which is received a spherical bearing, such that forces transferred directly from the stabilizer bar to the end link are transferred through the spherical bearing. The second end of the end link is adapted to connect to a component of the vehicle's suspension system.

Abstract: A stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar, and a support ring mounted onto the stabilizer bar adjacent the bushing to provide a stop to prevent the bushing from moving axially along the stabilizer bar. The support ring has a plurality of inwardly extending projections. Each of the inwardly extending projections has a distal end in contact with an outer surface of the stabilizer bar. The distal ends of the inwardly extending projections are welded to the outer surface of the stabilizer bar to secure the support ring onto the stabilizer bar.

Abstract: A stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar, and a support ring mounted onto the stabilizer bar adjacent the bushing to provide a stop to prevent the bushing from moving axially along the stabilizer bar. The support ring has a plurality of inwardly extending projections. Each of the inwardly extending projections has a distal end in contact with an outer surface of the stabilizer bar. The distal ends of the inwardly extending projections are welded to the outer surface of the stabilizer bar to secure the support ring onto the stabilizer bar.

Abstract: A suspension component for an automobile, such as a stabilizer bar, is provided and includes at least one localized portion having a strengthened outer surface. The localized portion is positioned at a location of highest stress along the suspension component. A method of forming the suspension component is also disclosed.

Abstract: A stabilizer bar for an automotive vehicle includes a stabilizer bar, and a generally ring shaped first mechanical stop mounted onto and extending about an outer diameter of the stabilizer bar. The first mechanical stop is crimped in place onto the stabilizer bar such that the first mechanical stop is positioned within a groove formed within the outer diameter of the stabilizer bar as the first mechanical stop is crimped onto the stabilizer bar, whereby the first mechanical stop is retained within the groove to prevent movement of the mechanical stop along the stabilizer bar.

Abstract: A suspension component for an automobile, such as a stabilizer bar, is provided and includes at least one localized portion having a strengthened outer surface. The localized portion is positioned at a location of highest stress along the suspension component. A method of forming the suspension component is also disclosed.

Abstract: An independent vehicle suspension includes a knuckle assembly supported by control arms or links. The knuckle assembly includes a forged, elongated steel spindle, one end of which includes a pair of axially-spaced radial flanges separated by a radially-enlarged shank portion. The knuckle assembly further includes an aluminum knuckle body defining at least one attachment point for the links. The knuckle assembly is formed by insert-casting the knuckle body about the shank portion of the spindle to thereby fully encapsulate the shank portion within, and at least partially encircle an axial portion of each spindle flange with, the as-cast knuckle body. A radial shoulder, for example, machined on the spindle's outboard end proximate to the outboard flange, axially supports the inner race of a bearing assembly, thereby advantageously reducing wheelend run-out. One or more peripheral flats on either spindle flange resists torsion, thereby allowing the machining of spindle surfaces after insert-casting.

Abstract: A stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar, and a support ring mounted onto the stabilizer bar adjacent the bushing to provide a stop to prevent the bushing from moving axially along the stabilizer bar. The support ring has a plurality of inwardly extending projections. Each of the inwardly extending projections has a distal end in contact with an outer surface of the stabilizer bar. The distal ends of the inwardly extending projections are welded to the outer surface of the stabilizer bar to secure the support ring onto the stabilizer bar.

Abstract: A stabilizer bar assembly includes a stabilizer bar having a bushing, a bushing retainer in mechanical compressive engagement with the bushing, and a mounting bracket adapted to connect the stabilizer bar to an automotive vehicle. The bushing retainer can have a uniform outer diameter such that the bushing is compressed uniformly over the entire length of the bushing retainer, or, alternatively, the bushing retainer can have a stepped outer diameter such that the bushing is compressed differently within discrete sections along the length of the bushing retainer. A method of inducing a pre-load onto a bushing that supports a stabilizer bar includes: providing a stabilizer bar, placing a bushing onto the stabilizer bar, placing a bushing retainer, having an first outer diameter onto the bushing, and reducing the outer diameter of the bushing retainer to a second diameter that is smaller than the first diameter.

Abstract: A stabilizer bar for an automotive vehicle is provided having an end link mounted to at least one end thereof. One end of the end link includes a bore in which is received a spherical bearing, such that forces transferred directly from the stabilizer bar to the end link are transferred through the spherical bearing. The second end of the end link is adapted to connect to a component of the vehicle's suspension system.