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SAE Paper No. 2003-26-0029

A Systems Approach to Automotive Exhaust

System Development
K. C . Vora, A . S . Patil and V. G . Halbe
Mahindra & Mahindra Ltd., Nasik, India

ABSTRACT system played a major role in reducing tail pipe

emissions. Thus, to meet noise and emission norms,
Today's automotive exhaust systems are developed to exhaust system development became an important
deliver minimum noise, emissions and m a x i m u m aspect of vehicle design.
durability based on the legislative and performance
requirements. In addition, they must also meet Imagine air-fuel mixture explodes in the combustion
requirements of packaging, safety, flow rates, lower chamber in thousandth of a second and the products of
system restriction, high temperature compatibility, combustion are forced out at an ultrasonic speed with
corrosion resistance, easy serviceability and cost high temperature and noise. The exhaust system has to
effectiveness. These challenging requirements cannot be take up this force, expand and cool the gases from
met effectively without a systems approach. 2273K to 373K and reduce the noise from the exhaust
manifold to the tail pipe end by around 40 dB(A). All this
The exhaust system development process starts with to be done with minimum deterioration in the performance
selection of design methodology and evolution of of the engine i.e. by creating the least possible back
checklists for system design specifications and definition pressure in the exhaust.
of targets. System design specifications are elaborated
with reference to performance, durability, legislation, Fig. 1 shows the system requirements to be considered
installation, manufacturing / assembly / service for the development of a cost effective exhaust system.
considerations, etc. Checklists for exhaust system The requirement of low back pressure for optimum engine
clearance and design review are given. Exhaust pipe output and fuel consumption and requirement of low noise
material, silencers, glass wool, noise shields, after levels are mutually contradictory. Therefore, the modern
treatment devices, heat shields, flanges, gaskets, exhaust systems are developed to achieve optimum
isolators, flexible bellows and exhaust routing are balance between the two. It is left to the experience,
discussed. knowledge and innovation of the development engineer

This paper reviews the requirements, design

considerations and developments in the field of exhaust
systems for automotive application. It emphasizes the
importance of quality tools like design review, D F M E A ,
P F M E A and D V P R for exhaust systems, which are
elucidated with an aim to achieve performance, quality
and durability requirements.

INTRODUCTION

It w a s during the 1920's that the automotive exhaust

noise became a concern and had to be channeled away
from the engine to the rear of the vehicle. A silencer
w a s fitted between the exhaust pipes to reduce the
noise. In 1930's, studies on engine emissions and their
potential controls were initiated. Here too the exhaust
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to fulfill these conflicting requirements. To achieve this,

a systems approach is employed using various systems
engineering process models.

DEVELOPMENT PROCESS

The exhaust system development process starts with

selection of design methodology. Bottom U p Approach
(BUA) Design methodology is generally applied for
exhaust system design. A s illustrated in Fig. 2 , B U A
processes carry out the component design first and
evaluate the system performance by substituting the
component design results into system analysis.

Figure 3 : Top D o w n Approach Design Methodology

Performance : Back pressure shall not reduce the power,
torque and fuel economy intended from the engine by
more than 5 % . A s a thumb-rule, the m a x i m u m back
pressure without catalytic converter shall be 250 mbar,
For components like silencers and after-treatment with underfloor catalytic converter shall be 350 mbar and
devices, B U A is e m p l o y e d . H o w e v e r , for certain with pre-catalyst and underfloor catalytic converter shall
components like isolators and flexible bellows [1]*, which be 4 5 0 mbar. However, target shall be engine specific.
are fitted in front exhaust pipe, Top D o w n Approach Durability : Design life of the exhaust system shall be
(TDA) is employed which in show in Fig. 3. Here, the 5 years. Exhaust pipe and the c o m p o n e n t s shall
parts are considered as an integral part of the system withstand high temperature of exhaust gases. N o
and any change in the part affects the entire system. corrosive formation should take place for m i n i m u m
This is illustrated during Finite Element Analysis (FEA) 3 years. Components shall withstand pave trials for 1600
while discussing design for high durability. passes or accelerated durability trial of 100 cycles.

S Y S T E M DESIGN SPECIFICATION (SDS) : S D S is Legal : M i n i m u m clearance between fuel system

evolved based on the Quality Function Deployment (QFD) compartments and exhaust system components shall be
and requirements from performance, legislation, 35 m m as per IS 12056: 1987. Fuel overflowing during
manufacturing, assembly and service point of views. A refuelling shall not contact exhaust system as per E C E
typical S D S is appended below Fig. 3. regulation 34.01. Tail pipe orientation shall conform to
IS 12056: 1987 and C M V R 112. The exhaust outlet must
* Numbers in parenthesis designate reference at the end of paper extend at least 4 0 m m beyond the rearmost joint of the
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floor pan, but not beyond the perimeter of the vehicle Lambda sensor if any shall be positioned in such a w a y
w h e n viewed in plan. T h e direction of discharge must so that it is easily accessible for inspection and
be between the horizontal and 45 degrees downwards. replacement.

Vehicle noise level shall confirm to Indian notification System components shall be mounted with flexible
(Max. passby noise level 75, 77, 80 and 82 dB(A) for mounts on chassis. T h e system shall have resonant
cars, G V W upto 4t, upto 12t and above 12t respectively) frequencies that are separated by at least 1.5 H z . Heat
w h e n tested as per IS 3028: 1998. Stationary tail pipe shields shall have a dynamic stiffness such that a
noise level shall be tested as per IS 10399:1998 at 3-5 H z modal separation is maintained with engine fiiing
75 % of M a x power speed. For European countries, the frequency (during idling) to prevent excessive vibration,
norms are more stringent as per 7 0 / 1 5 7 / E E C w h e n squeak and rattle.
tested as per ISO 362.

Exhaust system c o m p o n e n t s shall have sufficient

S y s t e m c o m p o n e n t s to b e m o u n t e d shall m e e t
clearances with interfacing systems or components so
20 degree ramp angle and the lowest point of the system
that heat radiation will not affect the performance of that
shall be above 200 m m as per IS 14272 (Part-1, 1995).
respective system or components. If required Heat
Shields should be provided.
In case of failure of exhaust mounting system, exhaust
components shall not touch any components, which are
Proper gap between the body and the exhaust routing
critical for safe operation i.e. brake system, fuel system
shall be maintained such that it avoids any heat radiation
and propeller shaft.
to the passenger compartment
T h e vehicle fitted with the design Intent exhaust system
shall be tested for water wading / splash proof testing Manufacturing : Exhaust material shall be of Mild Steel
as per IS 11836:1986 (100 m long track with water depth (MS), Aluminium Coated Mild Steel ( A C M S ) , stainless
150 m m for cars and utility vehicle and 250 m m for steel 409 or stainless steel 441 in the order of high
trucks and buses) at 25 and 4 0 k m / h . After the test, temperature application. Pipes shall be of standard
the vehicle shall be in fit condition to drive. available size. T h e thickness m a y vary in m m from 1.0
(19), 1.2 (18), 1.4 (17), 1.6 (16), 1.8 (15) or 2.0 (14) m m
T h e exhaust system components excluding fixing (Gage). All pipes before catalytic converter shall be of
hardware and pipes must bear the trade mark (With trade stainless steel.
mark description) or n a m e of the manufacturer of the
systems and their components, these marking must be Suitable bend radius to the pipes shall be provided to
clearly legible and indelible even w h e n the system is ensure wrinkle free bends in manufacturing. Unspecified
fitted to vehicle as per 7 0 / 1 5 0 / E E C . bend radius should be generally R 100 m m along the
centerline. Aspect ratio of bend section shall be within
T h e system shall meet the latest prevailing emission 10 %.
norms. Emission deterioration factor shall not be greater
than 1.2 w h e n tested for 80000 k m as per IS 14556: T h e welding of the joints shall be uniform and in
1998 (Ref. 9 1 / 4 4 1 / E E C and 9 8 / 6 9 / E E C ) . Emission accordance with A S M E Section IX. T h e weld penetration
warranty of exhaust system including catalytic shall be within 2 0 to 70 % of the material thickness and
converter(s) shall be atleast 80,000 k m or 3 years the minimum ultimate tensile stress shall be 55 ksii
whichever is earrler.

Service : Easy access shall be ensured to fasteners

The vehicle for Euro III application may be fttted for removal and refitment of pipes, gaskets and sllencer.
with an On-Board Diagnostic (OBD) system for No special tools shall be required for removal and
emission control. OBD specific test shall be carried out refitting of system components. Pipe routing shall not
to demonstrate that the misfiring level complies with
interfere with removal of other components. There shall
OBD regulation and primary and secondary lambda
not be any sharp projections in the pipes. Minimum
sensors are connected and operative. The mass
emission C0 2 target shall be less than 120 g/km removal or relocation of adjacent components is
for Euro III. necessary when replacing system components.

Vehicle Installation : Exhaust pipes shall be routed

TARGETS
such that exhaust gases are not emitted on left-hand
These are defined based on Product Concept Form,
side of the vehicle. Pipe connections shall be free from
S D S , benchmarking and design inputs. T h e typical
leakage.
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targets are related to:

• Back pressure on engine dynamometer at maximum
speed
• Tail pipe/Passby Noise
• Engineering emission limits
• Serviceability, Accessibility and Maintainability (SAM)
• Durability/Life
• System or component weight
• System cost.
PACKAGING / EXHAUST SYSTEM CLEARANCE

Before starting the design of the exhaust system, the

engine, driveline, underbody and chassis 3 D data are
received and preliminary study is conducted to decide
the packaging of the exhaust system. The designer
should take care of all the clearances with respect to
the adjoining system/parts. A checklist of such
clearances is generally m a d e and minimum of 20 m m
is ensured.

DESIGN REVIEW (DR): DR is a formal and independent

examination by a Cross Functional Team (CFT) of an
existing or proposed design for the purpose of detection
and remedy of deficiencies in the requirements and
design. Used as a control process, DR can provide the
necessary evaluation/verification of the design effort at
a given development phase. DR is done at the following
stages:
• Preliminary DR for concept, packaging and layout
• Intermediate DR for layout review, system /
component review, material selection, drawing review,
clearance review, Design of Experiments (DoE),
Design Verification Plan (DVP), etc
• Final DR for system fitment trial, test result review
and approval of the detailed design information
necessary to manufacture the Exhaust system
A Design Review Checklist has been devised as
appended. This is updated during each D R .

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are frictionally damped. This damping is usually effective

at higher broad band frequencies above 6 0 0 H z .
Combinations of reflection and absorption types of
silencers are also used. T h e total tuning volume of
exhaust system is bench marked to be 3 to 10 times
of the engine displacement.

Absorbent fibres provide a powerful tool in the

optimization of acoustic performance. Absorbent
materials like mineral wool, steel wool, basalt fibres,
glass wool, glass fibres, etc. are used. The fibres have
to meet several specifications concerning [9]:
• Acoustic damping as a function of frequency.
• Temperature stability.
• Processing.
• Blow-out resistance.
Care should be taken to ensure that fibres have diameter
more than 3|µm and its composition is soluble in the
lungs.

A typical glass fibre is O w e n s Coming's Silentex Roving

S I L E N C E R D E S I G N : A series of research has gone which employs 24|jm extra long filaments. T h e acoustic
into the designing of automotive silencers [2, 3, 4, 5]. response of glass fibres is a function of fibre diameter,
In 1920, L a m b [6] proposed that a sound could die out fill densiiy and degree of fexturrsatton. Thh eflling density
in an enclosed space by the action of true dissipative is generally between 100 to 120 g/liter. T h e Absorption
forces, such as thermal conduction and viscosity. T h e co-efficient is as high as 9 7 % above 600 H z as shown
noise is reduced by friction, which converts the wave in Fig. 4 .
energy into heat. Similarly, forcing the gases through
small diameter holes will impose maximum viscous drag.
T h u s smaller the diameter, better is damping. A n
empirical formulae is proposed as

where d = Diameter of the hole, m m .

f = Frequency of the wave, H z

This effect is m a d e use in silencer design, where 3 m m

diameter holes are used to d a m p 64 H z low frequency
noise.

The simplest form of silencer is an expansion chamber,

where a perforated pipe passes through a cylindrical
chamber expanding the gases. This offers negligible
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Roll and spot-welded double skin muffler shell with

interleaf ceramic wool/mat/paper helps to reduce radiating
noise. T h e muffler ends are double seamed with stiffened AFTER TREATMENT DESIGN
end plates. Contraction, expansion or bulging of muffler
d'je to temperature change or backfires shall not cause Catalytic converter plays an important role in controlling
stress or exhaust system interface with other surrounding exhaust emissions of C O , H C and N O x . Exhaust G a s
components resulting in N V H rating depreciation. Recirculation ( E G R ) helps to control N O x especially for
diesel engines. Diesel Particulate Filter (DPF) would be
Packages like W A V E - K A D O S and C O M E T are available the forthcoming requirements to reduce Particulate Matter
for Acoustic prediction and S T A R - C D , F L U E N T and G T - (PM). Detailed literature is available on the design and
P O W E R are available for C F D and back pressure development of catalytic converters [10, 11]. Fig.8 shows
prediction. Bench marking is done to find out the effect the key parameters that affect the performance of a
of exhaust back pressure on the engine performance catalytic converter [12] and each of these parameters
drop as shown in Fig. 6. needs to be factored for an optimum solution.

After collecting the baseline emission data and deciding

A s a thumb rule, for a m a x i m u m allowable engine power the engineering targets of emission limits, the converter
drop of 5 %, exhaust back pressure should be less than shape and size are decided keeping in view the flow,
300 to 350 mbar. Contribution analysis and Design of temperature data and the space velocity. Pre and post
Experiments (DoE) are done to meet this requirement. emission measurement, pressure drop measurement,
A typical contribution analysis of exhaust pressure drop emission traces, light-off performance, quality assurance
is shown in Fig. 7 . Back pressure vary directly with gas and variability analysis are required before the
velocity and not m a s s flow rate. In an exhaust system, specifications are finalised using 6-sigma approach.
the m a s s flow rate is the s a m e throughout but the gas
velocity varies with the exhaust g a s temperature. In addition to stringent emissions limits, automakers are
Therefore, components that are near to the engine will also required to extend the useful life of the catalytic
have greater contribution to system pressure drop. converters from 80,000 k m to 1,60,000 k m . Both the
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catalytic and physical durability must be guaranteed. To

meet these requirements simultaneously, it is imperative
to use the systems approach, in which each component
of the converter assembly is carefully designed, tested
and optimized. T h e designer has therefore a challenge
to select appropriate materials, substrate contour and
size, washcoat technology, catalyst formulation and a
durable canning package. This requires the co-operative
effort of all the component suppliers like substrate
manufacturer, coater, mat manufacturer and canner to
m e e t the automakers, space, performance and cost
specifications. Such an approach m a k e s best use of
each supplier's expertise while keeping other suppliers'
constraints in mind and leads to an optimum converter
system that meets the total requirements.

T h e most widely employed standard ceramic substrate

is 400/6.5 square substrate, where 4 0 0 denotes the cell
density in cell/in2 and 6.5 denotes the cell thickness as
0.0065in. W e can update to 600/4 substrate after low
sulfur diesel is available throughout the country. High
sulfur level can choke 600/4 substrates faster and can
initiate stress in the substrate. High cell density and thin
wall substrate offer dual benefit of low thermal m a s s and
high Geometric Surface Area (GSA) which are ideal for
both light-off and conversion efficiency. However, pressure
drop significantly increases and can be reduced by
employing circular cross section, higher O p e n Frontal
Area (OFA), higher diameter, lower length and twin brick
technology.

N e w developments in the field of after treatment are thin

wall substrates, low light-off catalyst, sulfate suppressor T h e flange material is of mild steel or stainless steel.
catalyst, high oxygen storage catalyst, double layer cost Special non-asbestos gaskets are developed with AISI
effective catalyst, trimetal catalyst, closed coupled 3 0 4 double steel faced cemjo and internal culot.
catalyst, manifold mounted metallic substrates, heated
catalyst, N O x adsorber, D e N O x catalyst, Urea Selective For high temperature application, heat shields are used
Catalytic Reduction ( S C R ) and catalyst coated D P F . on exhaust manifold, catalytic converter, silencers and
underbody/floor pans. It helps for faster light-off for
DESIGN FOR HIGH DURABILITY catalytic converter and also acts as a safety shield. Heat
shields also help in thermal shielding and protection of
T h e exhaust system is subjected to high temperature adjoining parts thereby reducing warranty costs of
oxidation and corrosion, mechanical deformation, thermal battery, alternators, electric cables, fuel tank a n d
s h o c k s a n d high temperature structural effects. automotive fluids. Flexible bellow is generally installed
H e n c e proper selection of exhaust material plays an in the front exhaust pipe, which reduces excessive
important role to improve the durability of the system vibrations in the exhaust system. A bellow has a
(Fig. 9). With the advent of exothermic after-treatment complex shape of toroidal shells and is modeled by its
devices, Aluminium Coated Mild Steel ( A C M S ) and stiffness properties similar to the rubber isolators. T h e
stainless steel b e c a m e popular exhaust material. remaining parts of the exhaust system that are n o w
Generally AISI 4 0 9 (DIN 1.4512) stainless steel is designed are joined together in a 3 D model to form a
e m p l o y e d before catalyst. H o w e v e r , for very high total system. A s s h o w n in Fig. 3 , Top D o w n Approach
temperature application AISI 441 (DIN 1.4509), AIAI 4 3 0 is employed, where a Finite Element Model ( F E M ) is
(DIN 1.4510) or AISI 309 (DIN 1.4828) are suggested. done using hypermesh. Modal Analysis is conducted in
T h e strength data [13] of these steels is s h o w n in M S C / N A S T R A N and the system is refined to minimize
Fig.10. Sometimes AISI 3 0 4 (DIN 1.4301) is employed the vibrational magnitudes of the hangers while the idling
for tailpipe to prevent corrosion due to water and acid frequency constraint is satisfied. The locations of hangers
condensation. are finalised based on this exercise.
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F E M has been exploited as a powerful analytical tool F M E A . Both are equally important from exhaust system
[1, 14, 15, 16, 17] for optimization of flexible bellow, point of view, because a failure m a y take place due to
rubber isolators and hangers leading to durable layout of improper design or due to improper process. In spite of
exhaust system. Modal frequency response analysis is all the precautions taken during design, a system m a y
also conducted to analyze stresses especially under low fail, say due to improper welding. Hence, before starting
frequencies. F M E A , one has to list all the functions of exhaust
system and all the possible failures with the help of
FMEA AS A QUALITY TOOL exhaust system warranty claim analysis of similar
vehicle. A typical failure analysis of an exhaust system
A Failure M o d e and Effect Analysis ( F M E A ) is an is shown in Fig. 12.
engineering technique used to define, identify and
eliminate known and/or potential failures, problems,
errors, and so on from the system, design, process and/
or service before they reach the customer [18].

T h e fundamental corner stone of F M E A is the need to

improve and eliminate risk issues. T h e evolution of
design and F M E A is shown in Fig.11. There are basically
two types of F M E A i.e. Design F M E A and Process

This is known as reliability bathtub curve. F M E A at early

stages helps to reduce early failure m o d e s . O n c e the
functions are listed and the potential failure m o d e , effect
and causes analyzed, the team has to give ranking in
terms of Severity (S), Occurrence (O) and Detection (D).
Risk Priority N u m b e r (RPN) is the product of all these
three ranking. T h e objective of recommended actions is
to reduce risks and increase customer satisfaction by
improving design, manufacturing a n d a s s e m b l y
processes. More details of F M E A is given is standard
S A E J-1739 [19]. A typical D F M E A and P F M E A for
exhaust system is given in A p p e n d i x A a n d B
respectively.

DVPR AS A VALIDATION TOOL

T h e purpose of the exhaust system design activity is

mainly to meet functional, performance, legislative and
durability requirements and it is very essential to
document what these requirements are and h o w will they
be met with the intended design. T h e document that
identifies what testing is needed, where, as per which
standard and what is the acceptance criteria, is called
Design Verification Plan ( D V P ) . At this stage it is
important to include the level and number of samples
required to be tested to achieve proper reliability and
confidence levels for the exhaust system under

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evaluation. The D V P should be structured such that the 4. Cheng, C . Y . R and W u , T. W . , "Exhaust Muffler
critical tests are done in the early stages of the Design and Analysis using a Boundary Element
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A typical D V P for exhaust system is given in Exhaust Silencer for I.C. Engines using Feedback
Appendix C . Corrosion for material, component and Control", S A E P-342,1999-01-1844,1999.
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performance, emission, back pressure, tail pipe / Arnold, London, 1910.
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called D V P R . C o . Ltd., U K , 1971.
8. Eberspacher Literature, "Exhaust Technology in the
SUMMARY AND CONCLUSION Car Sector", 1998.
9. Cameron, C . G . . Friedrich, B and T h o m a s , K.,
This paper emphasizes the importance of the systems "Durability, Acoustic Performance and Process
approach from the concept design phase to the Efficiencies of Absorbent Fibres for Muffler Filling",
manufacture of the exhaust system to ensure minimum S A E P-342, 1999-01-1655, 1999.
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durability of total package. Handbook".
11. Vora, K. C and Ghosh, B . , et. al., "Automotive
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packaging/clearance checklist and design review Publication, 1995.
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ACKNOWLEDGMENTS Exhaust Mountings", S A E 940613, 1994.
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