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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>BODY/REPAIR SHOP VISITS TO DETERMINE DISTRIBUTION OF REPLACEMENT PARTS SOURCES. FINAL REPORT</title>
      <link>https://trid.trb.org/View/350906</link>
      <description><![CDATA[This study gathered information from a cross section of the auto repair industry to determine the distribution of replacement parts sources.  The data gathered is in support of the report to the Congress on the effects of the Motor Vehicle Theft Law Enforcement Act of 1984.  Nine sites were visited located in six states:  Maryland, Pennsylvania, New Jersey, New York, Connecticut and Massachusetts.  The study found that original equipment manufacturers (OEM) parts are the most often used where major replacement parts are required.  Because of ill fits as reported by the shops visited, aftermarket parts were the least often selected to replace major damaged parts.  There has been no change in the distribution of replacement parts sources before and after the introduction of the parts marking standard. Insurance companies have become more involved in the auto body/repair industry since the standard went into effect - respondants indicated that insurance companies are involved in the repair/replace decisions and put ceilings on the price of replacement parts.]]></description>
      <pubDate>Tue, 30 Apr 1996 00:00:00 GMT</pubDate>
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      <title>STRATEGIC TECHNOLOGY, RADICAL CHANGE, BLINDING SPEED: BUILDING BLOCKS FOR SURVIVAL IN THE NINETIES</title>
      <link>https://trid.trb.org/View/458291</link>
      <description><![CDATA[The author, President and CEO, ITT Automotive, in addressing the subject of agility in the automotive industry, sees strategic technology, radical change, and blinding speed as the determinants of survival among OEMs and suppliers in the automotive industry.  OEMs and suppliers must plan now for good and bad times in the changing and competitive global automotive village.  A battle is being waged right now, as there are only so many ways the rewards of a congested and economically confined automotive global market, driven by low cost, can be divided.  The differentiator is time-to-market.  There are six fundamental factors that drive profitability:  sales price economics, labor costs, internal cost base, purchased material economics, mix (of products), and volume.  The manner in which companies manage the profit equation is a fundamental trait as to who will be winners and losers.  Systems integration will be one of the major new paths for growth.  As suppliers gain greater and greater sophistication over time with areas of core competence and as technological advancements are made, wonderful things happen which create systems integration opportunities that previously did not exist.  To face the challenges of technology and change, the most essential tool is discipline.]]></description>
      <pubDate>Thu, 07 Mar 1996 00:00:00 GMT</pubDate>
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      <title>IVHS AND THE TRUCKMAKER: IDENTIFYING THE NEED FOR RESEARCH. FINAL REPORT</title>
      <link>https://trid.trb.org/View/369218</link>
      <description><![CDATA[The study identifies the domain of research on Intelligent Vehicle-Highway Systems (IVHS) that might be proper to the interests of original equipment manufacturers (OEMs) of medium and heavy duty trucks.  Interviews of engineering and marketing persons employed by truck manufacturing companies serve to indicate the current OEM perspective on IVHS.  Based upon the combined considerations of what we might call "the culture" of the truck specification-and-purchase process, the technological opportunities, and the general environment for IVHS in the United States, a rationale for truckmaker research is developed.]]></description>
      <pubDate>Fri, 23 Apr 1993 00:00:00 GMT</pubDate>
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      <title>PASSENGER CAR BRAKING EFFICIENCY VARIATION WITH OEM COMPONENTS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/356003</link>
      <description><![CDATA[Five significantly different passenger car models were studied to determine the degree to which their front/rear brake force distribution and braking efficiency (or ability to utilize roadway friction without wheel lock up) varied. In order to evaluate the variability that manufacturers must contend with when designing braking systems, each of the five vehicle models was evaluated with 10 different sets of new original equipment (OE) proportioning valves and brake linings.  Proportioning valves for each test were measured on a laboratory test bench to determine their input-output pressure characteristics prior to installing them on the vehicle.  Each of the five vehicles with each set of OE brakes was road-tested with torque transducers at five different vehicle speeds (3, 15, 30, 45 and 60 mph) and with a low-speed (3 mph) European-style roller brake tester.  In addition to the torque transducer and roller tester measurements on all of the 10 brake sets, five to eight brake sets for each vehicle were tested on an in-road transducer measurement system (RTP) at 40 mph.  In order to determine the degree to which brake balance and braking efficiency vary for vehicles in use, a large sample of vehicles with the same braking systems as the five test vehicles used in the new burnished OE brake set evaluations were rented from consumers and tested on the roller tester and the RTP.  Results of this research effort indicate that brake force output varies considerably.  For four of the ten brakes evaluated, the variation was more than plus or minus 20% from the mean value.  This was primarily due to variability in the performance of the brake linings.  In spite of this large variation in brake force output, braking efficiency typically varied about plus or minus 10% from its mean value.]]></description>
      <pubDate>Wed, 31 Jul 1991 00:00:00 GMT</pubDate>
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