Abstract Samples of 33% glass filled and unfilled poly(butylene terephthalate) [PBT] and nylon 66 (PA66) were injection molded into bars,which were immersed in common engine and powertrain fluids: antifreeze, motor oil and automatic transmission fluid for 25 days. Fluid uptake was measured at 1, 7, 18, and 25 days by gravimetry. Both PBT samples absorbed 0.2-0.25% antifreeze and 0.05 - 0.10% motor oil and automatic transmission fluid (ATF). Both DSC and DMA analysis showed no disruption of polymer thermal transitions or storage moduli. The glass filled PA66 sample absorbed 2.5% antifreeze and 0.25-0.3% of motor oil and ATF and showed an 80°C reduction in the tan delta maximum on DMA. The unfilled PA66 sample absorbed 7% antifreeze and 0.2-0.3% of motor oil and ATF also showed a tan delta maximum 80°C less than the unexposed control. Creep analysis was conducted on the unfilled nylon sample and compared to a virgin material. The softer antifreeze-exposed sample had the expected higher instantaneous strain; however, it had a much reduced viscoelastic response and less permanent deformation. This behavior was thought to arise from hydrogen bond crosslinking of the chains by the imbibed ethylene glycol. Introduction Corporate Average Fuel Economy standards are scheduled to increase from 39.6 - 40.1 (depending on base model year) in 2017 to 55.3 - 56.2 mpg for cars; and 29.1 - 29.4 in 2017 to 39.3 - 40.3 mpg for light trucks: an average annual increase of 4%. [ 1] A number of engineering, design and material replacement approaches are being undertaken to reach the fuel efficiency targets including alternative fuels, hybrid electrification, engine redesign for improved performance from lighter engines, vehicle body aerodynamic redesign, downsizing, and replacement of denser metal parts by fiber reinforced polymeric materials.Vehicle downsizing has led to reduced engine compartment size and more crowding causing cramped working space for engine repair and fluid maintenance - increasing the likelihood that engine fluids contact the increasing number of polymer-based engine components. [2] Automotive electrical connectors are used as part of wiring harnesses to distribute electricity around the vehicle and are designed to quickly connect/disconnect for rapid assembly line installation. A typical connector is shown below: The male and female halves of the connector must connect tightly and precisely by the hold force (in this specific case by pulling a lever) to obtain good contact of the terminals- otherwise the performance of the automobile electrical system may be compromised. Exposure of the connector to engine fluids, either by leakage or spillage, may cause a failure of the connector; either by contamination of the internal terminals or degradation of the connector housing physical properties which reduces the hold force and causes connector sealant failure or allows the terminals to become misaligned.Molecular Analysis of Automotive Electrical Components Contaminated with Engine and Powertrain Performance Fluids2016-01-0422 Published 04/05/2016 Robert A. Smith and Christopher Rudzinskas Delphi Corp. CITATION: Smith, R. and Rudzinskas, C., "Molecular Analysis of Automotive Electrical Components Contaminated with Engine and Powertrain Performance Fluids," SAE Technical Paper 2016-01-0422, 2016, doi:10.4271/2016-01-0422. Copyright © 2016 SAE InternationalDownloaded from SAE International by Univ of California Berkeley, Tuesday, July 31, 2018Poly(butylene terephthalate), PBT, and nylon 66, PA66, are widely used as the housing for automobile electrical connectors with many different designs of latching systems to provide good hold force provided by the injection molding process. All designs require consistent polymer physical properties. This study will examine the effect of motor oil, automatic transmission fluid and antifreeze on the physical properties of fiberglass filled and unfilled PBT and