aluminum: more used in autos
TRANSCRIPT
and coworkers A. R. Tavarozzi, of Union Carbide, and G. J. Wagerson, of PPG Industries, currently recommend Azdel for auto interiors and for under the hood, mainly because of a necessity for hand finishing surfaces before painting. But in the future, Mr. Hofer says, the company anticipates use of Azdel for painted exterior body panels.
Unfilled thermoplastics such as ac-rylonitrile-butadiene-styrene are also in contention for auto body exterior panels. Several plastics makers, including Marbon division of Borg-Warner and Uniroyal, currently are promoting such materials.
Another development bringing plastic auto bodies closer to reality is Vibrin-Mat sheet molding compound (originally developed by Uniroyal but the rights for which have been acquired by Marco Chemical Division of W. R. Grace & Co.). James P. Walton, Marco's manager of Vibrin products, describes the material as a low-shrinkage glass-fiber-polyester composite in sheet form. A smooth, fiber pattern-free surface is obtained "out of mold," thus eliminating much of the costly sanding and surface preparation previously required when working with glass-reinforced polyester resin compounds.
ALUMINUM: More Used in Autos The average 1969 model passenger car will contain more aluminum than in any previous year-73.3 pounds per car, according to Aluminum Co. of America's 14th annual survey of the U.S. auto industry. This will amount to a total of 765 million pounds of the lustrous, lightweight metal in U.S. autos, Alcoa says, another all-time record. The Alcoa survey is projected on an output of 8.4 million cars during the current
model year, the same as in the 1968 model run.
Highest per-car net use for aluminum before the 1969 model estimate was 72.4 pounds in 1964 models. In 1968, net use per car was a little less than in 1964-72.2 pounds, but total aluminum consumption in autos last year was 730 million pounds, higher than in any previous year.
These increases in automotive use come despite a reduction of bright exterior and interior trim resulting from federal safety regulations and styling changes, notes Robert E. Con-lee, Alcoa's manager of transportation industry sales. Although 1969 models generally have less trim than recent-year models, Mr. Conlee says, aluminum comprises a greater portion of the total trim on many makes of cars. Grilles, moldings, rear deck plates, bezels, scuff plates, and similar items constitute a huge market, he adds. Extrusions offer styling features which designers are using to good advantage. He also indicates that Alcoa anticipates extensive use of aluminum for windshields and rear window reveal moldings, items conventionally made of stainless steel.
The Alcoa survey attributes the higher average per-car use of aluminum to increasing growth in installation of certain optional equipment, combined with increased aluminum content in many of these items. Certainly three of the most influential factors in the metal's growth in auto use, Mr. Conlee says, are the high rate of factory installation of air conditioners, the nearly universal use of automatic transmissions, and the bigger and higher displacement engines being installed.
The survey indicates that an anticipated upswing in the number of factory-installed air conditioners alone (estimated at 50% for 1969 models) will account for an increase of 10 million pounds of aluminum.
ENZYMES: First Total Synthesis The first total laboratory synthesis of an enzyme has been accomplished independently by two teams of chemists—one at Rockefeller University and the other at Merck Sharp & Dohme Research Laboratories of Merck & Co. Using two entirely different techniques, the teams have synthesized the enzyme ribonuclease (RNase). Both groups have published results of their work in the Jan. 15 issue of the Journal of the American Chemical Society.
The synthesis opens a path to more complete knowledge of RNase's structure and mechanism of action. It also shows that it's possible to attack the synthesis of even larger enzymes with the two methods.
Dr. Robert B. Merrifield and Dr. Bernd Gutte comprised the Rockefeller team. The Merck scientists were led by Dr. Robert G. Denkewalter and Dr. Ralph F. Hirschmann. The products prepared by both groups show the same kind of enzymic activity as that present in naturally occurring RNase. They split ribonucleic acid (RNA) but have no effect on deoxyribonucleic acid (DNA).
The Rockefeller team's approach to the synthesis of RNase was the solid-phase peptide synthesis technique developed several years ago by Dr. Merrifield. In the technique, an insoluble solid support, polystyrene, acts as an anchor for the peptide chain during the synthesis. The first amino acid is firmly bound to a small polystyrene bead and each of the other 123 amino acids is then added one at a time in a stepwise manner. The process is automated by a machine so that the 369 chemical reactions and 11,931 steps of the machine which were required for the synthesis could be accomplished in a few weeks of continuous operation.
The Merck team's synthetic approach exploited the well-known property of RNase that if the first 20 of the enzyme's 124 amino acids are removed, the enzymic activity will cease, but when both of these parts are re-combined full enzymic activity is regenerated. One portion of the enzyme, a 104 amino acid fragment, is called S-protein; the other, a 20 amino acid fragment, is called S-peptide.
The Merck scientists prepared a large number of small peptides, or fragments, of RNase. They then assembled the pieces into the large S-protein, which had no enzymic activity. In the crucial final experiment, the research workers showed that the S-protein could combine with the small S-peptide fragment, producing the active enzyme.
JAN. 20, 1969 C&EN 15
Use of aluminum in passenger cars will reach record this year
Pounds per car average-finished part weight
Source: Aluminum Company of America * Estimated
50.7 54.39
62.7 66.5 ι
mmm
70 72.4 69.1 70 71 72.2 73.3*
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10
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