Metaldyne LLC Proprietary and Confidential Information. Not to be copied or redistributed.

1. Hyundai 2.4L Theta-I FRBalance Shaft SystemTechnology Overview 20 June, 2011Updated, 29 June 2011 Metaldyne LLC Proprietary and Confidential Information. Not to be copied or redistributed.

2. Metaldyne Program Awards and Production Experience

3. Chrysler 3.7L Balance Shaft Assembly • Customer: • Chrysler • Peak Volume: • 350,000 / year • Model Year: • 2000 • Engine Application: • 3.7LV6GSOHC • Vehicle Application: • Jeep Grand Cherokee • Jeep Liberty • Dodge Ram/Dakota • Manufacturing Location: • Litchfield, MI

4. Balance Shaft Assembly Design Balance Shaft with Patented Mass Minimizing Counterweights Low Friction Powdered Metal Thrust Plate Assembly Balance Shaft with PatentedI-Beam Architecture High Contact Ratio Noise Controlling Gear-set

5. Hollow Couple-Type Balance Shaft Design Rear Bearing Journal Lower Balance Shaft Housing with Scraper Function Patented Hyperbolic Counterweight Architecture Minimal MassPatentedHollowBalance Shaft Assembly Front Bearing Journal Packaging Efficient Bearings Upper Balance Shaft Housing with integrated bearing lube transfer channel High Contact Ratio Noise Controlling Gear • For Metaldyne to review a hollow shaft type design, we would require: • Full block model, including chain system – Packaging is the main challenge • Completed Metaldyne design sheet

6. Balance Shaft Assembly Commonality: I3 vs. I4 I3 couple-type shaft assemblies and I4 linear shaft assemblies can be designed with many common features that would allow ease of assembly, reduced parts count, and reduced tooling costs across the I3 and I4 engine platforms. - Journal sizes and spacing - Mounting locations - Housings or bearing caps - Drive sprockets/gears - Bearing size - Bolts

7. Balance Shaft Module Strategy 1985-1997 1997-2004 2004-2009 2010 - Focus on Fuel Efficiency Expand Technologies Expand Market Segments NVH Alternatives Needle Roller Bearings Energy Efficient Oil Pumps Make to Print Balance Shafts Metaldyne Designed Balance Shaft Assemblies and Co-developed Module Metaldyne Designed Balance Shaft Modules with Integrated Oil Pumps Patented energy efficient oil pump system Patented air/oil purge system for reduced power consumption Patented balance shaft mass minimization

8. Design Concept Review • On May 30th, Metaldyne was requested to provide a conceptual balance shaft system design for the Theta-I FR Engine Project.

9. System Functional Requirements • Each Balance shaft must have 4.5 Kg-mm unbalance • Rated Speed – 6000 engine rpm • Maximum Over Speed - 6960 engine rpm • Gear system: • Must be ground tooth forms • 1.25:1 gear ratio from Idler to balance shaft • 35T Idler shaft gear • 28T balance shaft gear • Minimized system friction • Bearings must withstand ~ 9.5 KN per shaft • Chain system • Crankshaft – 40T • RH Balance shaft – 20T; LH Balance shaft – 25T • Timing chain load estimation ~ 2.3 KN

10. 4.75 KN 4.75 KN 4.75 KN 4.75 KN Bearing Loads • Each Balance shaft must have 4.5 Kg-mm unbalance • Each bearing will see a maximum force of 4.75 KN • Chain loads were estimated as ~ 2.3 KN ~2.3 KN

11. LH Shaft – Intake side • Design highlights • 12mm wide sliding bearings in all 3 locations • Ductile iron shaft with I-beam section; also provides forward thrust face • Die-cast bearing housing – provides front and rear thrust faces • Durabar or Polymer gear – press fit to shaft, providing rearward thrust face • Idler with 25T chain sprocket and 1.6:1 gear ratio • Gear centre distance is 41.5mm. Bushing Parent Metal

12. LH Shaft – Intake side • Side View

13. RH Shaft – Exhaust side • Design highlights • 12mm wide sliding bearings in all 3 locations • Ductile iron shaft with I-beam section; also provides forward thrust face • Die cast bearing housing – provides front and rear thrust faces • 20T chain sprocket – press fit to shaft, providing rearward thrust face Bushing Parent Metal

14. RH Shaft – Exhaust side • Side View

15. Shaft & Idler Assembly • Design highlights • View of front of the engine – shaft assemblies in correct relative positions • Location tab locations not optimized to HMC’s block model. Estimated total Weight = 3.85 Kg Intake side (Right Hand Shaft) Exhaust side (Left Hand Shaft)

16. Shaft & Idler Assembly

17. Exploded View of Assembly

18. Rear Bearing Estimated Selection Options • Sliding bearings would require a “bore-in-place bushing” pressed into the block on both sides to ensure a robust design. • Metaldyne estimates that the needle bearing option could provide an additional 2-3% friction reduction per shaft, but at a cost increase of 3.5X per bearing location.

19. Front Bearing Estimated Selection • Sliding bearings would require a “bore-in-place bushing” pressed into the bearing carier on both sides to ensure a robust design. • Metaldyne estimates that the needle bearing option could provide an additional 2-3% friction reduction per shaft, but at a cost increase of 3.5X per bearing location.

20. Balance Shafts • Design highlights • Current proposal uses identical shaft for both intake and exhaust side • Sliding bearings in all 3 locations, 1 parent metal and 2 bushing brgs • Ductile iron shaft with I-beam section – patented technology for shaft stiffness • Also provides forward thrust face 3 Estimated Weight = 1.211Kg per shaft Bushing Bushing Parent Metal 2

21. Balance Shaft Design Metaldyne would utilize their patented I-beam balance shaft design to aid against bearing tilt and improved gear NVH. Both RH & LH shafts would be made from cast ductile iron per the design request from HMC. Example Balance Shaft

22. Sprocket – Exhaust side • Design highlights • Sprocket – 20T. PM formed • Long shoulder added on rear to allow both balance shafts and bearing carriers to be the same geometry. • Tooth profile not provided by HMC. Estimated Weight = 0.119 KG

23. Bearing Carrier Housings • Design highlights • Die-cast Aluminum construction – Current proposal uses identical hsgs • Packaging of the location tabs in the block may require different hsgs – To be avoided if possible for tooling costs • Hsgs provide the front parent metal sliding bearing and bushing support surfaces • Pressurized oil feed required from the block to the hsg at the OD Annulus. • Oil feed details may need to be modified to match HMC block model. • Line to Line (max) fit into block – Recommend tolerance of fit = +0.0/-0.04 mm Estimated Weight 0.267= Kg per hsg 3 2 1 2

24. Idler Assembly • Design highlights • Idler shaft has light press fit into block – Ductile cast iron • Sprocket has 2x 10mm wide bushings pressed into ID to provide sliding brg surfaces. • Gear pressed onto sprocket Estimated Assy Weight = 0.227 KG

25. Idler Shaft / Gear / Sprocket - Lubrication 25T sprocket Pressurized oil from engine block main gallery 35T gear Idler shaft has a slight press fit into the block. The bolt secures the idler shaft after the sprocket assembly is slid over the shaft. Flow to Bushings Flow for thrust faces Thrust faces Thrust faces Thread in Block Thrust faces Bolt

26. Idler Shaft & Idler Sprocket • Design highlights • Idler shaft mtl: Ductile cast iron • Lube oil to be provided from the block, thru the bolt clearance hole to the sprocket brg ID • Sprocket – 25T. PM formed with shoulder for drive gear to be pressed on • 2x 10mm wide “bore in place” bushings pressed in for brg surface • Tooth profile not provided by HMC.

27. Polymer Gear Design proposal has modeled idler and balance shaft gear mtl as Durabar, using Metaldyne’s proven design philosophy Metaldyne would propose an optional design, using a polymer gear for the driven gear on the intake shaft assembly to improve gear system NVH CASE STUDY • 78% reduction in inertia • 69% reduction in weight • 3 dB reduction in noise • As-molded teeth – no post machining necessary

28. Brg oil filtration • Cone type oil filter screens are used for VVT and Turbocharger applications. • Typically, these filters are places in the oil gallery in the cylinder block for ease of service (cleaning) • Filters can become clogged by small amounts of debris, potentially starving the shaft bearings of oil, if not cleaned. • Depending on oil supply details, filters would be required at all lube oil entries to the shaft and idler system. • May be better to package the filter in the cylinder block to reduce the number required and make service easier. • Metaldyne have not seen the block models so its difficult to make a specific packaging recommendation.

29. Balance Shaft Design – Optional Construction • Metaldyne could utilize their patented hollow balance shaft design technology to aid aeration, bearing tilt and improve NVH. • Material selection and design parameters would need to be finalized based on the cylinder block construction.

30. BOM – Plain Bearing

31. BOM – Roller Bearing

32. Proposed DVP • Because the shafts run in the block, all physical testing should be carried out on an engine by HMC (durability, cold start, NVH tests) • Metaldyne could perform component level testing as confirmation of the design, but this may not be representative of the running engine.

33. Proposed DVP (continued)

34. Proposed DVP (continued)

35. Thank You