R Engine Review

1. R Engine Review Date:16May07

2. Transmission durability test module • Visual inspection of module

3. Drive gear joint capability improvement

4. Drive gear joint capability improvement • Proposed design

5. Drive gear joint capability improvement • Joint torque capacity calculations are based on the material properties of PM for the driver gear and ductile iron for the balancer shaft; Tmin is done with µfr=0.12 to give a more realistic absolute value for the minimum transmittable torque. • Differences between original and redesigned: - engagement length increase from 5.1mm to 20.1mm - interference minimum from 30µm to 35µm • The new design F reaches a minimum transmittable torque of 154.1Nm and gives a safety factor of 1.75.

6. Drive gear joint capability improvement • Model review

7. NVH Improvement

8. NVH Improvement • Elimination of BSM and Main bearing cap assembly • Reinforcement of upper housing

9. NVH Improvement

10. NVH Improvement

11. NVH Improvement

12. NVH Improvement

13. NVH Improvement

14. NVH Improvement

15. NVH Improvement

16. NVH Improvement

17. NVH Improvement

18. NVH Improvement

19. LFA Testing

20. LFA Testing • Testing using the LMC bearing module to be completed upon receipt of module from HMC

21. LFA Testing

22. LFA Testing

23. PM Gear Application

24. PM Gear Application • PM Gear Current Status

25. PM Gear Application – Test results • Slip torque (using Loctite): 105Nm • Press off (using Loctite): 8.86kN • Tooth strength • The strength of the PM gear is higher than the maximum torque. The gear has a contact ratio of 3.4 therefore the actual torque capacity is significantly larger than the maximum torque

26. PM Gear Application • PM Gear upcoming testing • 500 hour high speed durability with torsion • Cold start testing

27. Scissor Gear Application

28. Scissor Gear NVH – Test parameters • Common test conditions: • Oil: 5W-30 • Oil temperature: 90°C • Gear whine specific test conditions: • RPM: 0 to 4200 • No oscillations • Gear rattle specific test conditions: • RPM: 750, 1000, 1250, 1500, 1750 • Frequency: 15, 20, 25, 30, 35Hz • Degrees Double Amplitude: Max attainable by test stand at each frequency • (15Hz – 7°, 20Hz – 4°, 25Hz – 2.2°, 30Hz – 1.7°, 35Hz – 1.3°) • Iterations tested using max crankshaft to scissor gear backlash • No scissor gear • 10Nm • 15Nm • 24Nm

29. No scissor gear - 750rpm, 7° DA, 15Hz

30. 10Nm scissor gear spring - 750rpm, 7° DA, 15Hz

31. 15Nm scissor gear spring - 750rpm, 7° DA, 15Hz

32. 24Nm scissor gear spring - 750rpm, 7° DA, 15Hz

33. 750rpm, 7° DA, 15Hz • M8 – No scissor gear spring • M10 – 10Nm spring • M11 – 15Nm spring • M9 – 24Nm spring

34. Scissor gear summary • All levels of scissor gear spring kept the scissor gear from separating from the crankshaft gear under torsional load • Decreasing the spring load further would require the spring to be reduced to less than 2mm thick • This risks causing the spring to deform • Above 10Nm gear whine becomes evident

35. Scissor gear durability summary • Metaldyne’s opinion was that the 10Nm spring should be used for the 500 hour durability test with torsion • A third lube hole was added to the intermediate shaft to lubricate the scissor gear assembly • A cut was made in the face of the hub of the main gear to allow oil from the new lube hole to flow into scissor gear • Durability report review

36. Scissor gear current engine testing • HMC’s engine testing evaluation • HMC test plan

37. Plastic Inlet Tube

38. Plastic Inlet Tube • Plastic Inlet Tube Model Review • Timing • Testing • Metaldyne will be capable of testing the plastic inlet tube as proposed in HMC’s DVP&R document • Test oil specifications

39. Prototype Delivery

40. Prototype Delivery Schedule

41. DVP&R Review

42. Other topics