Transfer Gear Testing/Results

1. Transfer Gear Testing/Results Date: 09 August 04

2. Prototype Mesh Noise Results Date: 09 August 04

3. Prototype Whine Test Results • Two modules were run on the engine at Roush to see if the 96th order mesh noise was evident in earlier prototype samples. • AAB – Phase 2 • CAX – Phase 3 • Both modules show the presence of 96th order content. • Each of the prototypes also have additional noise content which indicates the refinements that Metaldyne has made throughout the prototype phases.

4. AAB – Phase 2 Prototype Increased Overall NVH Of System with Prototype Module Same Content as Current Production

5. CAX – Phase 3 Prototype Increased Overall NVH Of System with Prototype Module Same Content as Current Production

6. Production EOL Testing versusEngine Testing Results Date: 09 August 04

7. Overview • 9 production modules were chosen that fit a spectrum, ranging from 113 – 377, of the production build. • The 9 modules were run on the NVH EOL test stand and then run on the engine at Roush. • YAQ – 113 • YCK – 147 • ICS – 188 • HZM – 191 • IAO – 207 • HZA – 235 • IBW – 253 • ICJ – 302 • ICF – 377

8. Conclusions • Sound pressure data indicates resonance peaks in the 1700 to 2100rpm range, but without any peaks in acceleration. • The difference in SPL levels, module to module, outside of the 1700 - 2100 region is 60% less than in the 1700 – 2100 rpm range. (See slide 10) • This indicates a system resonance occurring in this range that requires only a small increase in mesh order energy to provide large differences in system response. • As the energy level exceeds a certain value, approximately 190 – 200 as measured on Metaldyne’s EOL test stand, there is little to no increase in system response. • The accelerometer g level from the NVH EOL test stand and the SPL dB level from the engine do not have a linear relationship. (See Slides 8-11) • Raising the acceptance criteria would not result in a noticeable increase in the engine’s SPL. (See slide 11)

9. 96th Order Sound Pressure and Acceleration Data (idle – 6000)

10. 96th Order Sound Pressure and Acceleration Data (1500- 2500rpm)

11. 96th Order Sound Pressure Amplitude and Acceleration Data (1500- 2500rpm) System Resonance Range of 96th order in engine 60% higher Sound Pressure Amplitude used because of linear scale No significant changes in acceleration in this range

12. 96th Order Sound Pressure Level vs. EOL G-Level Sound Pressure Level was averaged for each module between 1600 – 2100 rpm to illustrate the non-linear response of the engine to the EOL test results

13. YAQ - 113

14. YCK - 147 Module chosen for input gear level over 250 “NG”

15. ICS Run1 - 188

16. ICS Run 2 - 188

17. HZM Run 1 - 191

18. HZM Run 2 - 191

19. IAO Run 1 - 207

20. IAO Run 2 - 207

21. IAY Run 2 - 229

22. HZA Run 1 - 235

23. HZA Run 2 - 235

24. IBW Run 1 - 253

25. IBW Run 2 - 253

26. ICJ Run 1 - 302

27. ICJ Run 2 - 302

28. ICF Run 1 - 377

29. ICF Run 2 – 377

30. Engine Testing Observations • Modules having lower values from the NVH EOL test stand have less energy as observed in the engine results. • Test stand results from 200 – 300+ look very similar to each other when reviewing the waterfall plots from the engine tests. • Engine testing also revealed that the engine also has a tendency to not repeat exactly on a run to run basis.

31. Production Yield vs. G-Level • Per Metaldyne’s proposal, a G-level of 290 or below would yield approximately 95% acceptance criteria until the implementation of the ground transfer gears.

32. Break-in Test Results Date: 09 August 04

33. Break In Data • Module TKZ was chosen because it tested at 2.83 on the initial EOL test stand at Fremont. • The module was baselined on the engine at Roush. • The engine was then run for 1 hour at 4000 engine rpm. • The module was then sweep tested for whine again. • The engine was then run for a second hour at 4000 engine rpm. • The module was then sweep tested for whine again. • Repeated engine testing of TKZ, a module that tested at an unacceptable level on the initial EOL test stand at Fremont. indicates that the level of 96th order drops after engine running time. • Lastly the module was retested on the New EOL test stand in Fremont and tested at 143.

34. TKZ Run 1 - Baseline

35. TKZ Run 2 – After 1 hour of running @ 4000 rpm

36. TKZ Run 3 – After 2 hours of running @ 4000 rpm

37. Ground Transfer Gear Results Date: 09 August 04

38. Ground Gear Testing • 4 “ground” transfer gear sets assembled into HMC BSM at Fremont. • PCW, PDG, PDL, PDJ • Modules tested on EOL test stand. • Modules tested on Roush engine for whine. • Modules PCW & PDG have been sent to Metaldyne (Korea) for evaluation at HMC.

39. Engine NVH Testing: Ground vs. Hobbed and Shaved PCW Ground Gears Typical Hob & Shave module PDG Ground Gears PDJ Ground Gears

40. Hyundai Theta BSM Production in Korea • Master plan for implementation of ground gears • Prepare machining line for transporting to Korea. 9-1-04 • Move machining line to Korea. 9-5-04 • Start assembling ground gear modules 9-1-04 • Start shipping ground gear modules* 10-15-04 • Increase in module price - $1.97 – 2,328 Won • Prepare assembly line for transporting to Korea 9-16-04 • Start machining in Korea 10-18-04 • Start assembly in Korea 10-25-04 • Change input gears to ground gears** 26 weeks ARO • Plan assumptions: • HMC buy-off of all modules < 290g. • * Requires acceptance of Metaldyne plan. • ** Requires authorization to proceed from HMC.

41. Appendix A Date: 09 August 04

42. Single Ground Gear Data • Next Metaldyne picked 4 Modules that tested higher than 250. Each module was then fitted with a ground driven transfer gear to evaluate the effects of ground versus hobb and shave gear on the production EOL test stand. • Each module was retested on the EOL tester and then run on the engine at Roush. • EQD - 51 • DET - 125 • DEW - 136 • DFL - 163

43. EQD - 51

44. DET - 125

45. DEW - 136

46. DFL - 163