Group 13 - Gate 3: Product Archaeology

From GICLWiki

Product Evaluation

Component Summary:

The following tables are a documentation of the components contained in the Honda Engine. This section contains a list of the different sub-systems of the engine, followed by a list of the components implemented in the respective system.

Sub-Systems:

Engine Intake

**Intake Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
001	Intake Piping	To channel the air from the atmosphere into the air box.	Rubber	Molded	2	Intake Piping
002	Air Box (Top)	Collects the channeled air, guides it to the air filter.	Plastic	Molded	1	Air Box (Upper)
003	Air Filter	Cleans the channeled air by passing it through the filter, stops any dirt and debris from entering the engine.	Cellulose	Rolled	1	Air Filter (Red)
004	Air Filter Housing	Houses the air filter in its proper position in the air box, contains additional screening for dirt and debris.	Plastic/Aluminum	Molded	1	Air Filter Housing
005	Air Box (Bottom)	Guides filtered air into the intake manifold.	Plastic/Metal (retainers to house screws)	Molded/Machined(retainers)	1	Air Box (Bottom)
006	Air Box Manifold	Channels filtered air into the four separate carburetor inlets.	Plastic	Molded	1	Air Box Manifold

Table: Intake Components: This table documents the components of the intake sub-system as well as important information regarding them.

**Intake Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
007	Air Box Fasteners	Philips Head Screw	Mates the top of the air box casing to the bottom, and the bottom to the manifold, holding the assembly together.	Metal	Machined	5mm diameter	13	Air Box Philips Screw
008	Manifold Fasteners	Philips Head Screw	Mates the manifold to the four individual carburetors.	Metal	Machined	4mm diameter	16	Manifold Philips Screw

Table: Intake Fasteners: This table documents the types of fasteners used in the intake sub-system.

Carburetors

Note: There are four carburetors used in the Honda Engine, the table below contains the details for one carburetor alone. In regards to the total number of the components used in the engine, the numbers should be multiplied by four to account for the total number of carburetors.

**Carburetor Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
009	Throttle Stop Adjustment Cable	This changes the idling position of the throttle with in the carburetors.	Metal	Formed	1	Stop Adjustment Cable
010	Throttle Stop Adjustment Spring	Applies spring force to the throttle adjustment cable.	Metal	Formed	1	Stop Adjustment Spring
011	Choke Cable Bracket	Maintains proper position of the choke cable.	Metal	Shaped	1	Choke Cable Bracket
012	Carburetor Bracket	Holds the carburetor in place within the engine assembly.	Metal	Shaped	1	N/A: Picture Not Available.
013	Throttle Linkage Connection	Connects all four throttling devices to each other for synchronized operation.	Metal	Cast	1	Throttle Linkage Connection
014	Throttle Linkage Separator Spring	Keeps throttle linkages together via spring forces acted upon the separate throttling devices.	Metal	Formed	1	Linkage Separator Spring
015	Piston Diaphragm Spring	Provided tension for the piston diaphragm to move up and down within the carburetor.	Metal	Formed	1	Diaphragm Spring
016	Vacuum Chamber Cover	Completes the housing for the vacuum chamber.	Plastic	Molded	1	Vacuum Chamber Cover
017	Vacuum Piston Diaphragm	Position fluctuates based on pressures allowing different amounts of fuel to enter the carburetor.	Plastic/Rubber	Molded	1	Vacuum Piston Diaphragm
018	Jet Needle Assembly	Provides fuel to the carburetor based on the position of the piston diaphragm.	Metal/Plastic	Formed/ Molded	1	Jet Needle Assembly
019	Carburetor Output Boot	Small hose that transfers the air/fuel mixture to the cylinder.	Rubber	Molded	1	Output Boot
020	Throttle Butterfly	Controls the amount of air flowing through the carburetors based on it position.	Metal	Machined	1	Throttle Butterfly
021	Butterfly Valve Shaft	Rotates to change the position of the throttling butterfly.	Metal	Machined	1	Butterfly Valve Shaft
022	Float Chamber Drain Plug	To empty out the chamber that keeps a reservoir of fuel within the carburetor for maintenance purposes.	Metal	Machined	1	Float Chamber Drain plug
023	Float Assembly	Houses the fuel chamber, float pin and needle valve.	Metal/Plastic	Ground/Molded	1	Float Assembly
024	Main Jet	Supplies fuel to the carburetor based on the position of the throttle.	Metal	Machined	1	Main Jet
025	Needle Jet Holder	Works in sync with the jet needle to allow fuel into the carburetor.	Metal	Machined	1	Needle Jet Holder
026	Choke Assembly	Enriches the amount of fuel entering the engine by maximizing fuel input.	Metal	Machined	1	Choke Assembly

Table: Carburetor Components: This table documents the components of the carburetor sub-system as well as important information regarding them.

**Carburetor Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
027	Vacuum Chamber Cover Screws	Philips Screws	Secure the vacuum chamber to the carburetor.	Metal	Machined	4mm diameter	3	N/A: Picture Not Available.
028	Butterfly Screws	Philips Screws	Secure the butterfly valve to the throttling shaft.	Metal	Machined	3mm diameter	2	Butterfly Screws
029	Butterfly Shaft Nut	Fastening nut	Secures the end of the throttling shaft to the carburetor housing.	Metal	Machined	6mm diameter	1	N/A: Picture Not Available.
030	Butterfly Shaft Washer	Lock-washer	Secures the throttling shaft in place within the carburetors.	Metal	Shaped	6mm diameter	1	Shaft Washer
031	Butterfly Shaft Washer	Washer	Washer within the throttling shaft assembly.	Metal	Shaped	6mm diameter	1	Shaft Washer
032	Butterfly Shaft Felt Washer	Washer	Washer within the throttling shaft assembly.	Cloth	Formed	6mm diameter	2	Felt Washer
033	Butterfly Shaft Brass Felt Washer Cover	Cover	Covers the felt washer previously secured on the throttling shaft.	Metal	Formed	6mm diameter	1	Felt Washer Cover

Table: Carburetor Fasteners: This table documents the types of fasteners used in the carburetor sub-system.

Engine Head

**Head Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
034	Head Casing	The main block of the head, it houses the components and guides the air from the carburetors to the individual combustion chambers.	Metal	Cast	1	Engine Head Casing
035	Camshafts	The camshafts rotate with respect to the crankshaft, using lobes to open and close the valves during the engines cycle.	Metal	Cast/ Machined	2	Camshafts
036	Camshaft Covers	These are covers that bolt into the head keeping the camshafts seated in their respective locations within the head.	Metal	Cast	2	Camshaft Covers
037	Valves	The valves open and close with respect to the combustion cycle to let air/fuel in and evacuate the exhaust gases. During compression and combustion the valves are closed to seal the cylinder.	Metal	Machined	16	Intake and Exhaust Valves
038	Valve Springs	Uses spring force to seal the combustion chamber by applying the force to collet of the valve stem.	Metal	Shaped	16	N/A: Picture Not Available.
039	Valve Lifter	Lifts the valve into into the head when pressure is applied from the valve spring.	Metal	Turned	16	Valve Movers
040	Valve Cover	Covers the top of the head, sealing the components within.	Metal	Cast	1	Valve Cover
041	Valve Cover Gasket	Seals the area between the valve cover and the head.	Rubber	Molded	1	Valve Cover Gasket
042	Thermostat	Measures the temperature of the coolant flowing through the engine and head.	Metal	Formed	1	Engine Coolant Thermostat
043	Thermostat Housing	Holds the thermostat in place on the side of the engine.	Metal	Cast	1	ECT Sensor Housing
044	Spark Plugs	Initiates ignition of the fuel/air mixture in the combustion chambers.	Metal	Machined	4	Spark Plugs

Table: Head Components: This table documents the components of the engine head sub-system as well as important information regarding them.

**Engine Head Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
045	Head Fasteners	Allen Bolt	To secure the head to the crankcase.	Metal	Machined	8mm diameter	10	Engine Head Bolts
046	Valve Cover Fastener	Bolt	To secure the valve cover to the top of the head.	Metal	Machined	10mm diameter	6	Valve Cover Bolts
047	Camshaft Cover Fastener	Bolt	Hold the camshaft covers in place, securing the camshafts in their seats within the head.	Metal	Machined	10mm diameter	20	Camshaft Cover Bolts
048	Engine Coolant Temperature(ECT)Bolts	Bolt	These fasten the ECT housing to the the head of the engine, securing the ECT in place.	Metal	Machined	6mm diameter	3	ECT Sensor Bolts

Table: Head Fasteners: This table documents the types of fasteners used in the engine head sub-system.

Crankcase

**Crankcase Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
049	Crankcase (Top)	This is the top of the main housing for all the components in the crankcase.	Metal	Cast	1	Crankcase (Top)
050	Crankcase (Bottom)	This is the bottom of the main housing for all the components in the crankcase.	Metal	Cast	1	Crankcase (Bottom)
051	Crankshaft	This is the part that converts the torque created by the engine into rotational energy.	Metal	Shaped	1	Crankshaft
052	Piston	This is the part that deals pressurizes the engine gases, and transports the energy created to the crankshaft.	Metal	Cast	4	Piston
053	Piston Rings	These rings are seated on the pistons, sealing the combustion chamber from the lubricant of the engine.	Metal	Machined	12	N/A: Picture Not Available.
054	Connecting Rod	These are the component connecting the piston to the crankshaft, transferring the energy between them.	Metal	Cast	4	Connecting Rod
055	Piston Pin	This is a cylinder that mates the piston to the connecting rod.	Metal	Formed	4	N/A: Picture Not Available.
056	Connecting Rod (Bottom)	Connects the rod to the crankshaft journal, so it is secure in place.	Metal	Cast	4	Connecting Rod (Bottom)
057	Journal Bearing	The bearing that ensures smooth rotation of the connecting rod around the crankshaft.	Metal	Machined	8	Journal Bearing
058	Flywheel	The wheel that transfers the rotational energy of the crankshaft to the clutch.	Metal	Shaped	1	Flywheel
059	Timing Chain	The chain that mates the crankshaft to the camshafts allowing rotation in relation to each other.	Metal	Machined	1	Timing Chain
060	Timing Chain Tensioner	Tightens the chain after installation so there is no slack.	Metal	Machined	1	Timing Chain Tensioner
061	Timing Chain Guide	Ensures that the timing chain does come off its designated path.	Plastic	Molded	2	Timing Chain Guide
062	Timing Chain Sprocket	Allows movement of the chain based on the rotation of the crankshaft.	Metal	Shaped	1	Timing Chain Sprocket
063	Oil Pan	The bottom most point of the engine, a reservoir for the engines oil supply,	Metal	Cast	1	Oil Pan
064	Oil Pan Gasket	A material that ensures proper sealing between the oil pan and the crankcase bottom.	Composite	Shaped	1	Oil Pan Gasket

Table: Crankcase Components: This table documents the components of the crankcase sub-system as well as important information regarding them.

**Crankcase Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
065	Crankcase (Top) Fastener	Bolt	Secures the top of the crankcase to the bottom of the crankcase.	Metal	Machined	10mm	3	Crankcase (Top) Bolts
066	Crankcase (Bottom) Fastener	Bolt	Secures the bottom of the crankcase to the top of the crankcase and the oil pan.	Metal	Machined	10mm	14	Crankcase (Bottom) Bolts
067	Connecting Rod Fastener	Bolt	Secures the connecting rod bottom to the top, locking it to the crankshaft.	Metal	Machined	8mm	8	Connecting Rod Bolt
068	Flywheel Nut	Nut	Secures the flywheel to the end of the crankshaft.	Metal	Machined	10mm	1	N/A: Picture Not Available.
069	Timing Chain Tensioner Fasteners	Bolt	Secure the tensioner to the side of the crankcase.	Metal	Machined	6mm	2	Tensioner Bolt
070	Tensioner Guide Fastener	Bolt	Secures the guides into the crankcase to ensure proper position of the timing chain.	Metal	Machined	12mm	2	N/A: Picture Not Available.
071	Timing Chain Sprocket Nut	Nut	Fastens the sprocket to the crankshaft so the timing chain rotates accordingly.	Metal	Machined	10mm	1	N/A: Picture Not Available.

Table: Crankcase Fasteners: This table documents the types of fasteners used in the crankcase sub-system.

Clutch

**Clutch Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
072	Friction Plate	Creates friction between the clutch plates when pressure is applied to allow the transfer of rotational energy.	Metal	Machined	9	Friction Plate
073	Clutch Plate	Rotates within the clutch to transfer rotational energy.	Metal	Machined	8	Clutch Plate
074	Clutch Outer Guide	Connects the clutch to the outer basket, allowing for rotation to be transferred.	Metal	Cast	1	Clutch Outer Guide
075	Clutch Outer	The outer part of the basket, creating the housing for the clutch and friction plates.	Metal	Cast	1	Clutch Outer
076	Clutch Center	A larger cylinder that secures the clutch/friction plates within the clutch.	Metal	Cast	1	Clutch Center
077	Pressure Plate	The plate which applies force to the clutch plates, causing them to rotate with each other.	Metal	Machined	1	N/A: Picture Not Available.

Table: Clutch Components: This table documents the components of the clutch sub-system as well as important information regarding them.

**Clutch Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
078	Clutch Center Nut and Washer	Nut/Washer	This pair secures the clutch basket to the input shaft of the transmission.	Metal	Machined	20mm diameter	1	Center Nut/Washer
079	Clutch Fastener	Bolt	These bolts fasten the pressure plate to the clutch basket.	Metal	Machined	6mm diameter	4	Clutch Bolts

Table: Clutch Fasteners: This table documents the types of fasteners used in the clutch sub-system.

Transmission

**Transmission Components**
Number	Name	Function	Materials	Manufacturing Process	Number of Times Used	Component Image
080	Gearshift Shaft	Shaft housing the components of the gear shaft, allowing transfer of rotation.	Metal	Shaped	1	Gearshift Shaft
081	Stopper Arm	Controls the movement of the shifter cam.	Metal	Machined	1	Stopper Arm
082	Shifter Cam	Controls the rotation of the shift fork shaft.	Metal	Machined	1	Shifter Cam
083	Shift Drum Bearing	Allows the smooth rotation of the shift drum.	Metal	Shaped	1	Shift Drum Bearing
084	Shift Drum	Moves the internal shift forks to engage and disengage gears.	Machined	Cast	1	Shift Drum
085	Shift Fork Shaft	Connects the shift forks and secures them within the transmission.	Metal	Cast/Machined	1	Shift Fork Shaft
086	Shift Fork	Moves the gears in the proper place, to engage and disengage.	Metal	Cast	3	Shift Fork
087	Countershaft	Takes the rotation from the mainshaft and transfers it to the output shaft via the countershaft gears	Metal	Machined	1	Countershaft
088	Mainshaft	Takes the rotation of the flywheel and houses the gears of the transmission	Metal	Machined	1	Mainshaft
089	Mainshaft Bearing	Allows the mainshaft to rotate freely within the transmission	Metal	Machined	1	Mainshaft Bearing
090	Mainshaft/ 1st Gear	Contains the shaft that holds the gearing and contains the first gear	Metal	Machined	1	1st Gear
091	2nd Gear	Manipulates rotational forces, based on ratios, to the output shaft	Metal	Machined	2	2nd Gear
092	3rd/4th Gear	Manipulates rotational forces, based on ratios, to the output shaft	Metal	Machined	2	3rd/4th Gear
093	5th Gear	Manipulates rotational forces, based on ratios, to the output shaft	Metal	Machined	2	5th Gear
094	6th Gear	Manipulates rotational forces, based on ratios, to the output shaft	Metal	Machined	2	6th Gear
095	Countershaft Bearing Assembly	Allows smooth rotation of the countershaft within the transmission	Metal	Machined	1	Countershaft Bearing

Table: Transmission Components: This table documents the components of the transmission sub-system as well as important information regarding them.

**Transmission Fasteners**
Number	Name	Type	Function	Materials	Manufacturing Process	Size	Number of Times Used	Component Image
096	Shifter Fastener	Bolt	Secure the shifter linkage components inside the transmission.	Metal	Machined	6mm diameter	3	N/A: Picture Not Available.
097	Transmission Assembly Fastener	Bolt	Connect the clutch cover to the transmission, securing the entire transmission assembly.	Metal	Machined	5mm diameter	7	N/A: Picture Not Available.

Table: Transmission Fasteners: This table documents the types of fasteners used in the transmission sub-system.

Manufacturing Processes

The following table displays an overview of the different manufacturing processes used on the Honda motor as well as common manufacturing processes used today. The table describes the process, what makes the process unique and how it is generally applied in the manufacturing process. The table is followed by a second, showing the different types of machining, many of which were used on the Honda engine during its manufacturing process. The tables:

Manufacturing Processes:

Process	Description	Unique Characteristics
Die Cast Molding	Metal poured into a mold to achieve the shape desired	Riser marks/ gate marks, Parting lines, and Draft angles
Injection Molding	Plastic poured into a mold to achieve the shape deired	Riser marks/ gate marks, Parting lines, and Draft angles
Machining	Material is removed to create the desired shape	Milling , Sawing, Turning, Drilling, Grinding
Forming and Shaping	Mechanical Processors, such as pressure, used to create the desired shape	Rolling, Forging, Extrusion, Drawing
Rapid Prototyping	Starts with a visual model. Visual model is converted to machine code in order to make the model.	Undercuts, No parting lines or riser marks
Investment	Model is made with foam or wax. Ceramic coating is appiled. Molten metal is poured into the the mold.

Manufacturing Processes: Different manufacturing processes.

Types of Machining:

Type	Description	Typical Uses
Milling	The part is held in a stage and fed into a cutting tool	General Shaping, finish maching where high precision is needed
Sawing	The part is fed into a moving blade or a moving blade is applied to the part	Rough cut stock
Turning	The part is fed into a cutting tool that is stationary	Creating symmetric features, Cresting threads and Boring
Drilling	Part is stationary while rotating tool is applied on the part	Create holes, Bolting and Fastening
Grinding	Abrasive tools are applied to the part	To put a finish, sharpen, or polish a part

Types of Machining: Different types of machining.

Product Analysis:

The following contains a list of ten of the more important components found in the Honda Engine. These components contribute greatly to the functionality and design of an internal combustion engine and are assessed in a more thorough analysis.

Component I

Piston

Component Function:

The piston in an internal combustion engine has multiple functions which are vital to the engine's operation. The first function of a piston is to compress the fuel/air mixture once it has entered the cylinder during compression of a four stroke engine. This is accomplished by the piston moving upward in the cylinder, making the volume of the cylinder smaller as the surface of the pistons moves toward the top of the cylinder. The second main function of the piston in an engine is to transfer the energy of the combustion process, after ignition, to the crankshaft. This is achieved by the force of the combustion process to cause the piston to move downward, which is what causes the energy to rotate the crankshaft in the engine.

This component is controlled mechanically by the rotation of the crankshaft and rods, and it manipulates the materials put into the engine and makes use of their energy during the engines cycles. The types of t flows that deal with the pistons in respect to a functional model would be material and energy. The force of the combustion, from the material flow into the engine, forces the piston downwards. This is turn in transformed into rotational energy as it applies a torque to the crankshaft via the connecting rods.

The pistons function in a very high temperature area with very small tolerances. The piston is subjected to the direct contact with the engines combustion as well as very high pressures during the compression step of the four stroke cycle. With all these steps considered, the piston is under constant forces. The piston is also changing direction ten to hundreds of times per second within the cylinder, requiring lubrication.

Component Form:

The piston used in the Honda Engine is basically a symmetrical cylinder shape, but contains many variances that the general shape of a cylinder because of its engineering design. The dimensions and shape information are as follows:

Piston Dimensions:

Name	Shape	Symmetry	Dimension	Size	Weight
Piston	Cylindrical	Axis-Symmetrical	3-Dimensional	6.5cm diameter, 4.7cm height	140g

Piston Table:This table displays the basic dimensional and shape information regarding the pistons contained in the Honda Engine.

The piston is designed to be axis symmetric, meaning divided down the center it is the same on both sides, being design to be completely balanced. The top surface of the piston is designed to create an exact volume during the intake and compression cycles of the engine. The piston is designed to weight balanced because it is moving up and down repeatedly in the cylinder and the force on the connecting rod needs to be evenly distributed to ensure the proper and even rotation of the crankshaft. Hence the piston needs to be designed to precise dimensions and accurate weight distribution to accomplish this. The size of the piston has to be created very precisely as well, the diameter needs to be made to a extremely specific tolerance to operate correctly inside the cylinder. The size of the piston needs to be designed to operate when it is very hot, because of the environment it is designed for. Piston expansion during the operation of the motor is even taken into account, so the piston will slide smoothly through the cylinder even after it expands from the intense heat.

Materials also have to be very carefully chosen during the design process of the piston. The piston from the Honda CBR 600 F2 engine is made from aluminum alloy. When the piston was designed it needed to be able to withstand the constant pressures and temperature in which it is subject to during the operation of the engine. The material needs to be long lasting and have the endurance to stand up to these conditions for extended time and use. The properties of aluminum make it a smart choice for the material for the internal combustion piston. Aluminum can withstand such and intense operating environment and is still a relatively cheap material to use and obtain. This makes it a perfect choice for the make-up of the piston.

Environmentally and globally the aluminum used is an abundant resource, and is not hard to obtain, this makes it a perfect resource to make the pistons out of and explains exactly why it was chosen as the material. Since it is so abundant the aluminum is a cheaper resource and very economical to use, making it efficient and resourceful in the design of the engine. The aluminum is perfect for the performance for the engine and its power output, making it affordable while remaining a high performance engine for a sport bike. This relates directly to how the choice for aluminum directly addresses the societal factors of the design process. The aluminum allows for the desired performance while still remaining affordable for the target market that the bike is aimed.

When it comes to aesthetic properties of the piston, there are little to no concern for such things in this design process. The piston is contained inside the engine, so it will not be viewed by anyone during its operation, so the look of it is not important. This is beneficial to the designer because the piston can be created strictly for performance without have to make any aesthetic compromises. The component also remains it raw aluminum color, not needing any aesthetic color or change for looks. The piston although does have a surface finish on the side of its cylindrical shape but solely for performance reasons only. The sides of the piston need to have a smooth finish to decrease the friction between them and the cylinder walls. A decrease in friction means less energy lost to heat and greater performance can be harnessed from the engine performance itself. Making any aesthetic appearances the piston may have purely concentrated on performance.

Manufacturing Methods:

The design of the aluminum piston is complex, having a very intricate shape and a very precise need and reason for the piston to be the exact shape and dimensions that it is. To incorporate all these in the design and be able to create a part that addresses all of these means the piston needs to be die cast when manufactured. The piston meets all the requirement of die casting to a 't'. The piston is made of aluminum, one of the easy ways to manufacture metal parts is to use die casting. The piston is a complex part that has many variances in shapes and many little details vital to its operation. Die casting also allows for very precise tolerances, which are necessary in a pistons creation. Along with its size, and surface finish pointing to die casting, Honda needed to manufacture many of these at one time to construct the engines making it even more apparent that these pistons were die cast. There are parting lines apparent on the underside of the piston, meaning that the part was cast in a mold. The die casting used to create the piston is optimal, because of its size, shape and complexity that die casting allows for.

Economically die casting is an appropriate form of manufacturing for a part such as the piston that needs to have thousands of parts made to be exactly the same, at such a high volume. Die casting is an affordable process that is excellent for such manufacturing. Globally and socially this can be done in any factory equipped with the proper technology and since die casting is not an uncommon process, having the proper technology to complete this process is not hard either.

Component II

Intake Piping

Component Function:

The intake piping of the Honda engine is designed to efficiently complete one task alone, and it is a very important task none the less. The intake piping is designed to channel air from the atmosphere and transport it to the air box, where it is collected before going through the filter to be cleaned for the engine. The only job of the intake piping is to guide air into the engine, through the vacuum created by the engine. Because of this the only flow corresponding to the intake piping, with respect to the functional model, would be material. The material is the air, that it transported by the intake piping.

The operating environment for the intake piping inside the Honda engine is atmospheric temperatures and pressures of the operating climate. The intake piping channels the air at the temperature and pressure of outside, and may have minor temperature fluctuations from the temperatures of the engine.

Component Form:

The general shape of the intake piping of the Honda CBR 600 F2 engine is a cylinder, hollowed out to form a tube. The intake piping has an inlet slightly larger than the exit, flaring out slightly at the intake. The only point of non symmetry in relation to overall shape is the 90 degree angle that the pipe takes to reach the air box most efficiently. The general information regarding shape of the piping is as follows:

Intake Piping Dimensions:

Name	Shape	Symmetry	Dimension	Size	Weight
Intake Piping	Cylindrical Tube	Axis-Symmetrical in Diameter	3-Dimensional	5.9cm/4.9cm diameter, 23.4cm length	350g

Intake Piping Table:This table displays the basic dimensional and shape information regarding the Intake Piping contained in the Honda Engine.

The design of the intake piping is related precisely to the necessary performance that the intake piping needs to accomplish during operation. The intake piping is flared out at the inlet side of the piping, to maximize the amount of air that can enter the pipe at one time. This design is created to increase air flow into the engine as efficiently as possible by making the inlet wider. The 'L' shape of the pipe, created by the 90 degree angle is designed to take air from the atmosphere and import it directly into the air box in the most direct and efficient way, minimizing corners and complex paths the air has to travel. The smooth inside and direct path cause the air from the atmosphere to enter the engine as smoothly as possible.

The intake piping is made one material alone, and this is rubber. This was chosen because of the cost efficiency of rubber along with other factors that help it. The rubber is easily made with a very smooth surface finish, this smooth surface finish is essential for the flow of air. The smoother the finish, the less resistance to air flow that the pipe creates, allowing air to enter the engine more efficiently. Any specific material that can accomplish an extremely smooth surface finish could be used as intake piping to guide air. The rubber was most likely chosen because it is easy to manipulate into a very specific shape, surface finish and is a relatively cheap material to manufacture.

The low price of this material is a direct correlation to the economic factor of the manufacturing process. The low price of the rubber allows it to be a very cost efficient material to use. Globally and environmentally it is a very common and easy to obtain resource, making it even more appealing to choose during the manufacturing and design process. Socially a lower production cost leads to a generally lower selling price, and this will always help marketing to any group of consumers.

Aesthetically the intake piping is also not seen by the user or observers so little care in appearance was used during the design or manufacturing process. The component is black rubber which was most likely chosen because it is a basic and neutral color, matching the rest of the subsystem. The only manufacturing process that was apparently used in the piping was an extremely smooth surface finish on the interior of the piping, this is not an aesthetic choice at all, and done solely for the performance of the piping, allowing air to enter the air box unhindered.

Manufacturing Methods:

The piping is made of rubber and it is quite apparent that the manufacturing method used to create such pipes was injection molding because of several different factor present on the finished product. If the part is viewed closely, it contains parting lines down the entire piping and has horizontal and vertical riser marks along the pipe as well. The shape is an easy way to think injection molding as well, it is a simple tube that could be accomplished quite easily with injection molding and is a cost efficient was to do this.

Injection molding is an relatively easy and cheap way of manufacturing rubber and plastic parts in manufacturing today, this makes it a perfect choice for the creation of the intake piping, addressing economical and societal factors. Being cheap, and making it cheaper for the consumer as mentioned earlier. Environmentally injection molding is efficient and yields little waste, making it efficient for such a process that needs to be performed over and over. Globally this process is very common and requires little technology, making it able to be manufactured in many places across the world.

Component III

Clutch Plate

Component Function:

The general function of this component is to work with similar components to transfer rotational energy created from the engine to the transmission, this is the only function the component performs. The environment this component occupies is the area between the engine and the transmission. It shares a casing with 8 other identical plates as well as 9 other friction clutch plates. During operation, the steel clutch plate is submerged in engine oil for cooling.

Component Form:

The shape of this component is comprised of a simple circular ring, in which the inner section of the ring is lined with gear teeth. The component operates in three dimensions because it rotates about its center axis in the x and y directions, and it also slides along its axis in the z direction. The basic dimensions of this component are a roughly a 4-5 inch diameter and a thickness of around 1/16 of an inch. The approximate weight of the component is less than 1 pound. The components shape is critical to its operation because of the fact that it is constantly rotating, this constant rotation means that the part should be circular and fitted to a shaft running through it.

The part is made entirely of steel, this material was chosen because it has a high coefficient of friction when coupled with its counterpart, the friction plate. In terms of manufacturing, this had no impact on the materials selection because steel was needed to create a strong grip for the friction plate in order for the two parts to connect and spin together. The aesthetic properties of the steel clutch plate were not taken into consideration during the design process. This is because the part is never seen, so the design was strictly for functioning purposes only. The color is a silver metallic color with a very smooth, glossy finish. The smooth finish helps the friction plate grab to the component easily, not for aesthetic reasons.

Manufacturing Methods:

The manufacturing method used in the making of this component is the forging technique. Forging is used to create this product because it is the easiest way to produce large quantities of the component, as well as having a precise part that will work well in its environment. The material choice did not impact this decision because the material is needed in order for the overall operation of the clutch system.

When thinking of economic concerns, the most important factor to take into consideration is the cost of manufacturing the component. The designers had to make sure that while designing a quality part, the cost to produce that part must be controlled so that the company can stay in business. Globally, the manufacturers have to think about where the best place the part will be made, and if it is made in a different country than where the assembly takes place, then getting it to the area of assembly has to be taken into account as well. The environmental aspects of manufacturing always need to be considered because when designing the product, it is very important that the process in which the part is made will not destroy the surrounding environment. Also, the component had to be manufactured without any disturbance to the surrounding society. In this case, the component is not complex enough to have any major influences on the society in the area of production.

Component IV

Friction Plate

Component Function:

The friction plate which operates within the clutch assembly is also referred to as the drive plate. The function of the drive plate inside the clutch assembly is using friction to connect to similar plates, known as driven plates, to transfer energy from the engine to the transmission. This drive plate occupies an area found between the engine and transmission. There are two forms of clutches, wet clutches and dry clutches. This particular engine uses a wet clutch which means the friction plate is submerged in transmission fluid, which helps cool the clutch surface.

Component Form:

The friction plate has a simple geometry, it is shaped in the form of a circular ring, with only several gear teeth around its perimeter. The function of the component acts in three dimensions because it rotates in a circular motion in the x and y directions, also it is being compressed along the z axis, making it a three dimensional component. This component weighs less than one pound, Its overall diameter is roughly 4-5 inches, and the friction material found around the ring is roughly 0.5 inches from the outside edge of the ring to the inside edge. Also, these plates are very thin, with a thickness of approximately 1/16 of an inch. The shape of this component has the same shape of its neighboring component, the steel driven plate. These components are shaped similar because they operate in unison from constantly being compressed into one another.

The materials used to make this component is critical for it to operate in the way it is intended, and quite possibly the most important decision in the design process. The component has a steel ring, which holds a cork-based material embedded with aluminum particles. This friction material is a lining that covers the entire circular surface area from the outside edge of the ring to the inside edge on both sides. It is held to the steel plate using rivets, the rivet heads are sunk into the friction lining. This material was chosen for this component because it has a high friction coefficient with steel, the steel ring is what the friction plate bonds with when the clutch is engaged. This material also was chosen because it is wear resistant, this being a very good property because it will hold up longer when undergoing all of the constant friction. There were certain economic factors that went into the making of this component because the cost of manufacturing a certain part is always a high priority issue. They chose to use the cork-based material with embedded aluminum particles because it is cost effective as well as a reliable material. The decision of whether or not these materials would impact the environment was concluded that both materials used in the component could be recycled, and would not harm the environment after its lifecycle. Global and societal factors had no influence on the decision making process for materials selection.

The aesthetic properties of this component have not been taken into consideration when being designed because the part is hidden within the engine/transmission assembly and will only be seen upon disassembly. The surface has a smooth finish, mainly because when utilizing friction the amount of surface area must be maximized, this is primarily for functionality reasons and not for aesthetic reasons.

Manufacturing Methods:

During the manufacturing process, the steel ring underneath the friction material on this component is made from the machining process. This is a precision part and was therefore machined because when this component is in operation, it must be exactly aligned with its counter parts. The cork-based friction material that this component is comprised of is manufactured from the forging technique. The material is forged because the material is soft enough to be shaped into the desired form for this application.

The economic factor that influences the manufacturing process for this component is being able to produce large quantities at low cost. With Honda being a Japanese manufacturer, a global aspect that was taken into account was where the component would be made, because some components are manufactured overseas due to cost. The manufacturers had to also make sure that the environment was not harmed while making this component; this means that they had to limit the amount of pollution resulting from the manufacturing process. Also, the component had to be manufactured without any disturbance to the surrounding society. In this case, the component is not complex enough to have any major influences on the society in the area of production.

Component V

Flywheel

Component Function:

The flywheels function is to transfer rotational energy from the crankshaft to the clutch basket allowing the clutch basket to spin. This component helps to perform multiple functions. Without this component, the motor would not be able to switch gears, hence the flywheel contributing to more than its original function, which is to transfer rotational energy to the clutch basket. Energy flow is associated with the flywheel. The flywheel takes rotational energy to the crankshaft and then transports it to the clutch basket. The flywheel functions within the crankcase which is an extremely high temperature environment. The flywheel is spinning with extremely high revolutions in conjunction with the crankshaft which are both dissipating great amounts of heat due to friction and velocity, making this environment extremely hot.

Component Form:

The general shape of the flywheel is circular with evenly spaced gear teeth along the outside. A notable property of the flywheel is that it is completely symmetric. The flywheel must be this way in order to keep even revolutions of the turning of the clutch basket in order for the engine to be put in gear. This component is primarily two dimensional. This is because the circular disk only has a diameter dimension and a width dimension, making this component a two dimensional object. The flywheel is roughly 9 cm in diameter and .8 cm wide.

The flywheels shape is directly coupled to its functionality. It’s circular shape allows it to spin with evenly spaced revolutions while the gear teeth perfectly mesh with the clutch basket. The flywheel transfers rotational energy to the clutch basket allowing the clutch basket to spin. This component weights roughly 1 kilogram. This is a very hard weight estimate because it is forged along with the crankshaft. The flywheel is made out of steel. Manufacturing processes played a huge role in the development of this component. It was essential that this component was forged with the crankshaft in order to withstand high heat and also high forces due to the performance of the engine. The gear teeth had to be pulled in order to fit its precise shape in order for it to perfectly mesh with the clutch basket. The strength and heat resistivity of steel was needed for the flywheel component. The flywheel must be able to withstand the stress created by the rotational energy between itself and the clutch basket making steel a good choice for this component. Also, an abundance of heat is created between the clutch basket and the flywheel due to friction and rotational energy, therefore a heat resistant material like steel is needed for this component.

The four factors greatly contributed to the decision of steel as the choice for the material of steel for the flywheel. The fact that steel is an abundant and relatively cheap material is a major economic factor that came into effect. Global factors were also highly considered for the material choice. Different regions around the world have different tools and resources available to them. This component was only meant to be manufactured in places that are skilled in manufacturing and also have the proper resources to make them. Some examples of these places are Mexico, United States, Japan, and China. There are no aesthetic properties for the flywheel. The flywheel was made for functionality purposes only. Aesthetics were not a concern for the production of this component. This component is dark gray in color. The reasoning for this is because of its material which is steel. Steel is dark gray in color hence the flywheel being dark gray. The flywheel has a glossy finish. This is completely due to its placement in the crankcase making it be constantly cycled through oil. This glossy finish is only for functionality purposes. The oil allows the gear teeth to mesh with the clutch plates gear teeth while being lubricated. If it were not lubricated, a tremendous amount of friction would be created, impairing the functionality of the motor.

Manufacturing Methods:

The manufacturing methods of forging and pulling were used in order to make the flywheel. Forging is evident because there are no separation lines due to the mold used by die casting and the only other alternative to the manufacturing of the crankshaft and flywheel assembly is forging. It is visible that this assembly is one solid piece made by the manufacturing method of forging. In order to get the gear teeth on the outside of the flywheel, it was pulled through a mold in order to get its distinct shape. This is evident because of the longwise cuts on the inside of the gear teeth.

The choice of steel as the material of the flywheel greatly impacted the manufacturing processes for this component. Steel is an excellent material for forging making it have the appropriate shape and extremely strong. Drawing was also chosen because of the material given. Pulling steel through a mold will give it a very precise shape which is essential in the case of a flywheel. If these teeth were not precise they would not properly mesh with the teeth on the clutch basket, impairing the proper operation of the motor.

Economic and global factors played a huge role in the manufacturing of this component. Forging is a relatively expensive manufacturing process, however it was the only logical choice in order for the flywheel to be able to withstand the stress it undergoes in this high performance motor. Global factors came into effect because this component cannot be manufactured in all areas across the globe. The proper tools are needed in order to forge and draw this component. For this flywheels purpose, it was meant to be manufactured in areas that have the necessary tools to meet the strict criteria of the flywheel.

Component VI

Camshaft

Component Function:

The function of a camshaft is to open and close the intake and exhaust valves in order for the combustion process to take place. This is done by using the rotational energy from the crankshaft. This energy is transferred to the camshaft which forces the camshaft to spin with enough force to compress the poppet valves allowing the intake and exhaust processes to occur. The camshaft does help to perform multiple functions. Without the camshaft, air and fuel would not be able to be mixed within the combustion chamber therefore not allowing the combustion process to take place. This would prohibit the functioning of the motor. Energy flows are associated with the camshaft component. The camshaft takes rotational energy transferred from the crankshaft to the camshaft which then is able to open and close the valves.

This component operates on top of the head, located directly above the intake and exhaust valves above the pistons. This environment is generally very high in temperature. This is due to the extremely high revolutions of the camshaft and the friction created when it pushes down the poppet valves. In order to reduce friction on the component, oil is pumped through the environment to prevent seizing of the component.

Component Form:

The camshaft has a very unique shape. It is a cylindrical rod which oblong shaped lobes which push down the valves. The shape of the component and the order of the lobes are used for the timing of the opening and closing of the intake and exhaust valves. A notable property of the camshaft is its distinct shape of the lobes. The lobes are designed in a tear drop shaped manner in order to create the least amount of friction on the valves and it also allows the smoothest opening and closing of these valves. This component is primarily two-dimensional. It’s functioning occurs on an x and y axis, no z axis is necessary for the functioning of the camshaft. In the y direction, the lobes are pushing down on the valves. The x axis provides the rotation of the component. The camshaft dimensions are: 32.3 long, width= 2.4cm; Lobes= 1.7cm length, 4.4 cm wide.

The camshafts shape is directly coupled to its functionality. This is necessary for the correct timing of the opening and closing of the poppet valves. The oblong shaped lobes are placed in distinct places along the camshaft because the rotation of the component determines the opening and closing of the valves. For example, the intake camshaft must open a valve at a certain time and once this valve is closed and the combustion process takes place, it is necessary for the exhaust camshaft to open the exhaust valve to let the exhaust out This component weighs roughly 1.2 kg. The camshaft is made from steel. The reasoning behind this is to be able to withstand the high temperatures in its operating environment. This component also has to be able to withstand the high forces that it exherts on the intake and exhaust valves. This makes steel a logical choice for this component.

Manufacturing decisions play a big role in the choice of steel. Steel was picked for this component because it is a very strong material and can withstand high temperatures. Also, steel gives the most functionality for its pricing. For example titanium would be a stronger and lighter material but it is far too expensive to mass produce. Steel has many material properties needed for its functionality. These properties are its strength and resistivity to high temperature. Only the economic factor of the four factors is present in the manufacturing of this component. This is because the production of the camshafts only deals with its performance relative to its cost.

The camshaft does not have many aesthetic properties other than its shape. This component was made for strictly functionality and performance. This component does not have an aesthetic purpose. It is not meant to be pleasing to the eye, however its shape makes it a unique piece. Looks are not a concern for the camshaft. The camshafts are a dark shade of grey with a glossy finish. This component is a dark grey because of it being made of steel. The glossy finish is due camshaft spinning through oil in order to keep it from seizing which is a functionality purpose.

Manufacturing Methods:

Many manufacturing methods were used in the creation of this component. These methods include, drilling, grinding, and turning. The evidence that supports that drilling was present is, the holes present on both sides of the camshaft allowing it to be mounted above the valves. Grinding is present because of the incredibly smooth finish on the lobes used to open and close the poppet valves, and also the precision in its shape. Turning is also present because of the various crevices located on the camshaft. This shows that turning was used because in order to do this the object must be spun and shaved by a pin in order to get this type of finish. Material choice played a huge role in the manufacturing of this component. These methods were selected because it gives the camshaft the most precise shape given its necessary material of steel.

Of the four factors, economic factors are the only factors present in the production of the camshaft. Grinding, drilling, and turning are all high volume and generally inexpensive processes but still highly effective for the production of the camshaft. These factors greatly contribute to the manufacturing of the camshaft.

Component VII + VIII

Connecting Rod and Wrist Pin

Component Function:

The connecting rod commutes the linear force from the engines piston to rotational force in at the crankshaft. The wrist pin is the receiver in the piston for the connecting rod. These two components allow the force from the piston being transmitted in along axis to be made in to a two dimensional vector in a larger plane. Being mindful not to confuse the component functions with the functions of larger subsystems or the product as a whole these components do not serve multiple functions. For both components, several flows are associated. Each component is integral to a cycle of importing mass, converting and commuting linear force into rotational energy, and mass export. The components are in a very controlled environment. Each limited to two dimensions of movement.

Component Form:

The connecting rod is sand cast, made from a type of steel. The shape is very similar to the bones in a person’s arm or leg. This makes sense in that there propose is very similar. Its specific shape is like an I-beam with parallel machined circular loops on both ends, one larger than the other. The larger of the two loops has a seam across the center halfing it perpendicular to the axis of the I-beam. These two sections are held together by two bolts, one on each side of the loop tangents, parallel with the axis of the I-beam. The wrist pins shape is very simple. It is a thick walled steel tube. Its OD is turned and possibly ground to a high tolerance and cut to length with each end also ground smooth. No sharp edges are left. For the connecting rod it is be notable that the only machined surfaces are the ones that are to have contact with other components. The smaller of the two loops is solid and the other is held together with two bolts. This implies an order of operations for assembly and disassembly. The small end belongs to the wrist pin and the wrist pin is inserted in to the connecting rod where as the large end of the connecting rod can be placed on its seat on the crankshaft and then bolted in place. The notable qualities of the wrist pin are smoothness on both the OD and the sides and that it is not intended for aesthetics. This implies that it functions in contact with other components. It is smooth to reduce moving resistance and ware on other components. Both of these components function predominantly in two dimensions. It is that limitation that allows them to direct the combustion energy from the piston to the crank shaft.

The shape of the connecting rod is one that has been developed for many centuries, from water wheels commuting energy to mills or pumps and steam engines pistons to locomotive wheels. The internal combustion engine connecting rods have had about a century of development to the point of them being seen in this engine. The two loops is simply a result of its intended function, to take force being applied to a piston that operates linearly and converting that force into rotational energy. The neck of the connecting rod is shaped like an I-beam. This is resulted from wanting it to be strong but light weight. The I shape has been a long used structural shape. The fact that the component is cast and only has a post machining process on the loops implies that they are to be made in reasonable volume and is only machined to enhance performance. The wrist pin is a component that serves a very small and specific purpose. Its simplistic shape denotes its function. It is a smooth cylinder because it is a rotational pivot. Additionally it is thick walled because it also commutes a large amount of force.

Both components are made from steel. The decision to do so was very much so effected by potential manufacturing processes. The connecting rods are cast. Being cast allows them to be made in reasonable volume again reducing the cost. Being steel each part is also very easily machined a secondary process on this part. It could be machined from start to finish but it would be too expensive on a large scale. The wrist pins are turned and ground. Again being that steel is very receptive to machine work this is a factor in choosing this material. Additionally this could be made in an automated process. The initial tooling cost could be high, but the cost would be offset by the speed and high production volume that could be achieved. Additionally machines of this type could be made to produce wrist pins for engines of different sizes with minimal investment.

There is no one specific exclusive property of steel that makes it the only material that could function in this application. There are many higher performance materials. The material choices were no doubt the conclusion of an evaluation of optimum balance of various factors such as strength, durability, ease of manufacture, cost, and availability. Other factors determined the materials such as global factors. Globally considered the materials used are readily available around the world. From a societal point the material’s strength, high performance and low cost would encourage consumers of a high performance motorcycle (a luxury item). Economically the parts had to be inexpensive enough to make to meet a price point that the consumer would be willing to pay for the completed product. Steel is relatively cheap and has a functional life long enough to not require high maintenance costs. Environmental factors did not influence the design or material used to make these components.

These are internal components and aesthetics are not a concern in their design. Their shape is determined as a result of their function. These components are their natural colors resulting from their method of production. The environment in which they function is unseen, and under normal operating conditions the components have no need of any color coding or coating for identification or protection. They are etched with a part number and are bathed in oil. The surface finish of the connecting rod is cast on most and machined in and around the loops. This is for functional purposes. More high performance connecting rods are machined from a single billet making them less likely to crack or break but optimally it has been found that the average consumer will not push this product hard enough to require that additional resistance. The loops are machined at any surface that contacts another component. This is to reduce moving resistance and wear. The whole exterior of the wrist pin is turned and ground. This is for functional purposes. The wrist pins are turned and ground for operational precision, and the reduction of moving resistance and wear.

Manufacturing Methods:

The connecting rods were cast and machined. The body surface is rough and grainy like the edge of a sand castle. The machined surfaces are smooth with trails of machine tools. Additionally the machined surfaces have been cut at precise ninety degree angles from each other. The wrist pin was turned and ground. This is evident due to its precise dimensions and has no turning marks.

The material choice was likely a consideration of the necessary manufacturing processes. Steel is very malleable. The shape was definitely important to the manufacturing method. For any product to be cost effective the simplest and cheapest way to achieve a specific goal is probably best. For the connecting rod the simplest way to make the I-beam shape in bulk would be by casting, the machining was simply necessary for functionality. The wrist pins shape made the simplest method of manufacturing turning. In this instance of the four factors, economic reasons were the only to really influence manufacturing methods. They had to meet the design requirements at low cost. Despite all of these considerations these components are very

Component IX

Crankshaft

Component Function:

The crankshaft takes the downward force created by the pistons due to combustion, and creates a torque, which is then transferred to flywheel. The crankshaft component provides inertia to the flywheel, which is connected to the clutch basket that sends rotational energy to another part of the engine. Also the crankshaft turns the timing chain which turns the camshafts, so air can be taken in and let out of the piston cylinders are precisely the right times. The flow associated with the crankshaft is energy. The crankshaft uses mechanical energy in the form of rotational toque. The component functions in a compacted environment. The environment is at a high temperature since the crankshaft is located under the pistons therefore heat due to combustion heats the entire environment. Also friction due to the timing chain and flywheel belt creates heat. The crankshaft is also located above the oil pan. So the crankshaft is always lubricated, so it’s in a slick environment.

Component Form:

The general shape of the crankshaft is cylindrical. It has two circles on each ends. One of the circles is ribbed so the timing chain sprocket can be interlocked with it in order to transfer rotational energy to the camshafts at the top of the engine. The circle at the other end is where the alternator is located. Between the two circles are six alternating smooth cylindrical pieces which the piston rods latch onto. In between the cylindrical pieces are seven weights that assist in spinning the crankshaft.

Although this component is awkwardly shaped it is symmetric. The six cylindrical parts of the crankshaft, which the connecting rods are latched onto, are alternated so that an even amount of them are on top and on the bottom. Also the weights that assist in the turning of the crankshaft are evenly distributed so the component is symmetric.

The crankshaft is generally two dimensional. It rotates creating a torque that is transferred to the timing chain.

The crankshaft is 43 centimeters long, 8 centimeters high and 11 centimeters high.

The crankshaft is shaped in a way such that the piston rods can fit and move up and down with limited friction so a rotation can be created. In addition the one end of the crankshaft is ribbed so a chain can interlock with; therefore rotational energy can be transferred to the other end of the chain, where the camshafts are. Also the spaces between where the piston rods would be connected are odd shaped weights that help to keep the crankshaft rotating smoothly. These weights make the crankshaft roughly twenty pounds.

The material that the crankshaft is made of is steel. Several manufacturing decisions impacted the choice of steel. First the material needs to be sturdy enough in order to with stand the stress of the pistons, a bending in the crankshaft would create a rocking motion which creates a heavy vibration at high speeds; therefore, effecting the stability of the bike. In addition to the strength of the crankshaft, the component needs to be able to with stand high temperatures. Also the material needs to light to limit the weight of the engine.

Economically steel is relatively cheap compared to some other metals, so mass production is also cheap. From a societal and global point of view steel is a popular metal that is used in different parts of the world, so steel crankshafts can be produced in other parts of the globe making it easier to obtain replacement parts.

The crankshaft component is purely built for a functional purpose, not for an aesthetic reason. It is hidden deep in the middle of the engine and can not be seen unless the engine is taken apart. The components color is a dark gray. The crankshaft is this color because gray is the natural color of steel, and also with oil being applied to the component it gives the crankshaft a darker finish.

The crankshafts surface finish is smooth where the piston rods are attached; therefore less friction occurs when the piston rods turn the crankshaft. Also the crankshaft has rough parts where nothing is attached, simply because it would take more time to grind down the entire crankshaft.

Manufacturing Methods:

The crankshaft is die cast or forged and then later machined. This crankshaft is forged because no parting lines can be seen on the component. Also forging is generally used for high performance engines, like this Honda motorcycle engine, because forging makes the part stronger so the crankshaft can withstand more torque therefore run at a higher rpm. The crankshaft is then machined because the parts where the piston rods connect are extremely intricate, and need to be ground down in order to smooth it out to lower the amount of friction. Also the weights and connecting rod latches have holes in them, so drilling had to be done.

The material choice impacted this because steel is generally used for die casting and forging. Shape most likely the reason for forging. Forging was chosen to give the crankshaft more strength so the motorcycle can be faster.

A global factor that influenced the choice of forging as the manufacturing process would be the simplicity of forging. Forging can be done in different areas of the world where Honda motorcycles would be popular. Since forging is a common type of manufacturing method many crankshafts can be made throughout the world. From a societal point of view, the intended audience for the Honda CBR motorcycle wants a sport bike with speed. So by forging the crankshaft higher speeds can be obtained simply because the crankshaft is stronger. With a stronger crankshaft a higher force can be taken from the piston rods creating more torque. Economically forging is a cheap process so mass producing crankshafts is cheap.

Component X

Timing Chain

Component Function:

The timing chain takes the rotational energy from the crankshaft and transfers it to the camshafts. Also the timing chain keeps the crankshaft and camshaft running in unison. The timing chain helps to keep the intake and exhaust parts of the four stroke cycle working on the same time. The chain is located at one end of the crankshaft and at one of the ends of the camshafts. The flow associated with the timing chain is energy. The timing chain transfers rotational energy from the crankshaft to the camshafts. The environment is generally at a high temperature, due to the friction of the chain on the camshafts and crankshafts. Also heat is produced in the environment from combustion. In addition the environment of the timing chain well lubricated and slick due to the oil being pumped throughout the engine.

Component Form:

The general shape of the timing chain can be manipulated into different shapes due to the way that it is made. It is generally made of five oval shaped pieces that are linked together with four oval pieces to form one linkage. The chain links form a “v” shape so the chain can be interlocked with a gear to transfer rotational energy.

A notable property of the timing chain is that it can be manipulated to form any two dimensional shape. Also the timing chain is extremely strong and linked very tightly to prevent stretching.

The component is generally two dimensional. It transfers rotational energy between two or more gears by moving in circular cycle. The timing chain is about 37 centimeters long, 2 centimeters high and 1.5 centimeters wide. The timing chain is shaped with “v” shaped slots between its links. This allows the chain to be interlocked with the crankshaft and the camshafts ribbed ends. Since the chain can be placed into several geometries, the chain can be set up in a triangular shape to connect to the two camshafts and the crankshaft.

The timing chain roughly weighs about half a pound.

The component is made from steel mostly because steel is cheap, so mass production is also cheaper. A specific property that the timing chain needs is the chain has to be sturdy so it does not break or stretch when the chain is rotating. Also the chain needs to be able to withstand high temperatures since the inside of an engine gets extremely hot.

Manufacturers of Honda engine parts made the part out of steel because steel is a popular metal, and can be found in many parts of the world and in different cultures. So a global factor that went into the thought process of making the timing chain from steel was the concern if other parts of world would have access to the material to make the part, if a replacement part was needed. Also Honda wants to produce a part that performs the task but is also a cheap material, like steel, because total cost due to mass production will be cheaper.

The timing chain has no aesthetic properties; it is used purely for a functional purpose. The color of the timing chain is dark gray. This is because the natural color of steel is gray and because of the oil being pumped throughout the chain to lubricate it, the chain obtains a dark finish. The timing chain has a glossy finish, mostly due to the oil that has been pumped through the engine for lubrication. This was done for a functional purpose because the oil reduces the amount of friction.

Manufacturing Methods:

The timing chain was manufactured from die casting and then machined and linked together. The timing chained is linked together with parts that are inserted perpendicular to the length of the chain. In order to make the holes the part had to be drilled.

The choice of steel impacted the manufacturing decision because manufacturers want a popular metal that can be found many places of the world, and steel is a cheap metal. Also die casting is primarily used with steel. The shape made die casting the best option because die casting allows a mold to be made to provide the exact shape that the chain needs to be to interlock with the flywheel.

Economically production from die casting steel metal is cheap, so overall mass production is cheaper. The global and societal factors for using die casting is that die casting is a well known process so producing Honda timing chains in other parts of the world and different cultures is not an issue.

Component Complexity

The components used in the design of the Honda engine vary in size, shape and complexity with many different factors. The three main factors that determine the basic complexity of a component are the functions that it performs, the form of the component and the manufacturing methods that it has to go through to be created. Basic functions can normally be carried out by basic components, but as the function get more precise and engineered, the components do also. When a product is manufactured, the more specific it tolerances and necessary shape are, generally leads to a more expensive process in manufacturing the component.

In developing a scale of complexity for the different components in the analysis, a chart was created with respect to different aspects of the components. This chart incorporates a point system based on the three categories of the component assessment. Each component was given a score based on the different criteria, and then added together to create a complexity score. All the points awarded to the components were based on the information in the previous component analysis found above. The documented data can be viewed in the table below:

Complexity Table:

Number	Component Name	Number Of Functions	Dimensionality	Materials	Tolerances	Manufacturing Processes	Flow Interactions	Total
	(Possible Points)	1+	1-3	1+	1-3	1+	1+
I	Piston	4	3	1	3	2	5	18
II	Intake Piping	1	2	1	1	1	1	7
III	Clutch Plate	1	2	1	2	1	2	9
IV	Friction Plate	1	2	2	2	1	2	10
V	Flywheel	1	2	1	3	1	1	9
VI	Camshafts	2	3	1	3	3	2	14
VII	Connecting Rod	2	2	1	2	2	2	11
VIII	Wrist Pin	1	2	1	1	1	1	7
IX	Crankshaft	6	3	1	3	3	6	22
X	Timing Chain	1	2	2	2	2	1	10

Complexity Table: The above table displays the scoring system for the assessed engine components.

The Number of Functions was based on a scale, starting at one function and was not limited to a certain number. A component could have any number of function with in the engine, the scale adds complexity points as the number of function increase.

The second category, Dimensionality , awards points for a 1D, 2D and 3D components, 1,2 and 3 complexity points respectively.

Materials complexity points were awarded for the number of materials a component contains, one point is equivalent to one material, and components were not capped to any specific number.

The Tolerances category was graded on a scale based on how precise the tolerances needed to be when the part was manufactured, a score of 1, meaning the part was not dependent on tolerances and could function in the motor at any size. A score of 2, meant that tolerance was flexible, but still needed to have certain parameters. The highest score, 3, was awarded for tolerances that needed to be extremely specific and did not have room for variance.

Manufacturing Processes awarded points strictly for the number of process that a component would go through during manufacturing. There was no cap on the points, manufacturing processes were not limited to a specific amount.

The Flow Interactions category awarded points to a component for the complexity of its interactions within the engine. It gave points based on the flows concerned with the components functional interactions. If a component had three functions, for example, it was awarded points for the flows coincide with each individual function, even if the flows of two separate functions were the same. The flows used for scoring were as follows: materials, signals and energy.

note: A + sign after the possible points meant there was no cap on the complexity points awarded. A component could have any number of possible requirements to earn points for these categories.

This chart clearly shows the different complexities of the components analyzed, and displays their complexity in an accurate way. Group 13 believes that this is an efficient way of calculating a components basic complexity, mainly because the applied point system addresses all the appropriate categories when it comes to a components design and manufacturing.

Solid Model Assembly

The following 3D models were developed to further illustrate the complexity and precise designs required in the development of many of the Honda engines components. The clutch basket was chosen to be completed in 3D modeling because of its complexity and intricate connections with it corresponding components inside.

The 3D modeling program Autodesk Inventor was chosen as the program to use for the imaging. It is a popular program used by many engineers and has a very user friendly interface. A member of Group 13 was also very familiar with the software, making it the first choice for the development of these models.

The clutch basket is an accurate representation of the component complexity found in the Honda engine and are displayed below:

Clutch Outer Guide

Inner Guide Lower

Friction Plate

Clutch Plate

Inner Guide Upper

Clutch Assembly

The six 3D models show the respective parts of the clutch assembly followed by a diagram of how they are assembled inside the clutch during operation in the motor.

Engineering Analysis

A key component that an engineering analysis process would be used for during its designing would be the calculation of the torque on the crankshaft. Designing an engine with a higher torque peak, will produce higher engine efficiency. This is ideal because a higher torque peak allows engines to produce most of it torque at lower speeds, which keeps the engine in better condition more fuel efficient. First a decision that has to be made on how far the perpendicular distance of the connecting rods should be from the central axis of the crankshaft. A further distance would create a greater torque, since torque is a calculation of force and distance (τ = Fd), but since engines are very compact the connecting rods cannot be displaced to far from the central axis of the crankshaft or it would start hitting other parts of the engine. Another way is increasing the volume of the cylinders and the length of the piston rods. A larger volume in the cylinder will cause a higher combustion explosion; therefore, exerting a higher force onto the crankshaft. Also reducing the amount of friction (FFriction= µkFcontact) in the cylinder can increase the torque of the engine because the force from the pistons will increase. Adding a lubricant like oil will decreases the coefficient of kinetic friction and makes the frictional force lower.

Problem Statement: To determine the torque acted on the crankshaft by the force of the piston at 10,500 rpm. It is known that the piston stroke is 45.2 mm, and the mass of the piston is 140 grams.

Assumptions:

Gravity force on the piston is negligible.
No friction between the piston and cylinder wall.
The piston is accelerating at a constant speed.
Piston is accelerating during the entire stroke.

Governing Equations:

Governing equations used in the analysis.

Equations: A list of the equations used to solve the amount of torque acted on the crankshaft.

Design Revisions

The following is a list of proposed changes that could be made to a component or subsystem of the Honda Engine to increase performance or reliability. These changes address global, economical, societal or environmental issues pertaining the to the engine at the time or development or present day.

Forced Induction

Mechanical Changes:

Change	What Changes	Why the Change
Turbocharger	A subsystem would be added that connects the exhaust to the intake side of the engine, a turbine would need to utilize gases exiting the motor to power a compressor on the intake side.	With the exhaust gases powering the turbine, this allows the compressor to increase the pressure of the intake air. Because of this, there is a larger mass flow of air entering the cylinder, which can be matched by a greater amount of fuel. This process allows the cylinders to maximize volumetric efficiency, allowing it to create more power by utilizing the exhaust gases.

Table-Change A: Documents the reasons and changes needed to optimize the use of a forced induction system.

Four Factors: Adding a turbocharger to the Honda Engine would increase its appeal and popularity to the sport bike audience which at the time was focused on performance, mainly power and speed. This represents a major societal factor, addressing the demand at the time of the creation and manufacturing of the motor. Although with the addition of a forced induction system would cause the price of the bike to rise. There is a large amount of components related to the addition of this subsystem causing it to have a negative effect on the economic factors of its development, but eventually would attract more potential consumers during marketing.

Fuel Delivery System

Mechanical Changes:

Change	What Changes	Why the Change
Fuel Injection	To properly convert the Honda Engine to a fuel injection system the carburetor subsystem would need to be fully removed. For the fuel injection system to be installed it would take one subsystem consisting of a fuel rail, injectors and vacuum lines would need to be added along with an Engine Control Unit (ECU) to manage the fuel to air ratios.	With a fuel injection system there is much less maintenance, weight and space than the carburetors would. A fuel injection system increases the fuel efficiency and performance of an engine because of the increase in consistency of the fuel to air ratio. Fuel injection is also easier to start in various weather, because carburetor rely on a choke to become fully operational after a cold start. Injectors are self adjusting to compensate for this and use a mass air flow sensor to make sure they are always matching the correct amount of fuel with the air being taken in by the engine.

Table-Change B: Documents the reasons and changes needed to optimize the use of a fuel injection system.

Four Factors: The fuel injection system is more fuel efficient because of the reliability of the self adjusting injectors, this makes a much larger impact on the environmental factors concerning this topic. With more fuel efficiency the engine is consuming less fuel, attaining more miles to the gallon and creating less emissions. More miles to the gallon would always be a great selling point and feature to any motorcycle, this is a direct issue relating to the economic factors pertaining to the change to a fuel injection system in the engine. Fuel injection is a more advanced technology and creates a better fuel efficiency, these are two factors that coincide with the relevant societal factors. People wanted the best performance at the time, and advances in technology are a great way to deliver such things.

Valve Train

Mechanical Changes:

Change	What Changes	Why the Change
20v Head	An easy way to allow an engine to perform better is to increase the amount of air able to enter the cylinder during the intake stroke. A basic change that can be added to the head of the engine would be to add an intake valve to each cylinder. Currently there are two intake valves and two exhaust valves per cylinder, totaling to 16 valves. Adding one valve to each cylinder would be a small revision in the design of the head that could be made during the design process.	With an additional intake valve added to each cylinder the engine would be able to increase the mass flow rate of air into the cylinder. More air in the cylinder can be accompnaied by more fuel, creating more power during the combustion stage of the cycle.

Table-Change C: Documents the reasons and changes needed to optimize the addition of more valves in the engine head.

Four Factors: Adding a third valve to each cylinder in the engine would be a cheap and easy design revision during the design process and would increase performance of the engine. This would be a very cost efficient addition to the engine, meaning it would be very economical in increasing the performance of the engine. This change has the largest effect on the societal factors, increasing performance would increase marketing value at the time, because people wanted more performance and this simple change does just that.

Group 13 - Gate 3: Product Archaeology

Contents

Product Evaluation

Component Summary:

Engine Intake

Carburetors

Engine Head

Crankcase

Clutch

Transmission

Manufacturing Processes

Product Analysis:

Component I

Component II

Component III

Component IV

Component V

Component VI

Component VII + VIII

Component IX

Component X

Component Complexity

Solid Model Assembly

Engineering Analysis

Design Revisions

Forced Induction

Fuel Delivery System

Valve Train

Views

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