ZylinderkopfdichtungenAdvanced MLS-Technology – Leistungsfähigkeit in jeder Lage

Cylinder head coversAdvanced Engine Plastics – Modular, flexibel, intelligent

Treat it rough, make it tough:

While your customer enjoys

a fast drive, our cylinder head

cover module endures a grueling test.

It’s good to know it’s made by VICTOR REINZ.

Contents

3 Sealing Products – VICTOR REINZ

4 Systematic quality

5 Development services

16 Demands placed on cylinder head cover

modules

18 Material concepts

20 Technical thermoplastics

22 Thermoset plastics

24 Oil separation

32 Isolating and sealing

40 Attachments

46 Product range

47 The DANA network

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For more than 50 years, VICTOR REINZhas been an established name amongthe world’s top automobile manufactur-ers. Reliable, top-quality products andon-time delivery are as much a part ofVICTOR REINZ as our innovative designand systems competence. At VICTORREINZ, good ideas continue to evolveand our cylinder head cover modulescontinue to improve. This spirit of in-novation enables us to consistentlyfind new ways to upgrade the perfor-mance of our cylinder head cover mod-ules – and, in turn, your engine. Wewill continue to meet the demands ofengine builders now and in the future.

Beyond our competitorsBy continually improving the performanceof our cylinder head cover modules interms of durability, sealing, acoustics,and oil separation, we frequently discoversolutions that determine future marketdevelopments. Each change is designedto help maintain the optimum balancebetween performance and economy.We call this »Advanced Engine Plastics«.

However, we don’t stop there. We utilizethe most advanced equipment, the mostrigorous testing standards, finite elementanalysis- (FEA1)) compliant hardware andsoftware, and deep expertise to provideproducts that truly stand out in themarketplace. Equally important, everyemployee at VICTOR REINZ is trulycommitted to serving our customers.

When you choose VICTOR REINZ, youbenefit from the most sophisticatedmanufacturing and material technology,from injection and injection/compressionmolding to technical thermoplasticsand thermosets. And you’ll receive the

highest level of consulting, development,production, logistics, and service com-petence.

Just one example: in Neu-Ulm, VICTORREINZ operates Europe’s most modernmanufacturing plant for cylinder headcover modules created with thermoset-ting plastics.

Sealing Products – VICTOR REINZ:A global presenceIn 2003, DANA Corporation consolidatedand reorganized its five gasket, shieldingsystem, and cylinder head cover modulefacilities into a central, clearly definedgroup: Sealing Products – VICTOR REINZ.As a world leader in gasket production,DANA now delivers service and supportfrom 19 locations in Europe, NorthAmerica, South America, and Japanthrough subsidiaries and affiliates. You’llfind us in every important automotivemanufacturing hub providing the mostinnovative system solutions in the world.

Performance defined.VICTOR REINZ

¬ Recognized for providing the world’smost innovative gasket solutions

¬ Top-quality products and highprocess reliability

¬ Total systems competence¬ Worldwide access to consulting,

development, production, logistics, and servicing at the highest level through new organizational structures

Better ideas. Manufactured by VICTOR REINZ.

ALWAYS A STEP AHEAD

FEA1) = Finite elements analysis

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Every business strives to perform fasterand better, but this is especially criticalin the rapidly changing automotiveworld.

Fast responseTime and again, our customers aresurprised by the short lead times atVICTOR REINZ. We do this by employ-ing all necessary experts in-house,from development to series production.Our design system is compatible withyour in-house CAD system, whetherit’s CATIA, ProEngineer, IDEAS, or Uni-graphics. In addition, we can performall the important validation tests on-sitewith our own equipment. As a result,handling times are greatly reduced,and we can deliver installation-readycylinder head cover modules directlyto your assembly line, based solely onenvironmental data.

Smart combinationsForm follows function – and fabrication– at VICTOR REINZ. During the designstage, close attention is paid to simplify-ing installation. We not only test dif-ferent mounting options and sequenceswith FEA simulation, we also use mod-

ern prototyping procedures to buildfunctional cover modules at a very earlystage. When testing the specific seal-ing functions, these prototypes supplyextremely valuable data. This enablesus to determine in advance whether acover module’s performance is maxi-mized so that individual functions don’trequire optimization later.

Quality from the startSince approximately 70 percent of anautomobile’s components come fromexternal suppliers, the quality of a ve-hicle depends greatly on the quality ofthe supplied products. Because qualitycannot be improved later, we understandthat intelligent product design, exactplanning, and compatible engineeringfrom the start will ensure quality as-surance in product development andmanufacturing.

Partners with the bestVICTOR REINZ’s expertise has beenvalued by the European automotiveindustry for decades. From the MCCSmart to the Maybach V12 engine andthe high-tech head gaskets for FormulaOne racing engines, VICTOR REINZ

supplies complete gasket systems andcylinder head cover modules that areunmatched for quality and performance.

Our aim is to continue partnering withthe best by providing top-quality pro-ducts and service. See our referencelist at www.reinz.com for details.

Always faster, always better –From initial concept to series production

STREAMLINED PRODUCTION CYCLES

The Quality System: The high standard of our quality management system is reflected by the many honors bestowed upon us by our customers. The environment also benefits from our work,as evidenced by a growing number of environmental compatibility certificates.

Nissan: NX 96,Next 21 Recogni-tion Award

Volvo Cars Awardof Excellence

Spirit ofInnovation(DANA)

DIN EN ISO14001

Steinbeis- Initia-tive Customersevaluatesuppliers

DANA Leader-ship Award

ISO/TS 16949: VICTOR REINZ quality standards includeDIN EN ISO 9001, VDA 6.1 and EAQF 94 as well as specific customerrequirements from GM, DaimlerChrysler, and all German auto makers.

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Design that’s right the first time

Design that’s right the first time

STEPS TO OPTIMUM PRODUCT DESIGN

Transforming vision into realityOur project teams consist of applicationengineers who work with developers,designers, manufacturing and qualityexperts, logistics specialists, and buyersto find the best solution. In this way,the expertise of each participant is takeninto account from the beginning. Thisclose collaboration exemplifies thevalue we place on our relationship withour customers.

At VICTOR REINZ, repeat trial-and-error prototyping is a thingof the past. Today, clear and direct communication with thecustomer along with computer-aided analysis reduces testingtime and ensures that our designs are correct from the start.This optimized development procedure allows our teams to befast and flexible. The viability of our processes is borne outwhen the first prototype goes into series production practicallyunchanged.

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Assessment ofrequirements:The earlier the better

Cylinder head cover modules providefar more than dust protection, noiseshielding, and oil separation, so it paysto consult with us early. If all functionalrequirements are considered from thebeginning – including additional featuressuch as sealing and isolating elements,oil separators, or integrated electroniccomponents like CPUs – complicationsand loss of time are greatly reducedduring subsequent project stages. Thisattention to detail begins right away,during your first consultation with ourapplication and development engineers.Design procedures are straightforward.We require just a few parameters oninstallation space geometry – the restis determined by our engineers.

Design and construction:Built to fit

While vehicles are not built around thecylinder head cover module, it is still acritical component. Attention to productdesign combined with high-quality mater-ials is the best foundation for functional,reliable, high-quality cylinder head covers.

Through years of experience, our lessonslearned in cylinder head cover designhave allowed us to expand and optimizedesign guidelines. Ever-improving standard-ized designs allow typical applicationsto be implemented quickly, cost-effectivelyand with increased constructional safety.

Responsibility from beginning to end

PROACTIVE DEVELOPMENT PARTNERSHIP YOU CAN TRUST

We look forward to being your partner throughout the designand production process and welcome open dialogue at anytime – whether it’s contract development or purposeful,objective product consultation. The scope of VICTOR REINZexpertise covers all aspects from development to logistics.Here are a few examples:

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During the cylinder head cover’s designphase, we simulate the automatedassembly sequence in the productionline and also consider the packagingaspects. Even recycling issues andclean separation of the materials usedis factored in. It’s all part of going theextra mile for the customer at VICTORREINZ.

Interfaces:»Built-in« understanding

Cylinder head cover modules fromVICTOR REINZ not only fit the enginesfor which they are designed, they alsofit the 3D computer-design worlds ofour customers. We speak the samelanguage as your designers and supplygeometrical data of the required cylinderhead cover in the specified data format,using the fastest available online datatransmission methods.

Finite elements analysis(FEA): Working smarterfrom the start

Much of the time and cost for develop-ment required in the past can now besaved with computer component simu-

lations. In addition, our wealth of prac-tical experience also streamlines FEAsimulations at VICTOR REINZ. We’reable to continuously refine our comput-ing models and simulations to makeour programs smarter and more effect-ive. In fact, during FEA calculations inthe design phase, all relevant functionalparts and critical areas of the entirecomposite structure and environmentof a cylinder head cover module areexamined in detail to ensure optimumcylinder head cover development.

The virtual test bench 1:2D analyses and load-balancedetermination for absolute tightnessIn the initial testing stage, the profilegeometry and gasket groove are optim-ized by calculating the load curve inthe 2D cross-section. Different combin-ations of geometries and materialsare tested in numerous cycles to de-termine the optimum working rangefor the cylinder head cover gasket.The aim is to obtain uniform stressesfor maximum seal tightness and dur-ability, with simultaneous minimummaterial creep and stress. Fine tuningbetween narrow and wide profiles, aswell as hard or soft sealing characteris-tics, is critical, especially with rough-nesses or blowholes in the cylinderhead.

GasketIsolating element

8

6

4

2

10

0

Forc

e [k

N]

Stand-Off [mm]0 0,5 1,0 1,5 2,0 2,5

Optimal alignment of cylinder head cover gasket and

gasket groove is achieved via 2D-analysis.

Fine tuning of the force deformation curves of cylinder head cover gasket and

isolating element (load-balance determination).

With isolated cylinder head cover mod-ules, a subsequent axial-symmetricanalysis determines the load curves ofthe isolating elements. Stress calcu-lations enable the characteristics of theelements to be modified precisely toobtain an optimum working range.Special attention is given to the com-partmentation of the isolating elements(so called grommets) to prevent damagefrom excessive compression.

The results of the 2D analyses for thecylinder head cover gasket and isolatingelement permit the load-balancediagram to be determined. This showsthe resulting force of the systemacross the gap between cylinder headand cylinder head cover, assuming aninfinitely stiff cylinder head cover module.During assembly, spacer sleeves ensurea creep-free and captive connectionand prevent cracks or even breaks inthe plastic. Based on a design sealinggap of 1 mm (0.0394 in), the precisefunctional dimensions and the numberof bolts for the isolating system can bedetermined.

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The virtual test bench 2:3D analyses for optimum cylinderhead cover designIn this analysis, the results of the 2Dcomputer testing (characteristics ofcylinder head cover gasket and isolat-ing elements) are combined with thecover module’s CAD data to obtain acomplete 3D model of cylinder headcover, gasket, bolts, isolating elements,and cylinder head. This model providesvery precise information on the mecha-nical stresses in the cylinder headcover, especially the deflection betweenthe bolts that could create leak loca-tions. In this way, the ideal working rangeof the cover gasket and the rigidity ofthe cylinder head cover module can bedetermined in several cycles for differ-ent cylinder head cover designs, in-cluding different wall thicknesses oradditional ribbing. The analyses arecarried out both at room temperatureand at extreme temperatures (-30° C/-22° F and +150° C/+302° F).

The virtual test bench 3:Modal analysis combats noiseTo prevent a cylinder head cover modulefrom vibrating at undesirable resonantfrequencies, it can be examined withtime-consuming shaker tests and sub-sequent step-by-step optimization.VICTOR REINZ employs fast and sophis-ticated modal analysis.

First, material and structural propertiesare determined with FEA simulations.Based on a 3D model of the CAD datathat takes the mounting points intoaccount, we generate a grid networkwith vibration characteristics that deliverprecise information on resonant fre-quencies – and the intrinsic stiffnessof the cylinder head cover module. Inthis way, every cylinder head covermodule can be constantly improved,speeding up development significantly.

If the model exhibits areas that wouldoscillate at a critical frequency – suchas 200 Hz, a typical limiting frequencyfor four-cylinder diesel engines – thisbehavior can be eliminated by definedstiffening ribs, modifying reinforcements,or adding mounting points. This ensuresthat the first prototype absorbs noisereliably without producing any noise ofits own.

Detecting component stresses: 3D-analysis of the composite

system of cylinder head cover, gasket, bolts, isolating elements,

and cylinder head reveals critical areas.

Modal analysis combats noise: Determination of resonant

frequencies and the oscillation curves of a cylinder head cover

module.

Filling analysis delivers improved process reliability, shorter cycle

times, better quality, and reduced costs.

The virtual test bench 4:Mold-filling simulations foreven better process reliabilityMold-filling simulations are rheological,thermal, and structural-mechanicalanalyses that ensure both the cylinderhead cover module design and manu-facturing process are as efficient aspossible. Filling analyses simulate theinjection process even before the firstinjection mold is built, to ensure it willbe filled completely. As a result, thegate point, necessary filling pressure,mold temperature, and other processparameters can be optimized.

Evaluation of mold tempering, alsoknown as cooling analysis, allowsprecise evaluation of the solidificationprocess from mold to demolding. Withtechnical thermoplastics, a balance mustbe found between uniform cooling andan adequate but not excessive injectioncycle time. This helps to minimizecycle times, so time and cost savingscan be realized at a very early stagein development.

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Deformation analysis permits material-,geometry-, and process-specific com-ponent deformations to be evaluatedafter final mold design. This ensuresthat critical areas are localized morequickly and easily so the mold can beadapted or modified with suitable re-working methods.

Individual prototypingwith added value

We know all the ins and outs of proto-type construction, so a variety of proto-types can be produced on our premisesquickly and cost-effectively, based oncustomer requirements.

¬ Stereolithography (STL) prototypes check accuracy of the fit and provide the first oil separation tests in thelaboratory.

¬ Temperature-resistant, vacuum-cast prototypes for first engine runs ex-amine basic functions and determinethe performance data of cylinder headcover modules. For this, new materialssuch as polyamide are used.

¬ Injected space puzzle mold (SPM)prototypes are made of originalmaterials, such as glass-fiber re-inforced materials. These prototypescan be manufactured in small series

and are used for continuous engineruns under real conditions, as wellas field tests.

¬ Close-to-production aluminum or steelprototypes supply important data foroptimizing the final production tooling.

And from VICTOR REINZ you get thatdecisive extra: Time gained. Our excel-lent in-house prototyping facilitiesensure fast assembly, customization,and adaptation in close cooperationwith our laboratories. What’s more, ourin-house sealing experts manufactureprototypes for gaskets in and on thecover module within a few hours or days.Modern CNC-controlled measurementequipment ensures optimum qualitymonitoring, all relevant data recordedin a technical document. Thanks toprecise coordination of external andinternal resources, our prototyping isextremely cost-effective.

Testing: Tougherthan practical use

Along with the latest engine testingmethods, we conduct extensive testingin our chemical and physical labora-tories. Leakage tests, dynamic shakertests, heat aging tests in climatic cham-bers, and noise tests ensure that ourcylinder head cover modules, like theengine, deliver a long service life underall conceivable operating and environ-mental conditions. A variety of test andsimulation possibilities are available,allowing you to determine the testingscope and budget.

Cooling analysis: Amount of solidified material in relation to processing time. Distortion analysis determines component distortion, taking fiber orientation into account.

Significant time savings are realized with in-house

assembly, customization, and adaptation of prototypes.

Cycle time [s]0 5 10 15 20 25 30 35

80

60

40

20

100

0

Solid

ified

mat

eria

l [%

]

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VICTOR REINZ has worldwide access to27 engine test benchs and associatedlaboratories for analysis and static/dynamic pre-testing through DANASealing Products and its four develop-ment centers in Germany, North America,and Japan.

All activities are coordinated by theCompetence Center R & D in Germanyto ensure your testing incorporates themost advanced technology in the world.

Fuji test according to RPM 5501)

Sealing tightness measurements arethe key to success for the validation ofcylinder head cover modules. One of themost critical elements is the cylinderhead cover gasket, which seals thecover module against the cylinder head.

In the first step, pressure-sensitive Fujifilm reveals the gasket’s pressure dis-tribution on the cylinder head. For thistest, the cylinder head cover is mountedon the original cylinder head using originalbolts and a precisely defined torque. Ifthe pressure distribution is uneven,correction is possible with a suitable

rework of the injection mold (camber) ora modified gasket topography. Finally,the results are compared with the FEAcalculations. In this way, we can ensurethat our simulation models become moreprecise with every step.

Leakage testThe leakage test determines the sealingtightness of the overall system. In addi-tion to the gasket, particular attention isgiven to other sealing elements, suchas injection nozzle seals and the lead-throughs for electronic contacts.

For this test, the cylinder head covermodule is mounted on a perfectly flatmetal plate. The sealing gap of thegasket is measured, and a defined in-ternal pressure is applied to the covermodule at room temperature.

After a specified time, the leakage ratecan be calculated from the differencebetween reference pressure and pres-sure loss, and the precise location ofthe leak is determined. According to thecorresponding technical and customer-specific demands, this is the measureof the module’s sealing tightness.

First, pressure-sensitive Fuji film reveals the pressure distribution of the cylinder head cover gasket. The intensity of the

color is a measure of the projected sealing tightness of the overall system of cylinder head, gasket, connecting elements,

and cylinder head cover module.

Leakage test: Every cylinder head cover module is tested for sealing tightness. Apart

from the gasket, other sealing elements such as injection nozzle seals and spark plugs

are examined.

RPM1) = REINZ testing method

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Dynamic testDuring simulation on the shaker, cylinderhead cover modules are cycled througha defined frequency range using variousacceleration rates with peak valuesup to 90 g. Dynamic tests are carriedout at different temperatures between-40° C (-40° F) and customer-specificmaximum temperatures. Sealing gap,leakage rate, and the resulting pressurevalues are also measured before andafter the test run. In addition, the covermodule and its attachments are exam-ined for cracks and breaks.

Compared with virtual simulation, theresponse generally shows only slightdeviations. Data gathered from the testruns is fed back directly to the simulationprograms. Dynamic tests offer furtherpossibilities to simulate real operatingconditions by shaking the cylinder headtogether with the mounted cylinder headcover module.

1,6

1,2

0,8

0,4

0

After 0 daysAfter 3 daysAfter 16 daysMeasurement pointat screw locationMeasurement pointbetween screws

Seal

ing

gap

chan

ge [m

m] 19

18

17

16

15

14

13

1211 10

9

8

7

6

5

4

321

Car wash test according to RPM 5631)

For a cylinder head cover module,considerable tensions can arise fromsudden drops in temperature, due tothe different expansion coefficients ofthe materials used. The possible con-sequences include reduced sealingforces, leakages, or even hairline cracksin the plastic. The car wash test pro-vides certainty – and safety. After thecylinder head cover module has beenheated in a climatic chamber, it is sub-merged in a bath of cold water underdefined conditions. The testing proced-ure corresponds to that of the leakagetest.

Heat aging testIn normal operation, cylinder head covermodules are subjected to continuoustemperature changes that alter theproperties of plastics. During the heat-aging test, our modules prove theirstability. Usually, due to module setting,the sealing forces are increased in thevicinity of the bolts and decreased be-tween the bolts. Using specific holdingtimes and temperatures, the sealinggap and leakage rate are measured atspecified intervals.

Sealing gap behavior under temperature influence: The heat aging test reveals setting of the cylinder

head cover module. Clearly visible is the reduced sealing gap in the vicinity of the bolts and the critical

areas between the bolts.

Comparison of experiment and simulation: Response behavior of a cover module during the dynamic test.

TestFE analysis

~ 400 Hz

~ 800 - 1000 Hz

~ 1610 Hz

Frequency [Hz]100 1000 10000

10

5

0

-5

-10

15

-15

Tran

smis

sibi

lity

ratio

[dB

Ref:

1]

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¬ Venting valve, injectors – Deter-mination of the pull out force.

¬ Oil filler cap – The assembly, locking,and releasing torques are measured before and after heat aging and a car wash test.

Real tests provide final certaintyVICTOR REINZ can carry out additionalloading tests under real operatingconditions using original engines andcylinder head cover modules on ourengine test benchs. Here, our cylinderhead cover modules are subjected toyears of material stress within a fewweeks. All actual test runs for cylinderhead covers are decided in consultationwith our customers.

Synergy effects during testingThe comprehensive range of testingand simulation equipment available atVICTOR REINZ is the result of synergybetween testing of head gaskets, sec-ondary sealing systems, and shieldingsystems. We use the same equipmentand benefit from the expertise of allthe engine experts at VICTOR REINZ.

Transport testAt VICTOR REINZ we test from start tofinish. In addition to the dynamic andshaker tests – and depending on theattachments for the cylinder head covermodule – we carry out a transport testupon request. A complete pre-assembledcylinder head cover module packed inthe original transport system is vibratedon the shaker for several hours at nega-tive temperatures. This helps make surethat all seals, bolts, decoupling elements,or other attachments stay in place duringtransport for smooth operations at theassembly line.

Stability testsNormally, a cylinder head cover moduleconsists of numerous components thatare injected, pressed, or plugged intothe module. Various tests ensure the highstability of all components, as well asdurability of the entire module, including:¬ Inserts – The pull out and back out

forces plus a possible bolt fracture (break out) are established when new,and after heat aging in the climatic chamber.

Systematic safety: With the transport test we guarantee

consistent quality up to the assembly line.

From icy cold to burning hot: The thermal shock test at

-30 °C (-22° F) causes engine and cylinder head cover

module to age several years within hours.

Manufacturing process for a cylinder head cover module of thermosetting plastic: Injection and injection/compression molding, deflashing, cooling, insert assembly, gasket assembly, baffle assembly (oil separator),

bolt insertion, sealing tightness check, laser inscription, final inspection, and packaging.

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Manufacturing: A decisionwith consequences

The VICTOR REINZ injection and injec-tion/compression molding processWith VICTOR REINZ, you can choosebetween thermoplastic and thermoset-ting plastic to select the material thatbest meets your demands for a newcylinder head cover module. Our manu-facturing methods feature the latesttechnical developments – regardlessof the material you choose. The VICTORREINZ injection molding process com-bines a high level of integration andsimple tooling technology with shortcycle times. Our injection and injection/compression molding processes aremore suitable for cylinder head covermodules with high flexural strength,minimum creep, and tight tolerances.Both methods are suitable for proces-sing thermoplastics as well as thermo-setting plastics.

Intelligent manufacturing proceduresInnovative manufacturing proceduresoften result from a need for cost-effi-ciency. VICTOR REINZ manufactures allcylinder head cover modules using in-house facilities. At present, our site inGermany is the largest and most modernprocessing plant for thermosettingplastics in Europe.

Regardless of location, our manufactur-ing procedures and technologies arestate-of-the-art and in accordance withinternational quality and ecologicalstandards. This ensures that the eco-nomic advantages offered by our manu-facturing technologies are maintainedfor the benefit of all our customers.

Short cycle times with the injection molding process for thermoplastics.

Utmost precision with injection and injection/compression molding

of thermosetting plastics.

Practically all manufacturing proceduresat VICTOR REINZ are automated androbot-controlled. Our production lineshave a modular layout with clearlystructured manufacturing cells, whichincreases overall productivity and allowsus to offer an attractive price/performanceratio. This structure also permits us toinstall a new production line on shortnotice in any of our sites worldwide.

VICTOR REINZ is also paving the wayin tooling technology. Due to quantity-related tooling concepts, only the trulynecessary costs are incurred, which isespecially beneficial for small runs.

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Highly automated production lines minimize time and cost.

Logistics and packaging:Custom-designed foryour line

VICTOR REINZ delivers cylinder headcovers packed and ready for installationdirectly to your assembly line, thussimplifying your logistics.

We also design packaging to maximizeeconomic, ecological, and logistic as-pects. To ensure that »just-in-sequence«really means quality all the way to theassembly line, we employ logistictracking systems such as DLL, CMMS3,and eCAP.

Our technical expertise and best qual-ity practices would be in vain if thelast link in the chain was not as strongas the preceding ones. And we do allthat for one simple reason: to go aboveand beyond the expectations and re-quirements of our customers. That’swhy every day at VICTOR REINZ westrive to turn satisfied customers intodelighted ones.

Quality assurance:Beyond the standards

We create higher production reliabilityand efficiency for rational zero-errorproduction through an intelligent qualitymanagement process called »SystematicQuality«. VICTOR REINZ is certified withthe latest issue (2002) of ISO/TS 16949,which is accepted by all automobilemanufacturers worldwide. We also complywith DIN EN ISO 14001 for the use ofenvironmentally compatible technologies.

Obviously, these standards and officialcertificates have high practical signifi-cance, but our internal approach to prod-uct quality and environmental aspectsis equally important. Our employeesare truly committed to maintaining thestrong relationships and high level ofconfidence we’ve developed with ourcustomers over the years. It’s somethingthat can’t be easily measured, but thebenefits are invaluable.

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Worldwide product availability: Wherever your facility is located, you’ll find us close by.

Put us to the test

¬ Single-source responsibility frombeginning to end

¬ State-of-the-art development andprototyping tools

¬ Worldwide access to services¬ Coordination through the Compe-

tence Center R & D in Germany¬ Systematic quality assurance from

production at VICTOR REINZ up thecustomer’s assembly line

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One cylinder head cover

module, multiple tasks:

Modern cylinder head

cover modules not only

protect against moisture

or dust, and control pres-

sures, they also guide oil

vapors back to where

they belong – and look

good while doing the job.

»All in one«: Focused performanceand high functionalityAt first glance, the basic function of acylinder head cover module is simple:Seal the cylinder head against oil leaksand emissions such as moisture or dust.As a global leader in sealing, achievingthis task is easy.

But today’s engines require ever-greaterfunctionality. This includes pressurecontrol, oil separation, engine electronics,and air filtering. The integration conceptfor modern engine design can be ex-tended freely and into practically anydirection.

In addition, application-specific require-ments such as the use of differentelectronic injection systems for dieselengines or additional ignition coils forgasoline engines create even morechallenges for cylinder head covermodules. Cylinder head cover modulesfrom VICTOR REINZ are designed toanswer all these challenges.

BEAUTY IN THE HEART OF A BEAST

A cylinder head cover module must dofar more than combine sealing with afew other functions. For example, un-affected by ambient temperatures up to150° C (302° F), it must also withstandcontact with partially aggressive media.Simultaneously, the cylinder head coveris expected to absorb sound withoutgenerating any noise of its own at thevehicle’s typical operating frequencies.This requires a combination of complex,sometimes contradictory properties, suchas blending pleasing design, thermalresistance, and reliable sound absorption.The result is a highly stressed compon-ent that combines numerous functions– and is also expected to look good.

Engine compartments: More complex than ever

Sealing against oil leaks.

Protection from moisture and dust.

Oil separation.

Pressure control.

Sound absorption.

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More function, higher

integration, wider varia-

tion – actively shaped

progress with cylinder

head cover modules

from VICTOR REINZ.

Functional demands for cylinder head cover modules

¬ Sealing the cylinder head againstoil leaks

¬ Sealing the cylinder head against emissions such as moisture(corrosion prevention) and dust

¬ Pressure control¬ Oil separation¬ Good sound absorption properties,

or noise, vibration, and harshness (NVH)

¬ Temperature resistance¬ Good adaptability to surrounding

component shapes¬ Lightweight construction¬ Attachment of additional parts¬ Reliable operation throughout the

vehicle's lifespan

WHY YOU SHOULD PLAY IT SAFE

A growing number of automotive manu-facturers are placing their trust inVICTOR REINZ cylinder head covermodules. In addition to meeting all ofthe above demands, our cylinder headcovers are so reliable that they performtheir tasks throughout the vehicle’slifespan.

For our customers, this makes the selec-tion of a suitable cylinder head coverconcept a simple matter.

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THE FUTURE BELONGS TO PLASTICS

Because cylinder head covers have beenaround nearly as long as automobiles,many new materials and concepts havebeen developed for them. Today, thereis a confusing diversity. VICTOR REINZoffers two cylinder head cover conceptsbased on thermoplastics and thermo-setting plastics. With outstanding mater-ial and processing properties, as well asthe efficient and economic integrationof additional components and functions,these two options greatly simplify yourchoice. We strongly believe that thefuture belongs to plastics.

If need be, VICTOR REINZ also has thecapabilities to develop and manufactureother concepts with selected businesspartners, including cylinder head covermodules of aluminum or magnesium.But the simple fact is, the two basicVICTOR REINZ concepts are not onlyadequate, they are far superior to allcompetitive solutions.

MANY ADVANTAGES OVER METAL

Plastic cylinder head cover modulesreduce weight. Molding flexibility per-mits designs that deliver outstandingsound-absorption properties. Plasticsenable cylinder head cover modules to

be manufactured simply, cost-effectively,and quickly. Time-consuming machiningsteps such as turning, milling, and drillingare eliminated because injection-moldedplastic cylinder head cover modulescome out of the machine in their finalshape and finish.

What’s more, plastic reduces processingand logistics costs because the granu-lated raw material is easily transportedand stored. Once the mold has beenmade, manufacturing of cylinder headcover modules can be started quicklyand without hitches anywhere in theworld.

NOT ALL PLASTICS ARE CREATED EQUAL

By no means are all plastic cylinderhead cover modules on the market thesame or even comparable. The advan-tages offered by plastics must be basedon a solid technical foundation. Cylinderhead cover modules and their com-ponents must withstand accelerationsup to 90 g, resist temperatures between-40° C (-40° F) and 150° C (302° F)and remain fully functional during theengine’s entire life.

VICTOR REINZ is your guarantee forthat level of quality and performance.

Two solutions for any challenge

The major advantagesof plastics at a glance

¬ Implementation of complexshapes

¬ Economic joining options¬ Cost-effective manufacturing

and assembly¬ Cost-optimized integration of

multiple functions¬ Weight reduction¬ Improved sound absorption¬ Simple logistics through flexible

choice of manufacturing location

Ready for your next successful series.

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TWO CHOICES: ONE GREAT RESULT

Thermoplastic or thermosetting plastic?An excellent choice is: Both. A manufac-turer who settles for just one type runsthe risk of shortchanging the finishedproduct. VICTOR REINZ can give unbiasedadvice, because at present we are theonly manufacturer with in-house produc-tion capabilities that allow you to choose– and we will help you make that choicebased on your requirements and budget.

The following pages illustrate whichconcept seems to be more suitable fordifferent applications. In practice, how-ever, consulting with a VICTOR REINZapplications engineer is highly recom-mended!

WHICH CONCEPT IS RIGHT?

The following table surveys severaldecision-making criteria. Numerousmarginal conditions including the

assembly situation or functional specifi-cations must also be taken into accountwhen determining the optimum system.

Discussing your needs with your VICTORREINZ consultant will clarify the issue.

Quick survey: Specific advantages of

thermoplastics and thermosetting plastics.

Thermoplastic Thermosetting plastic

Function

Strength/stiffness + 0

Elongation at break ++ 0

Dimensional stability 0 ++

Setting/creep behaviour 0 ++

Damping behaviour + 0

Metal bonding 0 +

Temperature resistance (short and long-term) + ++

Media resistance (engine fluids) + +

Lightweight construction + 0

Recyclability + 0

Processing

Freedom of design/shaping ++ 0

Tolerances 0 +

Shrinkage/distortion 0 ++

Connecting and joining techniques

Bolts (self-tapping) + +

Clipping + -

Bonding 0 +

Welding + --

Finishing techniques

Colouring the raw material + 0

Lacquering + +

Economy

Series production ++ ++

Small runs ++ +

Technical thermoplastics: A simple way to make

automotive visions come true.

Purposeful modification of chemical and mechanical

properties. Basic polymer research.

Surveys show technical thermoplastics are the outstanding material for standard

applications in cylinder head cover modules.

¬ 20

A MATERIAL MAKES VISIONS COME TRUE

Due to numerous advantages in proces-sing and application, plastics are findingincreasing use in areas of the auto-motive industry that were inconceivablejust a few years ago. The developmentof plastics into a high-performancematerial has made applications in theengine compartment possible at am-bient temperatures up to 150 °C (302° F)(and considerably higher short-termpeak temperatures). An important role inthis evolution was played by technicalthermoplastics, as recipes were continu-ously improved to obtain the necessaryhigh performance properties. An idealmaterial for our innovative cylinder headcover modules, it permits virtually anyvision to be shaped in plastics.

SUCCESS RECIPE NO. 1: TECHNICAL THERMOPLASTICS

In order to use thermoplastics for appli-cations in the engine compartment,their initial monomeric structure is trans-formed into a polymeric structure. Byadmixing various chemical substances,partially crystalline thermoplastics arecreated, and their chemical, mechanical,and thermal properties can be individu-ally modified. These technical thermo-plastics make it possible to vary fluidityand processing speed during injectionmolding. In turn, this allows precisecustomization of subsequent dynamicstrength, warping tendency, and mediaresistance of cylinder head cover mod-ules. An industrial chemist’s skills arerequired to determine the right balancefrom the wide range of different prop-erties. In this way, technical thermo-plastic is transformed into the requiredmaterial for high-performance cylinderhead cover modules – polymer bypolymer.

Glass-fiber contentBy increasing the content of glass fiberor other filler/reinforcing material, tensilestrength, stiffness, and temperatureresistance can be improved. This alsoreduces the tendency toward brittle-ness and thermal expansion.

Mineral fillingTargeted admixture of minerals reducesthe anisotropy of individual properties.This results in a considerably improvedwarping behavior and better dimensionalstability.

AdditivesAdditives are beneficial in areas otherthan fuel. In technical thermoplastics,they can provide better heat stabiliza-tion for optimum thermal properties.

TECHNICAL THERMOPLASTICS: MADE FOR INNOVATION

Unlike conventional materials like alu-minum or magnesium, technical thermo-plastics invite creativity and innovationin terms of processing, design, andmaterial properties. This makes themideal for nearly all standard cylinderhead cover module applications.

Innovation potentialIn addition to new material recipes, thewide range of potential injection-moldingprocedures for technical thermo-plasticsopens up exciting new possibilities.These include single and multi-componentinjection molding using different materialcombinations, assembly injection mold-ing, or various jointing methods usingfriction welding or laser welding.

Technical thermoplastic: The classic material

8

6

4

2

0

Thermoplastic

Aluminium

MagnesiumInnovation

Freedomof design

Integrationpossibilities

Weight Development costs

Development time

Precision

Costs

NVH10

Granulate: The raw material for cylinder head cover

modules made of technical thermoplastic.

300

250

200

150

100

50

350

0

Tem

pera

ture

[°C]

ThermoplasticsPA66 PSU PEI PES PPS PAI LCP FP PEEK

Permanent (5000 h)Short-time (a few hours)

200

150

100

50

250

30

Tens

ile s

treng

th [

N/m

m2 ]

PA66 PA66GF25

PA66GF35

PA66GF50

PA66-GF25oil-resistant

PA66M40

POMhomo

POMCopo

POM-GF25Copo

On delivery2 days

10 days21 days

Optimum thermal properties through innovative material mix.

Additives lead to better heat stabilization and higher operating temperatures.

Optimized glass-fiber content ensures high tensile strength after fuel storage.

¬ 21

Development time and costsDevelopment time has a direct influenceon development costs. Thanks to esta-blished processing methods, both timeand cost remain within manageable limitsfor technical thermoplastics. Below theline, it is attractively priced when com-pared to aluminum or magnesium.

Manufacturing precisionModern technologies permit technicalthermoplastics to be manufactured withthe required dimensional accuracy andtight tolerances are achievable. For ex-ample, by changing the injection mold’stopography, camber of the cylinder headcover’s gasket groove can be correctedprecisely.

Reduced weightAnother highlight of technical thermo-plastics is that no other material canprovide the same combination of light-weight construction and strength. Forexample, stiffening ribs at specific pointspermits wall thickness to be decreased– thus reducing the overall weight of thecylinder head cover module.

NVH characteristicsIn spite of their extremely lightweightconstruction, our cylinder head covermodules remain quiet – even at vibra-tion frequencies that would excludeother materials. Although acoustic be-

havior usually improves with increasedweight, lighter construction and out-standing acoustic properties are alwayspossible with technical thermoplastics.

Integration possibilitiesOne of the most significant properties oftechnical thermoplastics is their poten-tial for integrating additional functionsinto a cylinder head cover module simplyand easily. No other materials offersmore possibilities. For example, a com-plete oil separator system can be in-corporated into the cylinder head covermodule in a single manufacturing step.In comparison, aluminum or magnesiumrequire complex threaded fastenings,and fitting additional components suchas seals.

Freedom of designNow more than ever, space in the enginecompartment is at a premium, and tech-nical thermoplastics offer more freedomof design. Say a cylinder head covermodule had to be designed around theintake manifold or some other compo-nent: In this situation, the processingtechniques for technical thermoplasticsnot only permit complex shapes to bemolded, they also allow an appealingdesign and a perfect surface finish.

Raw material costsWithout a doubt, plastics are superiorin value to alternative materials suchas aluminum or magnesium. They willremain so in the foreseeable future asa basic requirement for cost-effectivecylinder head cover modules.

Criteria in favor of thermoplastics

¬ Small to large batches¬ Medium temperature levels¬ High demands on flexibility

¬ 22

ALTERNATIVE FOR TECHNICAL THERMOPLASTIC

For cylinder head cover modules designedto operate at temperatures with briefpeak values of 200° C (392° F) andabove, two options exist. The first isvery expensive high-performance thermo-plastics. The second is thermosettingplastics. Not only are they considerablycheaper, thermosetting plastics exhibitvery stable mechanical and chemical/physical properties over the entiretemperature range. Additionally, thermo-sets are non-flammable, making thema smart alternative when things startgetting hot in the engine compartment.

SUCCESS RECIPE NO. 2:THERMOSETTING PLASTICS

As opposed to the predominant, highintermolecular forces found in partiallycrystalline technical thermoplastics,thermosetting plastics have a closelymeshed, chemically bonded structure.This gives the material a considerablyhigher dimensional stability from thestart.

Other advantages of this structure arereduced swelling and a lower creeptendency under mechanical loading.

Suitable adaptation of the recipe en-ables the properties of thermosettingplastic to be changed. The parametersfor individual processing steps canalso be adjusted, including:¬ Temperature-resistance¬ Media-resistance, especially for oils,

fuels, and their additives¬ Electrical stabilization¬ Electrical breakdown

Close cooperation with our suppliersensures that our thermoset plasticcylinder head cover modules alwaysrepresent an optimum combination ofquality, strength, and durability.

THERMOSETTING PLASTIC: IDEAL FOR DIFFICULT AMBIENT CONDITIONS

Thermoset is ideal for applications wheretechnical thermoplastics approachtheir limits and plastic materials stillhave a decided advantage over conven-tional materials like aluminum or mag-nesium.

Innovation potential Thermoset is well established in plasticsprocessing, and its potential is far frombeing exhausted. By introducing steppedwall thicknesses in the design and

Thermosetting plastic:It depends on what you make of it!

Through close cooperation with our material suppliers, we

can make maximum use of the design freedom offered by

thermosetting plastic.

All properties at a glance: Thermosetting plastics are the perfect choice if the material is

to be used in unfavorable temperature conditions.

Thermosetting plastics: Combining quality, strength, and

durability.

8

6

4

2

0

Thermoset

Aluminium

Magnesium

Innovation

Freedomof design

Integrationpossibilities

Weight Development costs

Development time

Precision

Costs

NVH10

¬ 23

manufacture of cylinder head covermodules, a new world of possibilitieshas opened up. Savings in materialand costs can be realized, withoutlimiting the module’s strength or sound-absorption properties.

Integration possibilitiesToday, new approaches in design andproduction permit numerous functionalelements, such as a complete oil separ-ator system, to be incorporated intothe cylinder head cover module in asingle manufacturing step. (Our rule ofthumb: Not everything can be done,but a lot is possible.)

Freedom of designIn principle, thermoset offers the samepossibilities as thermoplastic, includingcomplex geometries, appealing designs,and more. The advantage of thermosetover all other plastics is a high-quality,attractive surface for cylinder head covermodules, without the need for any furtherfinishes.

Raw material costsHere’s a big advantage for thermosettingplastic: No other raw material is asinexpensive for producing state-of-the-art cylinder head cover modules. Lowercost for raw materials is an advantageshared by all plastics when compared

to metals and alloys such as aluminumor magnesium.

Development time and costsIn contrast to technical thermoplastics,the development costs of thermoset aresignificantly lower due to less complexdesigns and simpler manufacturing.Combined with the lower costs for rawmaterials, cylinder head cover modulesof thermoset frequently offer a doubleadvantage.

Reduced weightAlthough cylinder head covers of thermo-setting plastic are slightly heavier thancomparable modules of technical thermo-plastic, they are still considerably lighterthan those constructed of aluminumor magnesium. Once more, the weightadvantage lies with plastics.

NVH characteristicsLightweight construction and excellentacoustic properties are not contradictorywith thermosets. Although they arelighter, cylinder head cover modulesmade of thermosetting plastic remainquiet even with a noticeable increaseof vibrations in the engine compartmentand drive train.

As shown by the E-modulus: High mechanical stiffness and low temperature-dependency are properties

in favor of thermosetting plastics.

Criteria in favor of thermosets

¬ Large batches¬ Constant high temperature levels¬ High dimensional stability

90

80

70

60

50

40

100

30

E-m

odul

es [%

]

PA66- GF50PPA - GF33Thermoset

Temperature [°C]25 50 75 100 125

8

7

6

5

4

3

2

1

9

0

Cree

p m

odul

us [1

000

MPa

]

Time [h]0,1 1 10 100 1000 10000

Thermosetting plasticThermoplastic

Thermosetting plastic advantage: minimum creep behavior.

¬ 24

THE PROBLEM

During operation of every internal com-bustion engine, slight amounts of thefuel/air mixture and exhaust gases flowdown between the pistons and cylinderwalls, past the piston rings. This blow-bygas – which is contaminated by fine oilmist and remnants of fuel, water vapor,and soot particles – initially collects inthe crankcase.

Blow-by amounts in automobile enginescan reach 100 l/min. In truck engines,they can be 360 l/min or more. This canadd up to 1 or 2% of gas circulationduring combustion. For technical reasons,the crankcase must be ventilated. At thesame time, there must be a permanentslight negative pressure in the cylinderhead cover module and crankcase, sothe gas is not permitted to escapedirectly to atmosphere. This is not onlydictated by law, but also by economicand ecological considerations. The blow-by gas is disposed of by recirculating itto the engine’s intake air. However, itmust be cleaned first, as thoroughly aspossible, by means of a high-perform-ance oil separator system. There arethree important considerations in thisprocess:

1.) Combustion residues, including thosedeposited in the channels of theintake manifold or in ancillaries

such as the turbocharger, dieselparticle filter, intercooler, or airflowsensor.

2.) The oil in the blow-by gas, whichmust not be removed from theengine’s lubrication system. Thisprevents the oil level from fallingtoo low between the regular ins-pections, especially with »long-life«service intervals.

3.) Tougher legislation on exhaustemissions is requiring new solutions.The use of new particle filters fordiesel engines in particular is helpingto reduce the filter regeneration time.

It’s clear that investments made byVICTOR REINZ in the development andintegration of highly effective oil separ-ator systems into cylinder head covermodules are worthwhile – for theenvironment and for the engine’s effi-ciency and service life.

SAME COST, BETTER QUALITY

It’s a fact that the prices for oil separ-ator systems integrated into cylinderhead cover modules are all prettymuch the same. There’s a wide rangeof different concepts too, to makematters more confusing. So, how doyou choose?

At VICTOR REINZ, there is a difference.

Our choice of four oil separator conceptsoffers individual and flexible solutionsfor coarse and fine separation – andthey all have been proven to deliverthe highest oil separation efficiency.The choice is simple, really. Why spendthe same amount of money for inferiorperformance?

NEW EVALUATION AND SIMULATION METHODS

If you want to integrate a high-per-formance oil separator system into acylinder head cover module, you need toknow the oil particle sizes, oil content,negative pressure requirements in thecrankcase and in the intake manifold,and the amounts of gas involved.

To start with, we collect the necessarydata utilizing sophisticated measurementequipment, fine filters, and particle sizedetermination. Next, advanced simulationtechniques help us obtain an overall viewof the problems involved before testingany prototypes.

Every application has different peripheralconditions, so each oil separator systemmust be adapted to its particular engineand environment. Among other factors,the blow-by amount depends on enginespeed and load conditions. To obtain thebest oil separation results under all

Oil separation: Preventing an oil crisis

3-fold problem: Deposits, high oil consumption, and emissions due to blow-by.

Blow-by mapTotal oil quantity inthe blow-by path

Optical particlecounter

Particle size anddistribution up-stream of theseparator (raw gas)

/

(optimized)efficiency curveof the separator

X

Particle size anddistributiondownstream theoptimized separator(clean gas)

Engine test bench

Aerosol test bench

Volume distributiondownstream separator

Volume distributionupstream of separator

CFD + prototype-supportedoptimization cycle

smallparticles

largeparticles

Valve coverwith separator

¬ 25

types. The computer-aided drafting(CAD) data of the separator systemserves as raw input data for CFDcalculations, which are based on FEA.The CFD calculation of an oil separatorsystem permits visualization of thepressure loss (Δp), the oil particlepaths in the separator, and an estimateof the separation of defined particlesize. Furthermore, by visualizing deadspaces and local turbulences, thismethod supplies indicators for the firstoptimization of the oil separator con-cept or its design.

X50 procedure (engine map-based oilseparator design)Another popular standard procedureis engine map-based separator design.This procedure employs calculationsbased on the engine’s speed/load mapinvolving the pressures and X50 values.The X50 values are characteristicvalues for the degree of oil separation,such as the performance (efficiency)of an oil separator. From the entirespectrum of oil particles containedin the blow-by gas, the X50 valuedefines those particle sizes of which50% are removed by the separator.

Principle of the X50 procedure: Step-by-step to an optimized oil separator system.

circumstances, VICTOR REINZ has de-veloped our own procedures in whichvarious evaluation and simulationmethods are applied to deliver the bestpossible solution for every situation.

Computer fluid dynamics (CFD)flow simulationsFlow can be simulated by means ofCFD. Following the first layout of theoil separator system, a CFD analysishelps to acquire detailed informationabout the separator’s performance. Thisfast, cost-effective procedure elimina-tes the need to build expensive proto-

¬ 26

Starting values for an engine map-baseddesign of an oil separator are the mapfor volume flow (blow-by gas) and themap for the negative intake manifoldpressure. Both are characteristic forevery combustion engine. The experi-mentally based calculation procedureallows very precise initial design andoptimization of different oil separatorconcepts and designs even before a firstprototype is built. This permits differentoil separator systems to be optimizedmuch more quickly, with a drasticreduction in development time. The aimof the procedure is to keep the oilseparator’s specific efficiency curve asclose as possible to the range of thesmallest particle sizes for optimumseparator performance.

Measurement procedures andresulting valuesIn the first step on the engine testbench, the 3D blow-by gas map showsthe amount of blow-by gas based onengine speed and load. This is accom-plished by using fine filters to removethe oil contained in the blow-by gas andweighing the oil to calculate the amount.

CFD calculation of a labyrinth separator: Clearly visible is the pressure loss (Δp) across the separator.

Special feature: The X50 procedure used by VICTOR REINZ permits the optimum balance between specified

pressure loss and maximum performance of the oil separator system to be determined significantly faster

and more easily than ever before.

¬ 27

Establishing the efficiency curveIn the second step, the particle distrib-ution (particle spectrum) establishedon the engine test bench is simulatedby means of an artificial oil mist on theaerosol test bench. With the help of afunctional sample produced by rapidprototyping, the separator’s efficiencycurve is determined from the ratio ofraw gas (upstream of the separator)and clean gas (downstream the separ-ator). At the same time, the pressurelosses across the oil separator systemare measured.

Determining the X50 valueAlong with the aerosol test benchmeasurements, the engine map-baseddesign now enables an optimum balance

between specified pressure loss andmaximum separator system perfor-mance to be determined quickly andeasily. With this method, the preciseX50 value can be established for everyload condition of the engine togetherwith the associated characteristic blow-by volume flow, thereby permitting theoil separator behavior to be describedprecisely.

Validation on the engine test benchIn addition to other evaluations, thesystem can also be validated on theengine test bench. Using a prototypeof the cylinder head cover module withintegrated oil separator built accordingto the optimized engine map baseddesign, the customer-specific perfor-mance of the separator system is veri-fied. Typical results of this test runwould reveal the remaining oil quantity(measured in g/h), assurance of thespecified oil pull through prevention,and proof that the maximum permittedcrankcase pressure is not exceeded.

Specific efficiency curves of different oil separator systems with exemplary X50 values.

Measuring the efficiency of the installed

oil separator system.

Oil particle diameter [μm]0,25 1 2,6 3,7 6,2 10

90

80

70

60

50

40

30

20

10

100

0

Sepa

ratio

n va

lue η

[%]

X50

ηA > ηB > ηC

Separator ASeparator BSeparator C

The key to an optimum separator system: The characteristic X50 map of

an oil separator system.

���

μ

Measurement of blow-by map, oil quantity,

and size distribution of the oil particles.

An optical particle counter allowsmeasurement of the characteristic par-ticle spectrum. For this, the volumetricdistribution of oil particles ahead of theseparator (raw gas) is measured. Withinthe size range of 0.2 μm up to 12 μm,the number of different sized oil par-ticles is determined – and thus the sizedistribution ahead of the oil separatorsystem.

In this way, the typical characteristicof an combustion engine is established,in terms of blow-by gas quantity andthe size distribution of suspended oilparticles. Now it is possible to reachfurther conclusions about the enginecharacteristics and make a preselec-tion for an optimum oil separator system.

Labyrinth separator

Volumetric separator

Multi-cyclone

Multitwister™

Four are enough: Labyrinth, volumetric,

multi-cyclone, and Multitwister™.

¬ 28

THE SAFE WAY OUT

When selecting a suitable oil separatorsystem, the general conditions are asvaried as the choice of different con-cepts. With VICTOR REINZ, the choiceis made simple. We focus on the mostimportant factors – best performanceand efficiency. Viewed in this light, thenumber of proven separator conceptsbecomes very limited.

FOUR CONCEPTS COVER ALL NEEDS

VICTOR REINZ relies on four establishedoil separator concepts, ranging fromsimple inertial or impact separation tocomplex centrifugal separation, as listedbelow:¬ Volumetric separator¬ Labyrinth separator¬ Multi-cyclone¬ Multitwister™

INDIVIDUAL AND FLEXIBLE COMBINATION

VICTOR REINZ oil separator systemscan be used singly or in combinationwith each other. To ensure maximumperformance and efficiency, systemsconsisting of coarse and fine separatorsare recommended. The final decisionabout which oil separator or combina-tion is used depends on the operatingconditions, including:¬ Engine type¬ Negative intake pressure¬ Pressure loss¬ Crankcase pressure, and¬ Available space in the cylinder head

cover module

Depending on design and operatingconditions, volumetric and labyrinthseparators can be used as coarse pre-separators, while multi-cyclones areused primarily as fine separators.Based on the design, our Multitwister™can be used as a coarse or fine separ-ator.

ADVANTAGE OF PLASTICS

One valuable feature is shared by allour oil separator systems: The advan-tages offered by plastics compared toother materials for cylinder head covers.Plastics allow unusual freedom of designand separator layout and the separatorcan be integrated into the cylinder headcover in a single step during injectionmolding. Plastic is clearly a simpler andmore cost-effective option than cylinderhead cover modules of aluminium ormagnesium – in which the oil separatorsystem must be installed in several pro-cessing steps. And that’s another reasonto choose thermoplastics and thermo-setting plastics from VICTOR REINZ.

LOW-COST SOLUTION: THE VOLUMETRIC SEPARATOR

Volumetric separators are based on theprinciple of inertial precipitation andare normally used as coarse separators.Due to the separation principle, oilparticles of approximately 8 μm andabove are removable. A volumetricseparator requires a relatively largeamount of space, but it simultaneouslyserves as a pulsation damping volumesince pulsations arise both in thecrankcase and the intake manifold.

Comparison of our oil separator concepts:How they work, how they perform

¬ 29

Crankcase pulsations are produced bythe oscillating movement of the pistonsin the cylinders. In the intake manifold,pulsations arise in the flow of intake airdue to the cyclic opening and closingof the inlet valves to admit air to thecombustion chambers. In both cases, thepulsation amplitudes and frequenciesdepend on engine speed and load con-dition.

Volumetric separators help to createcrankcase venting flow that’s far moreuniform. This significantly improves theperformance of the subsequent oil separ-ator, independently of engine speed orload condition. If sufficient space isavailable, the volumetric separator canbe easily integrated into every cylinderhead cover module, making it a verycost-effective solution.

SIMPLE BUT EFFECTIVE: THE LABYRINTH SEPARATOR

Labyrinth separators are based on theimpact principle. They are used mainlyfor coarse separation, but they also serveas fine separators in special applica-tions. Due to the reduced cross-sectionin the area of the lamellae, the oil par-ticles entrained in the blow-by gas arefirst accelerated and then deflectedbefore they impinge on the lamellaeand are precipitated. This works for oilparticles of about 6 μm and larger.

Like the volumetric separator, the laby-rinth separator can serve as a pulsationdamping space. Separation performanceis scalable by varying the number, shape,arrangement, and angle of the lamellae.

Volumetric separator with dual function:

Oil separation and pulsation damping space.

Labyrinth separator: Optimization through number,

shape, arrangement, and angle of the lamellae.

Oil separation down to the μ. Maximum oil separation

with the multi-cyclone.

Optimized pressure curve in the multi-cyclone

by means of CFD.

PEAK PERFORMANCE: THE MULTI-CYCLONE

The multi-cyclone is a special versionof the radial cyclone – its operatingprinciple is based on centrifugal separ-ation. Depending on the manufacturer’sengine demands, two or more radialcyclones are operated in parallel as amulti-cyclone. As they enter the radialcyclone tangentially, the oil particlesare translated into a rotational move-ment. The resulting centrifugal forcesmake them impinge on the outer wallof the cyclone.

Because multi-cyclones are able toseparate oil particles from about 0.6 μmand greater, they are ideally used asfine separators. They can also be com-bined with a volumetric or labyrinthseparator for coarse separation andpulsation damping. Compared to theother separator concepts, the construc-tional complexity of a cyclone is rela-tively high. By varying the cyclone geo-metry, separation performance is scal-able within limits.

¬ 30

SMALL, SMALLER,MULTITWISTER™

The VICTOR REINZ Multitwister™separates oil particles down toapproximately 0.6 μm. It’s an axialcyclone that is based on centrifugalseparation. Depending on the de-mands of the engine manufacturer,two or more axial cyclones are oper-ated in parallel in the Multitwister™.Oil particles enter the Multitwister™axially, as opposed to the radialcyclone, where particles enter tan-gentially.

Upon entry into the Multitwister™,oil particles are transferred into arotational movement and precipi-tated by the turbulence created atthe oppositely directed guide vanes.Gas flow and the separated oil usethe same channels, and the forcedflow prevents the separator frombecoming fouled.

Operation of the Multitwisters™ isindependent of its mounting position.Scaling of separation performance

is easy and flexible, and can beachieved simply by varying thenumber of parallel axial cyclones,their diameters, and the numberand angle of the guide elements.This permits the Multitwister™ tobe used either as a coarse or fineseparator. As a coarse separator,the Multitwister™ can also act asa pulsation damper.

Low cost, space saving, but still extremely efficient.

Multitwister™: The revolution in modern oil separ-

ator concepts.

CFD simulation of a Multitwister™. Simple scalability

by varying the diameter, number, and angle of the

guiding elements.

The Multitwister™ only requiresabout one-third of the space of acomparable multi-cyclone separ-ator, so it’s the perfect solution forminiaturization. Thanks to its sim-ple manufacturing concept andhigh separation efficiency, theMultitwister™ is the most cost-effective, space-saving, and effi-cient oil separator available today.

¬ 31

Volumetric separator Labyrinth separator Multi-cyclone Multitwister™

Principle Inertial separation Impact separation Centrifugal separation Centrifugal separation

Typical particle size ≥ 8 μm ≥ 6 μm ≥ 0,6 μm ≥ 0,6 μm

Scalability 0 + + ++

Space requirement 0 0 + ++

Application area

Coarse separation X X X

Fine separation (X) X X

The comparison shows: Oil separator systems from VICTOR REINZ offer more.

WHICH CONCEPT IS THERIGHT ONE?

The following table surveys severaldecision-making criteria. In practice,numerous marginal conditions, suchas the assembly or functional specifi-cations, must be considered whendetermining the optimum system.Talking with your VICTOR REINZ con-sultant will help clarify the issue.

X50 [μm]0 1 2 3 4 5 6 7 8 9 10

28

24

20

16

12

8

4

32

0

Pres

sure

loss

[mba

r]

Labyrinth

Volumetric/labyrinth

Multi-cyclone 1

Multi-cyclone 2

Cyclone

Multitwister™

Comparison of X50 values for different oil separator concepts.

++ very good + good 0 satisfactory X possible (X) conditionally possible

Oil separator systems:The clean solution from VICTOR REINZ

¬ Highly precise analysis of ambient conditions¬ Exact determination of oil particle sizes, size distribution,

pressure drop, and X50 value by means of the latest analysistechniques and simulation procedures

¬ Representation and implementation of defined oil separatorperformances

¬ Already available today: Progressive oil separator conceptsthat fulfill tomorrow’s emission regulations

AN EAR FOR THE VEHICLE

VICTOR REINZ keeps things quiet. Andit’s quite a challenge, considering thatcylinder head cover modules and thedrive train are major sources of noisein a vehicle. VICTOR REINZ has longbeen involved with improving NVHcharacteristics with engine componentssuch as shielding systems, to ensurethat the engine compartment and vehicleare as quiet as possible.

SOURCE OF NOISE: CYLINDER HEAD COVER MODULE

Cylinder head cover modules are noisesources for two reasons:¬ About 80% of sound emission stems

from mechanical vibration, whichtransmits noise to the cylinder headcover via the cylinder head.

¬ The remaining 20% of sound emissi-on is caused by acoustic excitationin the engine due to ignition noise,bearing play, chain slack, or valvebounce.

Several parameters affect the frequencyand amplitude of noise emission, includ-ing the number of cylinders, two- orfour-stroke operation, the effectivenessof possible balance shafts, and materialsused for the engine block and cylinderhead. The frequencies below 200 Hzare especially important – they corres-

pond approximately to the ignitionfrequency of a 4-cylinder, 4-strokeengine at 6,000 rpm.

In general, only a system capable ofisolating oscillation amplitudes by itselfis able to reduce noise emission effect-ively. The aim of our sound engineersis simple: keep the resonant frequenciesof cylinder head cover modules abovethe engine’s maximum excitation fre-quency of 200 Hz. By maintaining apotentially large separation from theengine’s re-sonant frequencies, thecylinder head cover’s resonance is min-imized, which in turn reduces overallnoise emission.

MAKING NOISE MEASURABLE

Only a system capable of dampingoscillations by itself will be able toreduce noise emission. That’s whyVICTOR REINZ cylinder head covermodules are subjected to correspond-ing tests and evaluations from thedesign stage onwards. The measuresfor good resonant behavior are trans-missibility TR1) and noise emission SPL2).Both values depend on the materialsused (E modulus), their surface weight,the cylinder head cover design, theapplied isolating system, and tem-perature effects. Moreover, reinforcingribs integrated in the cylinder head coverat specific points permit adherence to

the ideal design, while simultaneouslyeliminating the shift of the resonantfrequencies.

Response characteristic TR(transmissibility)To determine the response characteristic(TR), the cylinder head cover module isexcited via the cylinder head, and theamplitude of the noise emission fromthe cylinder head cover is measuredas a function of frequency. This leadsto a logarithmic relationship betweenthe (resultant) cylinder head coveramplitude and the induced amplitude(excitation).

Several procedures are available foroptimum acoustic design and validationof cylinder head cover modules:

1.) FEA calculation: Based on materialdata, and apart from the responsecharacteristic, the noise emissionfor every range can be calculated.By means of structural changes tothe model and selection of corres-ponding materials with specificparameters, the NVH behavior of theplanned component is determinedin advance.

Using modal analysis, the cylinderhead cover’s natural frequenciesare moved outside the exciting fre-quencies to prevent resonance con-ditions.

Isolating and sealing: Keeping things quiet

18

16

14

12

10

8

6

4

2

20

0

Prop

ortio

n of

noi

se [%

]

Air c

lean

er

Cylin

der h

ead

cove

r, le

ft

Cylin

der h

ead

cove

r, rig

ht

Tran

smis

sion

Beau

ty c

over

Inta

ke m

anifo

ld

Air c

ondi

tione

r

Alte

rnat

or

Cran

k da

mpe

r

Oil p

an

Exha

ust,

left

Bloc

k, le

ft

Y-pi

pe

Bloc

k, ri

ght

Exha

ust,

right

Head

, rig

ht

Stee

ring

pum

p

Gear

box

sum

p

Wat

er p

ump

Head

, lef

t

Lärm auf der Spur: Ventilhaubenmodule gehören zu den Hauptgeräuschquellen in Fahrzeugen.

TR 1) = Transmissibility SPL2) = Sound Pressure Level

¬ 32

18

16

14

12

10

8

6

4

2

20

0

Prop

ortio

n of

noi

se [%

]

Air c

lean

er

Cylin

der h

ead

cove

r, le

ft

Cylin

der h

ead

cove

r, rig

ht

Tran

smis

sion

Beau

ty c

over

Inta

ke m

anifo

ld

Air c

ondi

tione

r

Alte

rnat

or

Cran

k da

mpe

r

Oil p

an

Exha

ust,

left

Bloc

k, le

ft

Y-pi

pe

Bloc

k, ri

ght

Exha

ust,

right

Head

, rig

ht

Stee

ring

pum

p

Gear

box

sum

p

Wat

er p

ump

Head

, lef

t

Tracking down noise: Cylinder head cover modules are a major source of noise in vehicles.

2.) Shaker test with a substitute model:The shaker test with a substitutemodel determines the responsecharacteristics and system isolationdue to the isolating element andcylinder head cover gasket. Duringthis test, all of the module’s isolatingcomponents are reduced to a mathe-matical substitute model.

Depending on the number of bolts(n) and mass (m), the cylinder headcover module is represented by ametal disk mdisk = 1/n x mcylinder head cover.Similarly, length (l) of the gasket grooveis reduced to ldisk = 1/n x lcylinder head cover.Using this greatly simplified modelon the shaker, a basic optimizationof the isolating system is possiblefor different designs of cylinderhead cover gasket and isolatingelements, materials, or gap widths.

3.) Shaker test: This test is carried outby exciting the cylinder head with thecylinder head cover module mount-ed. Excitation is measured at themounting bolts, and the responseis detected by sensors fitted to thesurface of the cylinder head covermodule. The acceleration curve ofthe excitation and the resulting re-sponse signals are recorded againsttime and subsequently transposedto the frequency range.In this way, transmission responseand emissions of a real system can

¬ 33

TestFE-analysis

~ 400 Hz

~ 800 - 1000 Hz

~ 1610 Hz

Frequency [Hz]100 1000 10000

10

5

0

-5

-10

15

-15

Tran

smis

sibi

lty [d

B Re

f: 1]

Tests on the engine stand for final confirmation.

FEA-supported modal analysis, taking hotspots into account.

Results of the dynamic test on the shaker and the simulation based on FEA calculations

show good conformity.

be determined in the laboratory. Bymodifying the isolating elements,gasket, and the materials for thecylinder head cover, the influencesand trends can be determined. Theyare then utilized as the basis for anoptimum design of the overall system.

4.) Engine test bench measurement:Response characteristics are meas-ured on the engine test bench under

real conditions. The accelerationcurves are recorded under differentload conditions and at differentspeeds and temperature situations.

5.) Vehicle measurements: Noise emis-sion of real vehicles is measuredon chassis dynamometers by usingmicrophones. Typical measurementsare near-field, engine compartment,and passenger compartment.

5

0

-5

-10

-15

-20

10

-25Tran

smis

sibi

lity

of g

aske

t geo

met

ry [

dB R

e: 1

]

Frequency [Hz]100 1.000 10.000

5

0

-5

-10

-15

-20

10

-25Tran

smis

sibi

lity

of d

ecou

plin

g el

emen

t [d

B Re

: 1]

Frequency [Hz]100 1.000 10.000

Fine tuning in detail: Dependency of response characteristic on the geometry of cylinder head cover gasket and isolating elements, on the elastomer material of the gasket, and on cylinder head cover stiffness.

The example of a cylinder head covermodule with a VICTOR REINZ isolatingsystem shows no significant radiationbehavior in the critical frequency rangearound 200 Hz. From about 250 Hz andhigher the cover module starts to oscil-late more strongly in relation to excita-tion via the cylinder head.

Maximum noise emission occurs at400 Hz. The natural frequencies of themodule are clearly higher (first naturalfrequency at 650 Hz). Compared to non-isolated cylinder head cover modules,

the response characteristic of isolatedsystems is up to 12 dB lower. Theresponse characteristic can be influencedby the following parameters:

¬ Improvement of damping factorsof cylinder head cover gasket andisolating elements, changing thecharacteristic

¬ Change in the geometry of cylinderhead cover gasket and isolatingelements

¬ Modification of the elastomer materialfor the cylinder head cover gasket

¬ Alteration of the cylinder head covermodule’s mass

¬ Change in structural stiffness, e.g., byincluding stiffening ribs

Noise emission SPLSound pressure can be determinedtheoretically with FEA calculations.This permits the noise and vibrationbehavior of cylinder head cover mod-ules to be optimized through suitabledesign and material adaptation evenbefore the first prototypes are built.

¬ 34

15

5

-5

-15

<TR

> A

mpl

itude

[dB

re: 1

]

100 125 160 200 250 315 400 500 630 800 1000 1250 1600 2000 2500 3150 4000 5000 6300Frequency 1/3 octave [Hz]

Subsequentpeaks are

determined bylocal cover

characteristics.

First frequency peak is determined by cover mass,isolating element, and gasket stiffness.

First peakis determinedby rigid bodymovements.

Due to rigid bodymovements, the

output level shouldbe close to zero.

First amplitudepeak is determinedby gasket isolatingand the isolating

element.

High-frequencyresponse is influencedby material isolatingand local stiffnesses.

0

Positive results with optimized response characteristic: Maximum noise emission and natural frequencies of the cylinder head cover module

lie outside the critical frequency range.

5

0

-5

-10

-15

-20

10

-25Tran

smis

sibi

lity

of s

ealin

g m

ater

ial [

dB R

e: 1

]

Frequency [Hz]100 1.000 10.000

High rigidity

Low rigidity

5

0

-5

-10

-15

-20

10

-25Tran

smis

sibi

lity

of c

ylin

der h

ead

cove

r [d

B Re

: 1]

Frequency [Hz]100 1.000 10.000

Cover with low rigidity

Cover with high rigidity

To determine noise emission, the soundpressure level (SPL) is measured withmicrophones or sound intensity metersat defined excitation frequencies. For thistest, both the distance from the cylinderhead cover module and the directionof the noise emission are taken intoaccount. The main conclusions on thenoise and vibration behavior of a cylin-der head cover module are drawn fromthe interrelation between responsecharacteristic TR and sound pressurelevel SPL.

Normally, the excellent damping be-havior of a isolating system reducesthe sound pressure generated by acylinder head cover module. On top ofthat, suitably designed plastic cylinderhead covers generally perform far bet-ter than other materials in terms ofsound emission behavior. In this way,the sound behavior of our cylinder headcover modules can be optimized evenbefore the first prototype is built, andthe design is matched perfectly to thematerials used.

PERFORMANCE IN A NUTSHELL

Increasingly complex and powerfulengines require innovative sealing andisolating concepts for their cylinderhead cover modules. The recent trendtoward components made of magnesiumand other lightweight materials has ledto reduced component stiffness andincreased deformation of the cylinderhead cover module. This must be com-

pensated for by the sealing and isolat-ing system. Similarly, the use of fewermounting bolts and complex componentgeometries increase the demands placedon the sealing and isolating system evenmore.

All sealing and isolating elements fromVICTOR REINZ are matched precisely tomeet each of these demands and providethe best possible safety and functionalityeven under extreme conditions. Featuresinclude:

¬ Optimum sealing, with low surfacepressures

¬ Compensation of large componenttolerances

¬ Reduced bolt forces and fewer bolts¬ Acoustic isolating of components

A typical isolating system from VICTORREINZ contains the following components:

¬ Mounting system (bolts, isolatingelements, sleeves)

¬ Cylinder head cover gasket

Unlike metals, plastic materials demon-strate a marked tendency to creep underpressure. That’s why sleeves play aspecial role in plastic cylinder headcover modules. They permit the boltsto be tightened with a defined torqueduring the entire service life of thecylinder head cover. This preventsdeformations, cracks, and breaks inthe plastic and ensures perfect pre-tensioning of the cylinder head covergasket and the isolating elements.

¬ 35

FEA simulation of the sound pressure level (SPL) of a cylinder

head cover module to determine the noise emission.

Isolated system consisting of bolt, sleeve, isolating

element, and cylinder head cover gasket.

The perfect solution for muted sounds: The VICTOR REINZ

isolating system.

¬ 36

HARMONIZED CONTRASTS

Through elastic decoupling of theresonant body cylinder head cover,noise levels can be reduced drastically.However, when this is done, the con-trasting demands and componentproperties of the isolating systemmust be combined – the first-ratesealing properties of a hard cylinderhead cover gasket with the excellentdamping of a soft isolating element.The solution is for this is to optimizeof the force equilibrium (load balance)by means of FEA simulations.

ISOLATING ELEMENTS

The following factors are critical in thedesign of decoupling elements:¬ Continuous operating and peak

temperatures¬ Tolerances of the isolating elements

and the compartmentation, cylinderhead cover flatness

¬ Matching the working range of thecylinder head cover gasket

¬ Matching the applied forces for anoptimum balance between gasketsealing function and cylinder headcover distortion

¬ Service life

The characteristics of the isolatingelement are determined by the hardnessand profile of the elastomer materialused. To prevent the isolating elementfrom being squeezed out of shape, itscompartmentation must be matched toboth the amount of compression andthe required volume. FEM calculationsprovide reliable predictions for tension,expansion, damage from elongation atbreak, and line pressures for the sealingfunction of the isolating elements.

Everything is taken into account: From the initial idea to service and maintenance.

The quiet solution from VICTOR REINZ.

For perfect function: FEM calculation of a isolating

element.

¬ 37

¬ Resistance to media¬ Service life

A gasket’s characteristics are also de-termined by the hardness and profileof the elastomer material used: Thesofter the elastomer material, the lowerthe forces transmitted to the cylinderhead cover module (this improves re-covery behavior). Harder elastomersmust be used if the necessary linepressures are not achieved. Macro-sealing properties can be influenced byvarying the gasket height, while themicro-sealing properties change basedon local increases of surface pressure.In general, narrow and high profilesare best.

FEA calculations permit reliable predic-tions to be made on tension, expansion,damage from elongation at break, andboth surface pressure (minimum pres-sure) and width (minimum width) ofthe cylinder head cover gasket. Underthe influence of temperature and time,critical creep of the cylinder headcover gasket can be determined inorder to predict the gasket’s servicelife.

The amount of compression determines whether circular

or conical profiles should be used for isolating elements.

For even longer

service life: FEA

calculation of a cylinder

head cover gasket.

Isolating elements come with circularor conical profiles. Conical profiles areparticularly suited for high compressiondue to lower creep tendency. Isolatingelements can also serve as oil sealsand effective bolt retainers.

CYLINDER HEAD COVER GASKETS

When designing a cylinder head covergasket, certain marginal conditions mustbe taken into account:¬ Continuous operating temperature

and peak temperature¬ Tolerance compensation between

gasket, groove, cylinder head coverflatness, and blowholes in the cylinderhead

¬ Matching to the working range of agasket (isolated or non-isolated)

¬ Matching the applied forces for anoptimum balance between gasketsealing function and cylinder headcover distortion

¬ 38

ELASTOMER MATERIALS: IT ALL DEPENDS ON THE MIXTURE

Elastomer gaskets must provide a safeand reliable seal under widely varyingengine conditions. This includes oper-ating temperatures from -30° C (-22°F)to +150° C (302° F), in addition tomedia influences such as aggressiveadditives or sea water. This is true no

Abbreviation (to ISO 1629) ACM AEM HNBR FKM

Chemical name Acrylic rubber Ethylene acrylic rubber Hydrogenated nitrile rubber Fluorine rubber

Temperature range -30 to +150 °C -35 to +150 °C -30 to +150 °C -25 to +200 °C

Media resistance

Fuels 0 0 ++ ++

Oils ++ ++ ++ ++

Coolants 0 0 0 ++

Permeability 0 + ++ ++

Different profiles are used, dependingon the requirements. These include:

¬ B-profile: The proven standardVICTOR REINZ profile with a wideapplication range for non-criticalmarginal conditions. The B-profileis also suitable for non-isolatedsystems.

¬ Double B-profile: This type is alwaysused if a significantly longer workingstroke is required. The increasedworking range is obtained with anextension of the B-profile and a dualsealing bead.

¬ H-profile: An innovation from VICTORREINZ. Due to its flatter characteristic,a larger working range with lowerforces and a greater range of varia-tions are possible with the sameamount of material. Special designof the gasket base prevents uncon-trolled gasket rolling, while thedesign of the gasket head allowsconsiderably easier assembly.

The right profile for every application area: B-, double B-, and H-profiles for

cylinder head cover gaskets.

Storage time [h]0 200 400 600 800 1000

90

80

70

60

50

40

100

30

Reco

vera

bilit

y [%

]

ACM60-11ACM50-1

Compression set of different elastomer materials.

++ very good + good 0 satisfactory

¬ 39

matter how large the dynamic sealinggap movement is between the cylinderhead cover module and cylinder head.For elastomer gaskets, VICTOR REINZrelies on four standard materials (seetable).

PERMEABILITY: NO CHANCE FOR DIFFUSION

Permeability, or diffusion of the hydro-carbons contained in gasoline, is a hottopic in American and European auto-motive circles. While the cylinder headcovers themselves hardly permit thediffusion of hydrocarbons, the criticalelements in permeability are the elas-tomer gaskets. The elastomer materialsused by VICTOR REINZ are perfectlysuited for applications in which hydro-carbons cannot be allowed to diffusethrough the cylinder head cover module.In this respect, FKM materials offeradvantages over AEM or ACM materials.

Gasket material

90

80

70

60

50

40

30

20

10

100

0TS

G 24

h e

mis

sion

s [

mg]

7,534,07 2,2

93,63

72-480 VMQ PRD 1477-3 ACM PRD 1423 AEM X13-7025 HNBR

The measurement offers proof: Elastomer materials used by VICTOR REINZ exhibit impressively

low permeabilities.

Operation at higher temperatures up to 150° C (302° F):

Cylinder head cover gaskets of AEM elastomer.

¬ 40

FROM SIMPLE CYLINDER HEAD COVER TO A COMPLEX CYLINDER HEAD COVER MODULE

Individuality can be beautiful, especiallywhen it comes to customized cylinderhead cover modules. Indeed, numerousattachments are necessary to create amulti-functional system. We call this»Progressive Advanced Engine Plastics«.These attachments can range from asimple captive bolt to a complete oilseparating system integrated into thecylinder head cover. The choice andcombinations of attachments are vir-tually limitless.

FINE TUNING YOUR CYLINDER HEAD COVER MODULE

At VICTOR REINZ, the tuning of your cylin-der head cover module encompassesnot only its extended functionality, butalso its design. Our cylinder head covermodules offer smartly packaged func-tionality. They’re an integral part of theoverall system that work as beautifullyas they look. Styling isn’t a purpose initself, but like everything else, we payclose attention to it.

Function and design in perfect harmony

¬ 41

SEALS AND GASKETS

Seals and gaskets are critically import-ant components in a cylinder headcover module. They prevent the emis-sion of oil into the engine compartmentand the environment, and protectagainst the entry of dust or humidityinto the cylinder head cover module.Sealing off the cylinder head is justone of many sealing functions of acomplex module. The sealing systemof a highly integrated cylinder headcover module encompasses:

Cylinder head cover gasketsCylinder head cover gaskets are theworkhorses of gaskets. In addition totheir primary function of sealing offthe cylinder head, they also assume asignificant part of the sound-decoup-ling task. Depending on temperatureand functionality demands, differentmaterials (ACM1) or AEM2) elastomers)and varying gasket designs are used.

Injection nozzle sealsEspecially with diesel engines, severevibrations can cause isolated cylinderhead cover modules to move severaltenths of a millimeter relative to theinjection nozzles. The »bellows design«of VICTOR REINZ injection nozzle seals,with a metal support and spring ring thatare simply pressed into the cylinder head

Spark plug sealsThe design of molded rubber seals ofACM1) or AEM2) elastomer is optimizedfor fast, simple assembly and to providean absolutely gas tight closure.

Air filter sealsPowerful engines need clean air tobreathe. Our ACM1) molded rubberseals ensure safe and reliable sealing.An alternative for sealing air filterhousings is PUR foam.

Oil filler cap sealsThe standard molded rubber seals ofACM1) elastomer are available in varioussizes.

Bolt sealsVICTOR REINZ bolt seals provide safeand fast assembly with low vertical inte-gration. The bolt seals for mounting theinjection nozzles can be delivered withthe cylinder head cover module. Theyare guaranteed to stay absolutely tightand not get lost during transport. Theyare made of ACM1) or AEM2) elastomer.

The special bellows design of the injection nozzle seals

reliably compensates for assembly tolerances up to

3 mm (0.0118 in.), as well as relative movements through

vibration.

Spark plug seal optimized for assembly.

Air filter seals for clean air.

Simple and standard: Oil filler cap seals.

Bolt seal with retainer.

ACM1) = Acrylic rubber

AEM2) = Ethylene acrylic rubber

HNBR3) = Hydrogenated nitrile rubber

FKM4) = Fluorine rubber

cover, provides a reliable seal. It alsooffers simple assembly with maximumtolerances of up to 3 mm (0.0118 in.)around the central position. Dependingon ambient conditions, these gasketsare manufactured of ACM1) or highlymedia-resistant HNBR3) or FKM4) elas-tomers.

FASTENERS

Fasteners hold, guide, close, providepermanent or flexible connections, andare highly variable. In short, our fastenersare true all-around performers.

BoltsVarious standard bolts are used toattach the cylinder head cover modules.The version with a pin (with or withoutthread) extends the functional range.For example, it can be used to mounta cable support or other ancillary com-ponents.

To protect the plastic cover and addstability, inserts can be injection-moldeddirectly into the cylinder head cover.Self-tapping bolts are another fastalternative for attaching ancillary com-ponents – simply position, turn, andyou’re finished.

¬ 42

Cable clipsCable clips hold the connecting cablesfor injection nozzle control, the camshaftsensor, or the ignition cables. Dependingon the application, integration into thecylinder head cover module can be sim-ple or complex. They can be attachedby undercutting, pushing into inserts,or injection molding.

Cable channelsFunction or design – or both combined.Cable channels serve as protection forsensitive electronic components andmake the cylinder head cover moreattractive. Both two-part cable channelsand cable channels with integral hingeare available and provide an elegantmethod of concealing cable quickly andsecurely.

Hose clipsThese are ideal for attaching coolanthoses, heating hoses, or guidanceof blow-by gases. Depending on theapplication, integration into the cylinderhead cover module can be simple orcomplex. It can be accomplished byundercutting, pushing into inserts, orinjection molding.

Quick-connect hose fittingsQuick-connect hose fittings are an ex-cellent alternative to conventional hoseclips. They’re easier to install, which isadvantageous in certain areas such asthe blow by outlet for oil return.

Fast and secure: Electronic components vanish in a cable

channel with integral hinge.

Bolt with dual function: The pin (with or without thread)

serves to fix a cable support.

Simply appealing: Hose clips mounted directly to the

cylinder head cover module.

Smart solution: Faster and simpler with the quick-connect

hose fitting.

Secure hold: Cable clip pushed into an insert.

¬ 43

Oil centrifugesA clean approach to peripherals: Indiesel engines, oil centrifuges removethe soot particles from the oil reliably,which serves to increase the oil changeintervals. As by-pass centrifuges, theyare driven by the operating oil pressure.

Pressure control valvesThe pressure control valve ensures thatthe specified negative crankcase pres-sure is maintained to prevent blow-bygases from escaping to the environment.However, the negative pressure mustnot reach a level at which unfilteredair (with dust particles) can enter theengine via leakage or sealing points.

Moreover, the pressure control valvehelps prevent oil entrainment.

Important factors for the constructionof pressure control valves are frostresistance, durability, and control char-acteristic. Pressure valves are com-pletely preassembled and integratedin the cylinder head cover module.

Adapter for oil filler neckIf the cylinder head cover module isused in several vehicle models, butthe oil filler neck is located in differentpositions, individually variable adaptersare the simple answer. The injection-molded or blown plastic adapters aresimply snapped onto the existing oilfiller neck. These adaptors are a cost-

effective alternative to redesigning theentire cylinder head cover module.

OIL PERIPHERALS

Oil separatorsVICTOR REINZ offers various oil separatorsystems. Volume and labyrinth separ-ators are preferred as pre-separators,while multi-cyclone and Multitwister™are used as the main separators. Theselected method depends on enginedesign, crankcase pressure, and pressureloss.

Advanced technology at

its best: Multitwister™

(axial cyclone) for perfect

oil separation.

Flexible, individual, and cost saving: The oil filler neck

adapter permits various positions for different vehicle

models.

Clean and reliable: Oil centrifuges remove soot particles

from the oil.Always under pressure: Our pressure control valves keep

the lid on.

¬ 44

VACUUM ACCUMULATOR

Vacuum accumulators serve as a reser-voir for power brakes and are ableto compensate for pressure variations.The cost-optimized VICTOR REINZversion is injection-molded directlyinto the cylinder head cover module.

ELECTRONIC COMPONENTS

As the number of vehicle electronicscontinues to increase, the need toprotect them from moisture and otherinfluences also increases. This challengeis easily solved by our cylinder headcovers. This is especially importantwhen the engine management systemor ignition coils are mounted close tothe cylinder head.

Engine management systemUsually, the engine management systemis mounted directly to the cylinder headcover module as a complete assembly.It is fixed with self-tapping bolts, andcables are held by special cable clipsor cable channels.

Ignition coilsVICTOR REINZ delivers multiple ignitioncoils mounted firmly to the cylinderhead cover module and delivered as apre-assembled unit. For versions withone ignition coil per cylinder, it makessense to include inserts in the cylinderhead cover module as mounting facil-ities. This improves fail-safety. On theassembly line, the ignition coils aresimply mounted to the cylinder headcover.

FILTERS

VICTOR REINZ integrates both air andoil filters in flat or circular design, withor without integrated sealing elements.Normally, filters are attached directlyto the cylinder head cover module foreasier disassembly/reassembly duringservicing. Corresponding gaskets canbe included depending on filter design.

NVH (NOISE VIBRATION HARSHNESS)

Engine noise can be reduced effectivelyby elastic decoupling of the cylinderhead cover or with suitable sound-absorbing covers. This makes coversnot only functional, but also attractive.

Isolating elementsLSR1) elastomers are used in varyingdesigns and degrees of hardness.This ensures that cylinder head covermodules stay absolutely tight and donot generate noise themselves.

Injection nozzle encapsulationInjection nozzles are potential sourcesof noise. If a beauty cover with soundabsorption is not required, encapsulationof the injection nozzles is often suffi-cient to control noise effectively. Fittedwith a sound absorber on the bottomside, they are simply clipped into thecylinder head cover module.

Intelligent cylinder head cover module: The integrated

engine management system makes it possible.

Fewer individual parts and more safety: Ignition coils

mounted in the cylinder head cover module.

Keep everything clean: Integrated air and oil filters.

Small parts with a big effect: Noise reduction with

isolating elements from VICTOR REINZ.

LSR1) = Liquid Silicon Rubber

¬ 45

Beauty coversEngine compartment covers fromVICTOR REINZ not only ensure anattractive appearance, they alsoperform several tasks. Excellent noisereduction is possible with isolatedmounting and a special sound-absorb-ing foam layer on the underside.Targeted heat removal to prevent heataccumulation can be achieved withguide channels in the foam, or throughspecial shaping of the beauty cover.VICTOR REINZ engine compartmentcovers feature pop-in connectionsthat permit simple installation withoutfurther mounting elements or tools.

Form and function: Beauty cover by VICTOR REINZ.

Intelligent detail solutions: AdditionalVICTOR REINZ components at a glance

¬ Gaskets and seals- Cylinder head cover gaskets- Injection nozzle seals- Spark plug seals- Air filter seals- Oil cap seals- Bolt seals

¬ Fasteners- Bolts- Cable clips- Cable channels- Hose clips- Quick-connect hose couplings- Adapter for oil filler neck

¬ Oil peripherals- Oil separator - Oil centrifuges

¬ Pressure control valves

¬ Vacuum accumulator

¬ Electronic components- Engine management system- Ignition coils

¬ Filters- Oil filters- Air filters

¬ NVH- Isolating elements- Injection nozzle encapsulation- Beauty covers

¬ 46

When it comes to the powertrain, weare the experts. So it’s no wonder thatour competencies are not limited tosealing the cylinder head. The nameVICTOR REINZ stands for innovativegasket systems – from the engine andtransmission to the exhaust system –including shielding and cylinder headcover systems.

Innovative technologies for the powertrain come from VICTOR REINZ.

The entire world ofgasket technology

¬ Single and multi-layer metalgaskets (RETALL™)

¬ Metal gaskets with elastomercoating (Progression™)

¬ Metal gasket with fiber coating(MatriCS™)

¬ High-temperature gaskets(Xtreme™, thermo-glide™)

¬ Sensor gaskets for temperature andpressure measurement (SensoriCS™)

¬ Composite gaskets (AFM™)¬ Screen-printed gaskets¬ Molded rubber gaskets (CIPG1), FIPG2))¬ Injected rubber gaskets¬ Shielding systems for thermal and

acoustic insulation¬ Multi-functional cylinder head cover

systems with efficient removal of oilmist

¬ Customized solutions for commercialvehicle applications

»Thanks to VICTOR REINZ, we are using innovations that are just being invented elsewhere.«

The VICTOR REINZ product range

EXCELLENT FROM ENGINE TO EXHAUST

1)CIPG = Cured-in-place gasket 2)FIPG = Fluid-in-place gasket

¬ 47

»SYNERGY AND TECHNOLOGY TRANSFER BENEFIT OUR CUSTOMERS«

As part of DANA Corporation, VICTORREINZ has the resources to provide thebest solutions worldwide – includingideas, service, and products in auto-motive manufacturing hubs located inpoints around the globe.

For this, we have networked all of ourcompetences that optimally supplementand support each other.

AUTOMOTIVE ORIENTATION IN THE XXL FORMAT

As one of the world’s largest independentautomotive suppliers, DANA Corporationis represented on every continent. DANASealing Products boasts 3,900 special-ists who are part of 45,000 DANAemployees worldwide. They developand manufacture innovative gasketsystems for the international automo-tive industry on three continents. Thisincludes technology agreements foremerging markets, providing completeglobal access to DANA’s expertise.

DANA experts work together with ourcustomers to develop the most advancedinnovations based on true companysynergy. This multi-disciplined approachallows us to see the big picture, sup-plying state-of-the-art components, mo-dules, systems, and complete assembliesmatched to the needs of the global auto-motive market.

As a result of this companywide synergy,we at VICTOR REINZ have become faster,more innovative, and more competitivethan ever before. Our purchasing,development, and sales advantagesare passed on directly to our customers.Our strength and synergy also positionsus well for the future.

TRENDSETTING CELLS: TECHNOLOGICAL MILESTONE

The DANA Corporation is also committedto promoting mobility, today and tomor-row. At our facility in Neu-Ulm, VICTORREINZ is already engaged in the produc-tion of series-ready components for fuelcells. We are on the threshold of a tech-nology that will no longer be hamperedby emissions challenges that plaguetoday’s combustion engines and threatenour environment.

For these developments and anythingelse the future holds in store, you canbe confident that with VICTOR REINZyou’ll always have access to the mostadvanced and on-target developments,inspired by the close cooperation of ourexperts worldwide. Like we said in thebeginning, it’s good to know it’s madeby VICTOR REINZ.

Today. Tomorrow. And as long as thereare automobiles.

VICTOR REINZ in the DANA Network

Solution for the future: Series-ready bluepack™

fuel cell stack »Made by DANA«.

REINZ-Dichtungs-GmbH

Reinzstrasse 3-7

89233 Neu-Ulm

Germany

Phone +49 (0) 731-70 46-0

Fax +49 (0) 731-71 90 89

www.reinz.com

Prin

ted

in G

erm

any

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