Testing

Valvetrain Systems for Combustion Engines

Publication VVV

This publication has been produced with a great deal of care,

and all data have been checked for accuracy.
However, no liability can be assumed for any incorrect or
incomplete data.
Product pictures and drawings in this publication are for
illustration only and are not intended as an engineering design
guide.
Applications must be developed only in accordance with
the technical information, dimension tables, and dimension
drawings contained in this publication.
Due to constant development of the product range,
we reserve the right to make modifications.
The terms and conditions of sale and delivery underlying contracts and
invoices shall apply to all orders.

Produced by:
INA-Schaeffler KG
91072 Herzogenaurach (Germany)
Mailing address:
Industriestrasse 13
91074 Herzogenaurach (Germany)
by INA 2003, October
All rights reserved.
Reproduction in whole or in part
without our authorization is prohibited.
Printed in Germany by:
Frankendruck GmbH, 90025 Nrnberg

Bucket tappets

Oil aeration

Switchable tappets

Dynamic behavior

Crosshead tappets

Torsional vibrations

Roller tappets

Acceleration

Rocker arms

Ball stroke

Finger followers

Pressures

Hydraulic
chain tensioners

Roller slip
Rotation
Torque
Forces

Check valves

158 075

Velocities

158 074

Investigations and Components

Pivot elements
Special designs

Wear

Friction

158 076

Misfire

Rattling
Fatigue load

New test methods

158 077

Displacement

Elementary
investigations
Switching process

Durability

158 078

Functional tests

Testing Overview

Product development cycle times are continuously being reduced as

the automotive industry attempts to develop new products faster and
cheaper. An integral part of the product development cycle is design
verification and production validation testing. As a result, a great deal of
emphasis is placed on reducing development testing time.
At INA Corporation, testing is taken very seriously and has evolved over
time. Cumbersome endurance tests that used to be conducted for
thousands of hours have been reduced while still verifying component
function and durability. This has been made possible through increased
sophistication, improved analytical and predictive methods, automated
testing and a better understanding of the application environment.
The proper facilities are key to meeting this challenge. As such, INA has
assembled a collection of facilities in North America and Europe.
Testing has long been a part of the parent company in Germany and more
recently in Fort Mill, South Carolina. The addition of the Troy, Michigan,
Technical Center in 2003 has increased testing capabilities even further.
These capabilities include fixture, engine, and vehicle evaluation facilities.
When completed, the Troy facility will provide both fixture and fired engine
testing.
A variety of tests can be set up in these facilities. Abnormal conditions
can be generated to test components under less-than-perfect operation.
As an example, testing with various levels of oil aeration can be simulated
to determine the effect on lash adjuster performance. The extremes of
temperature, vibration and humidity can be controlled for additional
product validation. Combinations of temperature, vibration and operating
speeds can be used to stress parts during key-life testing. Testing is also
used to validate a variety of analytical models. These predictive tools
include hydraulic modeling, computational fluid dynamics, finite element
stress models, kinematic models and complete dynamic motion models.

Testing Overview

158 079

Test Cabin and Test Evaluation

158 080

Roller Test Stand

Test Stand Selection

An important part of generating an acceptable test plan is the selection

of the test methods. In its product life cycle, a passenger car is expected
to operate over a distance comparable to six times around the earth.
In addition, it must operate under a wide range of environmental conditions
from desert heat to the below-freezing temperatures of cold climates.
This requires validation testing to be performed under equally demanding
conditions. This can be accomplished by using a variety of facilities.
Tests can be conducted in any or all of the following:
Special test stands to simulate the component environment
Motored cylinder heads or engines
Firing engines, with and without dynamometer loading
Vehicles on test tracks or on chassis dynamometers
Any one of these test strategies can be employed in a facility having
the environmental controls to test at the extremes of temperature and
humidity. The following aspects play an important role in selecting the right
test stand for the intended task:
Purpose of test
Cost constraints and required effort (time, manpower, resources, etc.)
Availability of test hardware (e.g. of prototype engines, vehicles, etc.)
Accessibility for required instrumentation
Accuracy required
To obtain meaningful results, all of the relevant boundary conditions
must be maintained and/or generated. For the valvetrain product line
these conditions include the normal environmental requirements and
the following:
Lubrication (oil type, pressure profiles, aeration, temperature, etc.)
Material (material matching, heat treatment, etc.)
Geometry (roughness, tolerances, limit samples, etc.)
Loads (force profiles, vibration, torque, speed fluctuations, etc.)
INAs many years of experience are beneficial in the selection or design of
the right test stand and specification of the correct test conditions.

Test Stand Selection

158 081

Test Stand Configuration with Fired Engine

Test Stand Configuration for Friction Testing

Drive motor

Measuring
flange

Thermal
insulation

Temperature
Cylinder head
Oil pressure
Gallery
Oil temperature
Gallery
Oil temperature
Inlet

Frictional torque
Speed

Oil pressure
Inlet
Inlet
Return

Oscilloscope

Booster

Oil unit
Oil heater
Regulator

Oil temperature
Booster
Oil temperature
Oil tank
158 082

External
temperature
control unit

Oil return

Oil inlet

Measuring
amplifier

Test Types

A variety of tests are required to design, develop and validate a new

product concept or new application of an existing concept.
These tests are conducted at various stages in the product development
cycle. They include, but are not limited to, the following:
Fatigue Tests
Dynamic Performance Tests
Functional Tests
Misfire Tests
Switching Tests
Dynamic Valve Train Simulation
Special Investigations
Timing Chain Drive Tests
Wear Tests
Each of these test types will be described briefly in the following sections.
This overview is intended to give the reader an idea about INAs
capabilities, it is not intended to be exhaustive in nature.

Fatigue Tests I

Fatigue tests are necessary to determine the sustainable dynamic loads

on a particular valvetrain component.
Through these tests, a variety of questions can be answered, such as:
Where are the weaknesses in the design?
Is there a correlation with the FEA model?
If there are competing designs, which one is less susceptible to fatigue?
In one form of the test, the component is positioned in a fixture so that
critical load conditions can be simulated. Hydro or resonance pulse
generators are used to apply load to the component. Due to the high
potential test frequency (up to 190 Hz), resonance pulse generators
reduce test time.

10

Fatigue Tests I

Load (log)

Fatigue Load Versus Life Relationship

ND

Probability of
survival
10%
50%

Amplitude of fatigue strength

100

10 000

1 000 000

100 000 000

Cycles N (log)

158 037

90%

Test Load Profile

Double (oscillation)
amplitude

Force F

Upper load

Center load

Lower load
1

Number of cycles N

158 038

Preload
0

Test Fixture with Critical Load Situation

158 039

11

Fatigue Tests II

The staircase method is used to test a random sample of 30 parts.

If a steel part reaches four million cycles for a particular load level, it is
regarded as having withstood the load, and the load is increased one level
for the next sample. If a sample is damaged before reaching four million
cycles, load is decreased by one level for the next sample.
The resulting staircase sequence allows statistical evaluations to be
performed in order to correlate the failure probability with particular loads.
The following characteristic values are used for the evaluation:
Mean value (50% failure probability)
1% failure probability
Standard deviation (measure for dispersion)
Safety factor:
Ratio of 1% failure probability with respect to the maximum load.

12

Fatigue Tests II

8500
8000
7500

7000

B
D

6500

B
D

B
D

B
D

B
D

B
D

B
D

B
D

6000
5500
5000

10

15

20

25

30

Test sample number

158 040

Double (oscillation) amplitude N

Typical Staircase Sequence

50% failure probability

1% failure probability

First sample

Max. load in engine

M3 sample
M4 sample

fail-safe
margin

Force / N

158 041

Density of distribution

Statistical Evaluation Failure Prediction

13

Dynamic Performance Tests I

In dynamic testing performed on a motored valve train,

parameters such as displacement and velocity are measured with
a sampling frequency of up to 750 kHz.
This enables the functional reliability of a valvetrain to be assessed,
even under extremely unfavorable operating conditions. The aim is to
determine extremely high loads, such as acceleration peaks up to 2500 g,
evaluate these and reduce them if possible by taking appropriate actions.
Motored cylinder heads have proven to be nearly ideal in terms of
measuring. The most important advantages include low costs and easy
access to the parts. In rare cases, the effects to be investigated are too
complex, and measurements must be made in a fired engine.

14

Dynamic Performance Tests I

158 042

Ensuring that this does not happen!

Design of a Motored Cylinder Head Test Stand

158 043

123

67

45

15

Dynamic Performance Tests II

Important parameters that are measured directly include:

Standard:
Valve motion (stroke, several mm; velocity 10 m/s)
Oil pressure, oil temperature, speed
Oil aeration
Special cases:
Pressure in hydraulic element
Hydraulic element leakdown
Forces on the valve stem, rocker arm, valve spring, finger follower, etc.
Check valve ball motion
Rotational oscillation of camshaft
The following parameters are determined from the measurement data:
Opening lift loss
(stroke loss when valve is opened, several 1/100 mm)
Total lift loss
(stroke loss when valve is closed, several 1/100 mm)
Valve closing velocity
(velocity of the valve during closing, chance of valve failure,
noise generation)
Dynamic behavior of the valve timing gear
(oscillations, resonance, contact loss)
The following parameters are calculated using the measurement data:
Contact forces
(loads on valvetrain parts, up to 5 000 N)
Hertzian pressure
(wear, life)

16

Dynamic Performance Tests II

Design of Dynamic Test Stand

A

B
A

0
1
2
3
4
5

Incremental encoder

Fy

Clock / Pulse generator

Pressure in hydraulic element
Valve stroke
Valve velocity
Valve-stem force
Valve spring tension

A Wheatstone bridge
B DC - measuring-force amp.
C DMS - measurement points
C
Computer with A/D converter
C
A

158 044

2
Laser Vibrometer

Sensors

Stroke Velocity Acceleration

15 000
12 000
9 000
6 000
3 000

Acceleration / m/s

0
-3 000
-6 000
0
15
30
Cam angle /

45

60

75

90

105

120

135

150

165

180

158 045

Velocity / m/s
Stroke / mm

18 000

12
10
8
6
4
2
0
-2
-4
-8
-10
-12

Cam angle /

Force

Cam
contact
pressure

158 046

Speed / 1/
mm

Force / N

Evaluation of Force Map

17

Functional Tests I

Functional testing is performed to investigate the function of hydraulic

elements under engine boundary conditions.
In order for the hydraulic adjustment elements to function properly,
air must be minimized in the high pressure chamber. Excessive air leads to
increased valve closing velocities (chance of valve failure at high speeds)
and is audible as a rattling noise.
The functional reliability of the engine depends on the following:
Installation
(location, tilt, slope, connection to the oil supply, etc.)
Oil supply
(oil channels draining during idle, oil pressure increase after engine
startup, deaeration potential in the oil passages, oil aeration,
oil pressure, oil grade, viscosity (depending on temp.), etc.)
The only way to test these effects is by using original fired engines.
An accelerometer to measure the structure-borne noise is used to
evaluate the function. Computers are used to separate the valvetrain
related noise and evaluate the information.

18

Functional Tests I

High Pressure Chamber

High pressure
chamber

158 047

Oil supply
from engine

Vibration Measurement Principle

Accelerometer

158 048

Signal evaluation
Noise evaluation
Diagram
Documentation

158 049

Test Stand

19

Functional Tests II

Standard tests are used to simulate the critical operating conditions in the
engine:
Cold start down to 40 C ambient
(drained oil supply, delayed oil pressure increase, thick oil,
high oil pressure, etc.)
Hot idle test
30 min. operation at idle speed after sustained operation at high engine
speeds and associated temperatures
(thin oil, low oil pressure, oil aeration, sharp drop, etc.)
40 short stop-start tests (taxi tests)
(draining of oil passage, leakdown of the hydraulic elements in the
three minute downtime phase, air transport to the hydraulic elements
during startup, only brief test run of 10 sec)
Temperature-cycle tests
(temperature variations up to 50 C max. lead to draining effects due to
the heat expansion of oil and air in the oil supply)

20

Functional Tests II

Typical Results of Standard Functional Tests

Signal strength

Cold Start Test

Noise - Speed - Oil pressure

Time

Signal strength

Hot Idle Test

Noise - Oil temperature - Oil pressure

Time

Noise - Speed - Oil pressure

Start-cycle no.

158 050

Signal strength

Short Stop-Start Tests (Taxi Tests)

21

Misfire Tests I

Misfire tests are performed to investigate the effects of hydraulic lash

adjusters (HLAs) on combustion in cold engines during transient
temperature conditions.
If a generally cold engine is driven hard immediately after startup,
the hot exhaust gases (800 C) heat up the exhaust valve very quickly.
The valve elongation due to heat expansion causes the valve to open a few
microns when the HLA is not able to leak down fast enough. The delayed
leakdown is due to the fact that the engine oil is still very cold and thus very
thick. The oil must pass through a leakage gap only a few microns wide.
If the engine is then brought to an idle, the partially open valve can result
in misfire, which in extreme cases can result in an engine stall.
An increase in the size of the leakage gap is only possible to a limited
extent because the resulting leakdown rate is too high when thin (hot) oil
is present.
Special designs can be used to correct this.
These include:
Thermal HLAs
Graded tappets
Free-ball HLAs
Pinball HLAs

22

Misfire Tests I

Schematic Diagram of Thermal Effect

The leakage gap

is only a few
microns wide

At -25C the oil

is very thick

Valve elongation
due to heat
generation

Danger
that the valve
remains slightly
opened

158 051

st
au
xh
e
t
Ho C
0
0
8

Crankshaft speed

Monitoring the Combustion Cycles

Cylinder
1 2 4 5 3

Rotational speed increase

due to combustion Fluctuation is a sign of
faulty combustion!

Time

158 052

TDC 1. Cyl.

23

Misfire Tests II

In the U.S. and Europe, on-board diagnostics (OBD) are required by law.
The emission-related components must be continuously monitored.
The malfunction indicator lamp (MIL) and fault codes set in the engine
control computer indicate the presence of emission related problems.
If the same reoccurring emission problem is found in 5% of the vehicles
of the same type, production must be corrected at the expense of
the responsible manufacturer.
Compared to what the driver can perceive, the electronic monitoring
of misfire is very precise, and malfunctions can be detected long before
the driver notices them. Tests can be conducted to determine whether
the hydraulic lash adjusters are causing misfire events.
Various procedures are used to monitor the engine:
Crankshaft speed variations are measured, the ionization current in
the exhaust gases is measured, etc.
To determine what safeguards exist that ensure that misfires detection is
not activated, tests are performed on vehicles having the manufacturers
diagnostic systems. Here, misfire detection signals are compared with
the current limiting values.

24

Misfire Tests II

60s

Full load

Id

30s

60s

Full load

Id

le

Full load

30s

le

60s

Id

Time
30s

le

Speed

Test Cycle with Vehicle

Crankshaft revolutions

158 053

Engine
started at -25

Signal strength

Test with Misfire

Limit for misfire - detection

Rotational speed

Time

158 054

Misfire - signal

Limit for misfire - detection

Rotational speed

Misfire - signal

Time

158 055

Signal strength

Test without Misfire

25

Switching Tests I

Switching tests are performed to investigate the behavior of switchable

valvetrain components.
Performance of combustion engines can be further optimized when
switchable valvetrain components are used. These components include
bucket tappets, pivot elements, roller lifters and roller finger followers.
They enable switching between two different cam contours (valve lifts),
which in turn allows the cylinder charge or the thermodynamic effect to be
improved. Switching elements have mechanical locking pins controlled by
oil pressure.
Two variations exist depending on the engine design:
Locked with pressure
Unlocked with a pressure signal
Applications of switchable technology
Switching ability between two different valve lift curves
Low lift provides improved low end torque
High lift provides increased peak power
Switch between regular lift and no lift lobes
No lift can be used to deactivate cylinders for improved fuel economy

26

Switching Tests I

Switching
Unlocked (low valve lift)

Locked (high valve lift)

Inner cam (small)

Outer cams (large)

158 056

Locking
pin

27

Switching Tests II

A switching event must not exceed 20 milliseconds in length and

approximately 2.5 million switches must be performed during the life of the
engine. Only one faulty switch event is permitted in 10,000 consecutive
switch cycles. Testing is performed on complete engines that are driven by
electric motors. The advantage here is that in the absence of combustion,
sensors can be used directly on the valves.
For automatic test stand operation, it is necessary to develop
the appropriate control systems. Measuring and evaluation units must
accommodate the continuously changing test conditions set up by the
automatic control system. In hundreds of test hours with millions of switch
events, the switching reliability is determined and the timing of the oil
pressure control is optimized.
Maps are prepared to describe the effects of the following items on
switching behavior:
Trigger signal position
Oil viscosity
Wear
Oil aeration
The values obtained are used for the solenoid control mapping in
the engine control computer.

28

Switching Tests II

Signals Measured during Switching Event

Time / sec

158 057

Oil pressure / bar

Switching signal / V

Lift detection / V

Influence of the Trigger Signal Position

100%-0%

100 %

Does not switch within

this revolution

360

Cam trigger angle

158 058

Switches within
this revolution

0%

15.2
14.8
14.4
14
13.6
13.2
12.8
12.4
12
11.6
11.2
10.8
10.4
10
3000

10

60
2000
1000

Temperature / C

90 550

Engine speed / rpm

158 059

16
15.6

Switching time / ms

Map of Switching Times for Various Temperatures and Speeds

29

Dynamic Valve Train Simulation I

The benefit of multi-body dynamic simulations within the product

development process is that testing time and costs can be reduced.
If the focus of a simulation is on the function of a single component like
the switchable tappet shown at right (cf. Figures 13), the dynamic
simulation carried out with a single valvetrain model yields the requested
results. If the focus is on the overall behavior, including the interactions
between the valve components and the influence of chain drives and
camshaft-phasing units, it is necessary to simulate the complete valvetrain
and connected systems (cf. Fig. 4).
For further refinement of the simulation we can include flexible bodies,
which also enable the facility to analyze the fatigue behavior of the
components.
Features of switchable tappet, hydraulic:
Switching facility between two different valve lift curves
valve or cylinder deactivation
In valve or cylinder deactivation:
valve remains closed or
is opened to its full valve lift
For cam profile switching there is:
low/medium valve lift or
high valve lift
Advantages of valve or cylinder deactivation:
improved emission behavior
reduced fuel consumption
Advantage of valve lift switching:
significantly improved torque curve (low end torque)
significantly increased engine power

30

Dynamic Valve Train Simulation I

Simulation Models
1

158 060

31

Dynamic Valve Train Simulation II

An example of a complex measurement task for model correlation is the

determination of the highly dynamic motion of the ball in the check valve
in a hydraulic lash adjuster. The ball size (3 to 4 mm dia.) together with its
relatively small motion range (max. lift 0.5 mm) presents challenging
requirements for the metrological investigations performed.
The figure at the right shows the capacitive sensor used and also illustrates
how pressure is measured in the high pressure chamber using a strain
gauge.
The ball movement is particularly sensitive to a wide variety of effects due
to its very small mass (0.1 g) and the extremely low forces. This is why
two check ball opening events are never the same even in the case of
apparently identical conditions. For this reason, the profiles for the largest
and smallest opening event from a series of measurements are used to
compare calculations with actual measurements. Calculation results are
between these two measurements.

32

Dynamic Valve Train Simulation II

Instrumented Hydraulic Element

Sensor
Sensor
support

Strain gauge collar

158 061

Cap

Stroke / mm

Comparison of Ball Stroke Measurement and Calculation

0.16

Calculation
Measurement

0.12

0.08

0.04

0.00

0.0

72.0

144.0

216.0

288.0

360.0

Cam angle / degrees

158 062

-0.04

33

Special Investigations I

The purpose of special investigations is to provide new information

regarding the function or load conditions of valvetrain components.
They allow INA to verify theories that have been proposed and provide
better answers to customer questions.
Although special investigations are very interesting, they are also time
consuming and costly, because there are no standards to fall back on.
In some cases, new sensors, and measuring and evaluating procedures
must first be developed.
If there are critical time constraints, experienced internal engineers are
assigned to develop the new technology. In less time sensitive cases,
the development of new measuring techniques is often assigned as part
of student masters degree programs. In these cases though, results are
not available for several months.

34

Special Investigations I

158 063

Measurement of Locking Pin Motion

Changes of Installation Dimensions under Fired Operation

Piston (upper part)

Housing
Oil supply bore
closed
Spacer block
Piston
Disk springs

Oil return bore

Displacement sensor

Adjustment disk II

Turn locking

158 064

Adjustment disk I

35

Special Investigations II

Some of the special investigations that have been performed include the
following:
Measurement of the rotation of hydraulic bucket tappets (TSTH)
Quantification of oil aeration in the TSTH reservoir
Measurement of TSTH ball opening behavior
Measurement of the pressure within a high pressure chamber
of a hydraulic lash adjuster (HLA)
Measurement of valvetrain friction with roller bearing and plain bearing
supports
Measurement of rotational speed of rocker arm rollers
Over time, many special investigations have evolved into standard tests or
measurements.
These investigations have contributed greatly to improving the reliability
of our products in the engine.

36

Special Investigations II

Force Measurement Disk

Strain gauges

158 065

4:1

Telemetry

Antenna

Strain gauged
chain link

158 066

Amplifier and
transponder

37

Timing Chain Drive Tests I

In addition to valvetrain components, INA is also a supplier of camshaft

drive components. As previously noted in the model correlation section
(pages 3031), camshaft drives can often affect the valvetrain
components as well. For this reason, INA is actively involved in camshaft
drive testing.
Timing chain drive tests are performed to optimize the design of the
camshaft drive.
In modern combustion engines, camshafts, balancing shafts, fuel injection
pumps and other devices are often driven by chain drives. Due to thermal
elongation and wear, a means of compensation must be available in
the form of a chain tension system. The system should also do its part in
making load as evenly distributed as possible. To do this, an appropriate
adjustment (spring-dampener) must be found.
The drive components (crankshaft, camshaft(s), sprockets, chain,
tensioner, etc.) form a complex oscillating system. System oscillation can
be initiated by alternating shaft torque, irregular crankshaft rotations and
internal influencing mechanisms. Due to the broad bandwidth excitation,
resonances often occur. In the case of resonance, unacceptable part
loads or torsional oscillations in the drive can result.
Measurements are generally made with specially matched or specially
developed sensors in the chain drive under investigation. The fired engine
is run on a dynamometer to include the irregular camshaft rotation
changes under load.

38

Timing Chain Drive Tests I

Camshaft Primary Drive

Camshaft sprocket

Chain
blade

Chain
guide

158 083

Hydraulic
tensioner

Crankshaft sprocket

Camshaft Measurement Configuration

Intake

Exhaust

F-KSH
Chain guide
p-oil
Chain blade

Amplifier

Plotter

Intake
Exhaust
Speed
Speed

Rotec

158 068

Crankshaft

39

Timing Chain Drive Tests II

The following are measured in chain drives:

Forces/tensioner strokes
Torsional oscillations of the relevant shafts
Oil pressure (tensioner supply, high-pressure chamber)
Reaction forces on the chain guides
After these parameters have been evaluated, behavior can be assessed
reliably, and necessary optimizations can be made.

40

Timing Chain Drive Tests II

Measured Variables on the Tensioner

Coil
Core

Oil supply

High pressure chamber

Pressure
transducer

158 069

Pressure
transducer

Speed Ramp in Time Domain

rpm

mm

KSH support force

KSH stroke

Cam speed

Time

158 070

Resonance
= Force overload

Oscillation angle, ampl. / Camshaft

Speed Ramp in Frequency Domain

Resonance
frequency ~330 Hz

Intake, 8. Ord.

Intake,16. Ord.

Intake, 21. Ord.

Cam speed rpm

Intake, 12. Ord.
158 071

Intake, 4. Ord.

41

Wear Tests

Wear tests are conducted to verify the resistance of parts against material
abrasion.
Metal pieces sliding against each other under mixed friction conditions
produce abrasive and adhesive wear processes. Both of these wear
mechanisms as well as fatigue wear, which leads to surface pitting,
often cause the sliding contact partners to fail completely. Wear can also
result from several types of corrosion.
Parameters that have an effect on wear include:
Materials
(material pairing, heat treatment, coating, etc.)
Contact geometry
(macro/microgeometry, geometric accuracy, roughness,
supporting surface, etc.)
Load
(forces, moments, Hertzian pressure, etc.)
Kinematic design
(relative speed, hydrodynamic speed, contact pressure, etc.)
Lubrication
(oil, viscosity, quantity, additives, contamination, aging, etc.)

42

Wear Tests

Worn HLA Ball Head before Optimization

158 072

Severely worn HLA ball head

HLA Ball Head after Optimization

158 073

Traces of smoothness - no wear!

43

Summary

As you can see, INA has world class testing capabilities to complement
any product development program. Of course, a highly skilled staff of
professionals is required to bring it all together. INA has that with ample
resources available in Germany and a growing staff in North America.
Working jointly with you, the customer, sound solutions can be obtained
for your product optimizations.

44

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47

91072 Herzogenaurach
Internet www.ina.com
Email
[email protected]
In Germany:
Phone
0180 / 5 00 38 72
Fax
0180 / 5 00 38 73
From Other countries:
Phone
+49 / 9132 / 82-0
Fax
+49 / 9132 / 82-49 50

Sach-Nr. 017-992-729/VVV US-D 10031

INA-Schaeffler KG