General Vehicle Information

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1 Vehicle #3921 Chevrolet Equinox (2CNALBEW8A6XXXXXX) Inspection Date: 1-Feb-211 Year 21 Make Model Body Style HVE Display Name: Year Range: Sisters and Clones: Vehicle Category: Vehicle Class: VIN: Date of Manufacture: Drivetrain: Number of Axles: Driver Position: Engine Location: ABS: Front GAWR: Rear GAWR: GVWR: Odometer: Weight Distribution: Color: Chevrolet Equinox LS Chevrolet Equinox LS Terrain SUV 2 2CNALBEW8A6XXXXXX May-213 FWD 2 LHD Front Yes 2593 lb 2736 lb 4964 lb 11,37 mi 57.4/42.6 Red General Vehicle Information No Primary Inspection Photograph No Secondary Inspection Photograph Overall Length: Overall Width: Overall Height: A Front Track Width: Rear Track Width: Left Wheelbase: Right Wheelbase: Average Wheelbase: in in in in in in in in Front X Distance: in Rear X Distance: in Right Y Distance: in Left Y Distance: in Top Z Distance: in Bottom Z Distance: in Front Area: in^2 Front Drag Coefficient:.36 Side Area: in^2 Side Drag Coefficient:. Top Area: in^2 Top Drag Coefficient:. Back Area: in^2 Back Drag Coefficient:. Bottom Area: in^2 Bottom Drag Coefficient:. Trailer Hitch Connection Front: No Trailer Hitch Connection Rear: No A - The overall height illustrated will differ from the overall height in HVE because HVE uses Unloaded wheel radius while we collect the data while vehicle is at ride height B - Throughout this report Blue values represent values inspected, measured or calculated by Vehiclemetrics. Black values represent specification data. Red values represent generic data. 1 of 22

2 Exterior Geometry Verification Vehicle #3921 Chevrolet Equinox (2CNALBEW8A6XXXXXX) The color map below is a comparison of the measured data, using a laser scanner versus the HVE model geometry. This is a quality check that we perform to assure that the HVE model accurately represents the vehicle measured. (Comparison performed using Polyworks V12) [inch] 2 of 22

3 Vehicle Mass, Center of Gravity and Inertia Vehicle #3921 Chevrolet Equinox (2CNALBEW8A6XXXXXX) Center of Gravity Information Total Mass Sprung Mass CGx 48.2 in in CGy -.45 in -.9 in CGz C in in Vehicle Weight Vehicle Weight Sprung Weight Left Front lb lb Right Front lb lb Left Rear lb lb Right Rear lb lb Total Weight lb lb D Inertia X: Inertia Y: Inertia Z: Inertia Sprung Unsprung lb-in-s^ lb-in-s^ lb-in-s^ lb-in-s^ lb-in-s^ lb-in-s^2 Total lb-in-s^ lb-in-s^ lb-in-s^2 E E E C - See note A on page 1 D Total weight is the input when building an HVE vehicle. The sprung weight illustrated will differ from the sprung weight in HVE. In HVE the program only subtracts the wheel weight and axle weight(if solid axle) from the total weight to calculate sprung weight. We use vibration testing to estimate the total unsprung weight. This results in the sprung weight in HVE being larger than ours. E Sprung inertia is the input when building an HVE vehicle. The total inertia presented in our datasheet will differ a small amount from the value you see in HVE. When HVE calculates total inertia, it utilizes the sprung weight CGz it had calculated which per note A,B differs a small amount from sprung weight CGz in our datasheet 3 of 22

4 Crush Stiffness Data Vehicle #3921 Chevrolet Equinox (2CNALBEW8A6XXXXXX) NHTSA Test(s) Used: Surface Front: Side: Rear: Top: Bottom: A Stiffness: lb/in 78. lb/in lb/in 25. lb/in 25. lb/in B Stiffness: Kv Stiffness: lb/in^ lb/in^2 4. lb/in^ lb/in^ lb/in^ lb/in^2 5. lb/in^2 75. lb/in^2 5. lb/in^2 75. lb/in^2 Conversion Height: () 3. in 3. in 3. in 3. in 3. in : Front Stiffness Coefficients Kv Bx + A Force (lb) Crush (in) 12 Rear Stiffness Coefficients Kv Bx + A 35 Side Stiffness Coefficients Kv Bx + A 1 3 Force (lb) Force (lb) Crush (in) Crush (in) 4 of 22

5 Powertrain Data Engine Data Transmission and Final Drive Engine Name 2.4L_I4_Ecotec Final Drive Ratio 3.23 Number of Points 5 Differential Type Transverse Engine Displacement 2.4L 146. cu. in Drivetrain Inertia 6.5 lb-in-s^2 Engine Configuration I4 Transmission Type Automatic Compression Ratio 11.2 : 1 Number of Forward Speeds 6 Stroke Length 3.85 in Reverse Ratio Idle Speed 6 RPM Ratio Ratio Ratio Automatic Transmission Shift Data Ratio Engine Speed Minimum 18 RPM Ratio 5 1. Engine Speed Maximum 57 RPM Ratio 6.74 Upshift Minimum 2 % Upshift Maximum Downshift Minimum Downshift Maximum 6 % 5 % 9 % Wide Open Throttle Closed Throttle Engine Power Power (HP) Engine RPM Wide Open Throttle Closed Throttle Engine Torque 15 1 Torque (ft-lb) Engine RPM 5 of 22

6 Tire and Wheel Data Wheel X Location Wheel Y Location Wheel Z Location Number of Tires Tire Spacing Tire Rolling Diameter: Rim Width: Wheel Size: Manufacturer: Model: Maximum Pressure: Maximum Load: Pressure: Left Front Right Front Left Rear Right Rear in in in in in in in 3.96 in in in in in in 28. in 27.7 in 27.9 in 7.5 in 7.5 in 7.5 in 7.5 in P225/65R17 1T P225/65R17 1T P225/65R17 1T P225/65R17 1T Michelin Michelin Michelin Michelin Latitude Latitude Latitude Latitude 44 psi 44 psi 44 psi 44 psi 1765 lb 1765 lb 1765 lb 1765 lb 34 psi 32 psi 33 psi 33 psi Depth: 9 /32nd in 9 /32nd in 9 /32nd in 9 /32nd in Treadwear: Traction Rating: Temperature Rating: Wheel Mass: 46.9 lb 46.9 lb 46.9 lb 46.9 lb Spin Inertia: 13.5 lb-in-s^ lb-in-s^ lb-in-s^ lb-in-s^2 Steer Inertia: lb-in-s^ lb-in-s^ lb-in-s^ lb-in-s^2 Wheel Texture Image W_21ChevroletEquinox.bmp W_21ChevroletEquinox.bmp Tire File Name V_29_PassCar R17 V_29_PassCar R17 6 of 22

7 Suspension - HVE Input Data General Physical Data Type: Spring Type: Left Front Right Front Left Rear Right Rear Independent Independent Independent Independent Coil Coil Coil Coil Coil Diameter/Leaf Width: Wire Diameter/Leaf Thickness: Number of Coils/Leafs: Length of Coil/Leaf: Sway Bar Diameter: Solid Axle Weight: Solid Axle Inertia: Spring and Shock Data Left Front Right Front Left Rear Right Rear Ride Rate (Wheel Center Rate): 23.8 lb/in 23.8 lb/in lb/in lb/in Auxiliary Roll Stiffness: in-lb/deg in-lb/deg 75.2 in-lb/deg 75.2 in-lb/deg Roll Center Height: n/a n/a n/a n/a Lateral Spring Spacing: n/a n/a n/a n/a Damping at Wheel: lb-s/in lb-s/in 4.53 lb-s/in 4.53 lb-s/in Coulomb Friction: 5. lb 5. lb 5. lb 5. lb Friction Nullband: 5. in/s 5. in/s 5. in/s 5. in/s Maximum Jounce to Stop: in in in in Rebound Max Deflection: in in in in Linear Deflection Rate of Stop: 3. lb/in 3. lb/in 3. lb/in 3. lb/in Cubic Deflection Rate of Stop: 6. lb/in^3 6. lb/in^3 6. lb/in^3 6. lb/in^3 Energy Ratio of Stop: 5 % 5 % 5 % 5 % Intertandem Transfer: % % % % Joint Stop Height (Thickness): n/a n/a n/a n/a Front Suspension Rear Suspension No Photograph of Front Suspension No Photograph of Rear Suspension 7 of 22

8 Suspension - Wheel Center Rate Measurement Wheel Center Rate is the vertical force per unit vertical displacement at the location along the spindle corresponding to the wheel centerline, measured relative to the chassis (Milliken, W.F. and Milliken, D.L. "Race Car Vehicle Dynamics" S.A.E p 581) Wheel Center Rate that we utilize in the vehicle model is the average of the left and right side wheel positions for the front and rear. Ride Rate (Wheel Center Rate): Wheel Center Rate(Total): Wheel Center Rate (Rebound): Wheel Center Rate (Jounce): Left Front 23.8 lb/in lb/in 33.1 lb/in lb/in Right Front Left Rear 23.8 lb/in lb/in lb/in lb/in 32.2 lb/in 18.9 lb/in lb/in lb/in Right Rear lb/in lb/in lb/in lb/in Maximum Rebound (3.1 in) 3 Front Wheel Center Rate Maximum Jounce (7.6 in) 25 2 Force (lb) LF Spring RF Spring Ride Height Suspension Displacement (in) Force (lb) Maximum Rebound (3.8 in) Rear Wheel Center Rate Maximum Jounce (2.8 in) LR Spring RR Spring Ride Height Suspension Displacement (in) 8 of 22

9 Suspension - Auxiliary Roll Stiffness Measurement Auxiliary Roll Stiffness is the roll rate contribution by the anti-roll bar (sway bar). If the auxiliary roll stiffness is measured then the value used in the vehicle model is an average of the test values for the front and rear. If no anti-roll bar is present, auxiliary roll stiffness is assumed to be. If the auxiliary roll stiffness was not measured then it is calculated by measuring the geometry and calculating the installation ratio. This is the same procedure and formula as used by EDC Auxiliary Roll Stiffness: Front in-lb/deg Rear 75.2 in-lb/deg Sway Bar Diameter: r1: 14. in 21. in r2: 4.5 in 6. in r3: 9.5 in 6.3 in r4: 9.5 in 15. in L: t: 24. in 62.5 in 26. in 61.8 in Aux Roll Front Rear 16 Roll Stiffness (ls/rad) Test Number 9 of 22

10 Suspension - Damping Rate Calculation HVE uses a damping rate at the wheel. To estimate the damping rate at the wheel we first calculate the critical damping rate for the wheel. We then estimate the damping coefficient using a constant displacement vibration tester. The damping rate we use is calculated by multiplying the critical damping rate times the damping coefficient Left Front Right Front Left Rear Right Rear Damping at wheel (for HVE) lb-s/in lb-s/in 4.53 lb-s/in 4.53 lb-s/in Damping at Individual Wheel: lb-s/in lb-s/in lb-s/in lb-s/in Tire Rate: lb/in lb/in lb/in lb/in Wheel Hop Frequency: 15.8 Hz 15.6 Hz 15.7 Hz 15.8 Hz Wheel (Tire and Rim) Mass: 46.9 lb 46.9 lb 46.9 lb 46.9 lb Unsprung Mass: lb lb lb 16.1 lb Sprung Mass: lb 965. lb lb 7.4 lb Damping Coefficient: Critical Damping Rate: lb-s/in lb-s/in lb-s/in lb-s/in Adhesion (%) Adhesion ƒ hop Frequency (Hz) LF Test 1 LF Test 2 LF Test 3 Hop Calculation Procedure: Unsprung Mass (m u ) Critical Damping Rate (C cr ) = 2 * Sqrt[ ((k t +k s )*(m t ))] = (k t +k s ) (2*π*f hop ) Phase LF Test 1 LF Test 2 LF Test 3 Hop Phase (rad) Damping Coefficient (ζ) = 1 (2*π*f hop ) * θ Δω ω(rad/s) Damping at Wheel = ζ * C cr Note: Data for Left Front Wheel is shown only F - Our damping rates will be lower than a similar vehicle's damping rate calculated by EDC since vehicles produced by EDC assume the vehicle is critically damped. 1 of 22

11 Suspension - Change in Half-Track vs. Jounce/Rebound Vehicle #3921 Chevrolet Equinox (2CNALBEW8A6XXXXXX) As the suspension moves through the jounce and rebound phase, the wheels could move inboard or outboard relative to the chassis. This results in a change in the track width. HVE uses half of the track width (half-track) to define this motion. Front Track Width: 62.5 in Rear Track Width: 61.8 in Front Half-Track Width: Rear Half-Track Width: 31.3 in 3.9 in Maximum Jounce (-7.6 in) 1 Front Change in Half-Track Width vs Jounce/Rebound Maximum Rebound (3.1 in).5 Change in Half-Track (in) Suspension Displacement (in) Maximum Jounce (-2.8 in) 1 Rear Change in Half-Track Width vs Jounce/Rebound Maximum Rebound (3.8 in).5 Change in Half-Track (in) Suspension Displacement (in) 11 of 22

12 Suspension - Camber vs. Jounce/Rebound As the suspension moves through the jounce and rebound phase, the individual wheel cambers can change. HVE uses a camber versus jounce and rebound to define this motion for each individual wheel. Camber at Ride Height: Left Front -.6 deg Right Front Left Rear -.5 deg -.7 deg Right Rear -.8 deg Camber (deg) Camber (deg) Maximum Jounce (-7.6 in) Maximum Jounce (-2.8 in) Left Right Ride Height Camber Front Maximum Rebound (3.1 in) Suspension Displacement (in) Left Right Ride Height Camber Rear Maximum Rebound (3.8 in) Suspension Displacement (in) 12 of 22

13 Steering and Alignment - HVE Input Data General Descriptive Data Steering Type: Axle Steerable: Power Assist: Front Rack & Pinion Yes Electric Rear - No - Steering Data Left Front Right Front Left Rear Right Rear Steering Gear Ratio: : : Stop Angle: 29.8 deg deg - - Steering Stop Linear Stiffness: 3.6 ft-lb/deg 3.6 ft-lb/deg - - Steering Stop Energy Ratio: 5 % 5 % - - Steering Column Friction: 5. in-lb 5. in-lb - - Steering Column Inertia:. lb-in-s^2. lb-in-s^2 - - Steering Column Stiffness: 1.e^6 ft-lb/deg 1.e^6 ft-lb/deg - - Steering Linkage Mass:. lb-s^2/in. lb-s^2/in - - Steering Linkage Damp:. lb-s/in. lb-s/in - - Steering Friction Lag: 4.3 deg/s 4.3 deg/s - - Alignment Data Caster: King Pin Inclination: Steering Offset: Toe: Camber Constant (Solid Axle): Roll Steer Coefficient (Solid Axle): Roll Steer Constant: Roll Steer Linear: Roll Steer Quad: Roll Steer Cubic: Left Front Right Front Left Rear Right Rear -.9 deg -3.7 deg deg 12.9 deg in 1.61 in in -.2 in deg deg. deg. deg deg/in deg/in. deg/in. deg/in.997 deg/in^2.997 deg/in^2. deg/in^2. deg/in^ deg/in^ deg/in^3. deg/in^3. deg/in^3 13 of 22

14 Steering - Steering System Measurements Steering Data Left Front Right Front Left Rear Right Rear Steering Gear Ratio: : : Max Wheel Angle 29.8 deg deg - - Turns Lock to Lock: Ackermann Steering 57.7 % 53.9 % - - Max Steering Wheel Angle 542 deg 54 deg - - Maximum Left Turn (-3 deg) Steering Maximum Right Turn (3 deg) 46 y = x R² =.996 Steering Wheel Rotation (deg) Tire Angle (deg) 14 of 22

15 Suspension - Roll Steer Coefficients As the suspension moves through the jounce and rebound phase, the steer axle toe angle can change. Roll Steer is a measurement of the change in toe angle which produces a tendency to steer the vehicle as the suspension compresses. Solid Axles have a default Roll Steer value of deg. Roll Steer Constant Roll Steer Linear Roll Steer Quad Roll Steer Cubic Left.3379 deg deg/in Right deg deg/in Average deg deg/in deg/in^ deg/in^2.997 deg/in^2.223 deg/in^ deg/in^ deg/in^3 Maximum Jounce (-7.6 in) 1.25 Left Right Ride Height Roll-Steer Maximum Rebound (3.1 in) Roll-Steer (rad) Suspension Displacement (in) 15 of 22

16 Brake Parameters - HVE Input Data Brake Type: Pedal Ratio Used: Disc 1. psi/lb Left Front Right Front Left Rear Right Rear Torque Ratio: in-lb/psi in-lb/psi in-lb/psi in-lb/psi Secondary Torque Ratio: in-lb/psi in-lb/psi Proportioning Ratio: Proportioning Force: psi psi Pushout Pressure:. psi. psi. psi. psi Lag Time:. s. s. s. s Rise:. s. s. s. s Antilock Brakes: Effectiveness: Yes 5 % Yes Yes Yes 5 % 5 % 5 % Methodology for Calculation of Brake Parameters Front Rear T ratio = Slope T ratio secondary = Slope Brake Torque F proportion n proportion = T ratio secondary T ratio Brake Pedal Force 16 of 22

17 Brake - Test Data Left Front Right Front Left Rear Right Rear Test Torque Ratio: in-lb/psi in-lb/psi in-lb/psi in-lb/psi Test Secondary Torque Ratio: in-lb/psi in-lb/psi Test Proportioning Ratio: Test Proportioning Force: lb 37.7 lb Drag Force: 21.1 lb lb 15.8 lb 19.1 lb Wheel Drag: lb lb lb lb Max Brake Force: lb lb lb 59.5 lb Max Pedal Force: lb lb lb lb Brake Torque vs Pedal Force Average Front Average Rear 12 1 Brake Torque (ft-lb) Brake Pedal Force (lb) 17 of 22

18 Appendix General Vehicle Data Parameter Value Description Weight Distribution: Vehicle weight distribution is calculated based upon measured masses at each wheel location. Overall Length: from laser scans of vehicle. Overall Width: from laser scans of vehicle. Overall Height: Front Track Width: Rear Track Width: Left Wheelbase: Right Wheelbase: Average Wheelbase: Front X Distance: Rear X Distance: Right Y Distance: Left Y Distance: Top Z Distance: Bottom Z Distance: Front Area: Front Drag Coefficient: Side Area: Side Drag Coefficient: Top Area: Top Drag Coefficient: Back Area: Back Drag Coefficient: Bottom Area: Bottom Drag Coefficient: from laser scans of vehicle. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. Average of left and right wheelbase measurements from computerized 3D wheel alignment system. position from sprung mass CG location to front of vehicle geometry. position from sprung mass CG location to rear of vehicle geometry. position from sprung mass CG location to right side of vehicle geometry. position from sprung mass CG location to left side of vehicle geometry. position from sprung mass CG location to top of vehicle geometry. position from sprung mass CG location to bottom of vehicle geometry position from sprung mass CG location to bottom of vehicle geometry. Value obtained from Internet Documentation from a cross section of the laser scan data along the centerline of the vehicle and includes tire area. Value is blank and is entered as. from a cross section of the laser scan data with the vehicle in a plan view. Value is blank and is entered as. from a cross section of the laser scan data at the vehicles overall width and includes tire area. Value is blank and is entered as. Same as top area. Value is blank and is entered as. Parameter CGx Total CGx Sprung CGy Total CGy Sprung CGz Total CGz Sprung Left Front Right Front Left Rear Right Rear Total Mass Total Inertia X: Vehicle Mass, Center of Gravity and Inertia Value Description See White Paper HVE-WP See White Paper HVE-WP See White Paper HVE-WP See White Paper HVE-WP by raising the rear wheel above ground. See WP-HVE for further details. See White Paper HVE-WP Mass is measured at each wheel with vehicle at ride height. Mass is measured at each wheel with vehicle at ride height. Mass is measured at each wheel with vehicle at ride height. Mass is measured at each wheel with vehicle at ride height. from summation of measured masses at each wheel. Power curve fit of measured inertia vs. vehicle mass. Based upon NHTSA Vehicle Inertial Parameter Measurement database. Total Inertia Y: Total Inertia Z: Power curve fit of measured inertia vs. vehicle mass. Based upon NHTSA Vehicle Inertial Parameter Measurement database. Power curve fit of measured inertia vs. vehicle mass. Based upon NHTSA Vehicle Inertial Parameter Measurement database. 18 of 22

19 Parameter Front Crush Stiffness: Side Crush Stiffness: Rear Crush Stiffness: Top Crush Stiffness: Bottom Crush Stiffness: Parameter Engine Configuration Compression Ratio Stroke Length Idle Speed Engine Speed Minimum Value Appendix Crush Stiffness Description data based on Class 2 SUV per SAE Value Powertrain Data Description Value obtained from Manufacturer Brochure Value obtained from Manufacturer Brochure Value obtained from Manufacturer Brochure data based on Class 2 SUV per SAE from NHTSA Crash Test Data using b=5 mph, Restitution = 1% data based on Class 2 SUV per SAE data based on Class 2 SUV per SAE data based on Class 2 SUV per SAE as 8% of the Minimum Speed Reported added to 2% of the Maximum Speed Reported. This is a generic value and the same methodology as EDC. Engine Speed Maximum Upshift Minimum Upshift Maximum Downshift Minimum Downshift Maximum Final Drive Ratio Differential Type Drivetrain Inertia Transmission Type Number of Forward Speeds Torque Ratios data. We currently utilize the same value as EDC Tire and Wheel Data Parameter Value Description Wheel X Location Wheel Y Location Wheel Z Location Number of Tires Tire Spacing Tire Rolling Diameter: Rim Width: Wheel Size: Manufacturer: Model: Maximum Pressure: Maximum Load: Pressure: Depth: Treadwear: Traction Rating: Temperature Rating: Wheel Mass: Spin Inertia: Steer Inertia: Wheel Texture Image Tire File Name as 2% of the Minimum Speed Reported added to 8% of the Maximum Speed Reported. This is a generic value and the same methodology as used by EDC. data. We currently utilize the same value as EDC data. We currently utilize the same value as EDC data. We currently utilize the same value as EDC Value obtained from Car and Driver - Buyers guide Value obtained from Manufacturer Brochure data based on Class 2 SUV per SAE Value obtained from Manufacturer Brochure Value obtained from Car and Driver - Buyers guide Value obtained from Car and Driver - Buyers guide Wheel location measured using a computerized 3D wheel alignment system. Its position is presented relative to the sprung mass CG. Wheel location measured using a computerized 3D wheel alignment system. Its position is presented relative to the sprung mass CG. Wheel location measured using a computerized 3D wheel alignment system. Its position is presented relative to the sprung mass CG. Number of tires noted during inspection of vehicle. This parameter is only applicable to dual tires. The spacing is measured during the vehicle inspection. Tire rolling diameter is measured using a computerized 3D wheel alignment system. Rim width is measured during the vehicle inspection. Tire pressure is set to recommended pressure for vehicle inspection and recorded. Tread depth is measured. Wheel is removed from the vehicle and weighed. Inertia based upon wheel physical measurements. Same procedure as EDC. Inertia based upon wheel physical measurements. Same procedure as EDC. Photograph of wheel is taken during vehicle inspection. based on Vehicle Year Make and Model 19 of 22

20 Appendix Suspension HVE Data Parameter Value Description Type: Spring Type: Coil Diameter/Leaf Width: Wire Diameter/Leaf Thickness: Number of Coils/Leafs: Length of Coil/Leaf: Sway Bar Diameter: Solid Axle Weight: Solid Axle Inertia: Ride Rate (Wheel Center Rate): Auxilliary Roll Stiffness: Roll Center Height: Lateral Spring Spacing: Damping at Wheel: Coulomb Friction: Friction Nullband: Maximum Jounce to Stop: Rebound Max Deflection: Linear Deflection Rate of Stop: Cubic Deflection Rate of Stop: Energy Ratio of Stop: Intertandem Transfer: Joint Stop Height (Thickness): Not Used Not Used data based on Class 2 SUV per SAE data based on Class 2 SUV per SAE See White Paper HVE-WP See White Paper HVE-WP The test is repeated at four roll angles. Any outlying tests are excluded from the calculation. by multiplying critical damping rate by damping coefficient obtained by testing. See White Paper HVE-WP This value is assumed to be 5 lb if it is a coil spring suspension or 1 lb for a leaf spring suspension. Same as EDC. This value is assumed to be 5 in/s. Same as EDC. If there is a stop located on the vehicle the measurement is made. If there is no stop visible the maximum jounce is approximated by measuring the distance to full coil spring compression. during ride rate test. The vehicle is lifted under the sprung mass to allow the wheels to fully rebound. This value is assumed to be 3 lb/in for all vehicles. Same as EDC. This value is assumed to be 6 lb/in^3 for all vehicles. Same as EDC. This value is assumed to be 5% for all vehicles. Same as EDC. This value is assumed to be % for all vehicles. Same as EDC. during vehicle inspection. Parameter Wheel Center Rate (Total): Wheel Center Rate (Rebound): Wheel Center Rate (Jounce): Value Suspension - Wheel Center Rate Description This value represents a curve fit of ALL measurement points during our ride rate test. This value is provided for informational purposes only. This value represents a curve fit of measurement points during the rebound phase of our ride rate test. This value is provided for informational purposes only. This value represents a curve fit of measurement points during the jounce phase of our ride rate test. This value is provided for informational purposes only. Suspension - Auxiliary Roll Stiffness Measurements Parameter Value Description r1: These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. r2: r3: r4: These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. L: These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. t: These measurements are used to calculate the installation ratio of the sway bar per the method used by EDC. These value are only used if a roll stiffness test was not conducted. 2 of 22

21 Suspension - Damping Rate Calculation Parameter Value Description Tire Rate: Appendix See White Paper HVE-WP Wheel deflection is measured during the ride rate test using a laser sensor. Wheel Hop Frequency: Wheel (Tire and Rim) Mass: Unsprung Mass: Sprung Mass: Damping Coefficient: Critical Damping Rate: See White Paper HVE-WP This is the frequency at which a minimum adhesion occurs between the tire and ground plane during our suspension vibration test. This is used in the calcuation of damping coefficient and unsprung mass. Wheel removed from vehicle and weighed. See White Paper HVE WP by: (Total mass measured at the wheels) minus (unsprung mass at all four wheels) Based on the phase slope measured during our suspension test. This methodology is known as the phase-slope method. by the Equation: 2*SQRT[ (Tire Rate + Wheel Center Rate)*1)* Total Mass at the Wheel] Suspension - Camber vs. Jounce/Rebound Parameter Value Description Camber at Ride Height: using a computerized 3D wheel alignment system. Steering and Alignment - HVE Input Data Parameter Value Description Steering Type: Axle Steerable: Power Assist: Steering Gear Ratio: Stop Angle: Steering Stop Linear Stiffness: Steering Stop Energy Ratio: Steering Column Friction: Steering Column Inertia: Steering Column Stiffness: Steering Linkage Mass: Steering Linkage Damp: Steering Friction Lag: Caster: King Pin Inclination: Steering Offset: Toe: Camber Constant (Solid Axle): Roll Steer Coefficient (Solid Axle): Roll Steer Constant: Roll Steer Linear: Roll Steer Quad: Roll Steer Cubic: Not Used See White Paper HVE-WP using a computerized 3D wheel alignment system. The maximum wheel angle is recorded with vehicle steered fully to the left and fully to the right. This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC This is a generic value and is used for all vehicles. Same as EDC using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. using a computerized 3D wheel alignment system. by the 3rd Order Polynomial Describing the Curve Generated by plotting the Toe vs Suspension Travel by the 3rd Order Polynomial Describing the Curve Generated by plotting the Toe vs Suspension Travel by the 3rd Order Polynomial Describing the Curve Generated by plotting the Toe vs Suspension Travel by the 3rd Order Polynomial Describing the Curve Generated by plotting the Toe vs Suspension Travel 21 of 22

22 Steering - Steering System Measurements Parameter Value Description Max Wheel Angle Turns Lock to Lock: Ackermann Steering Max Steering Wheel Angle Appendix using a computerized 3D wheel alignment system. The maximum wheel angle is recorded with vehicle steered fully to the left and fully to the right. by measuring the steering wheel rotation at maximum left and right turns and dividing this by 36 degrees. The percentage of the measured total toe to toal toe based on the outisde wheel calculated with full(1%) Ackermann. Maximum steering wheel angle is measured when the steering wheel is turned lock to lock. Brake Parameters - HVE Input Data Parameter Value Description Brake Type: Pedal Ratio Used: Torque Ratio: Secondary Torque Ratio: Proportioning Ratio: Proportioning Force: Pushout Pressure: Lag Time: Rise: Antilock Brakes: Effectiveness: Pedal Ratio taken as 1. Due to Measurement of Pedal Force and Wheel Brake Torque Directly See White Paper HVE-WP See White Paper HVE-WP See White Paper HVE-WP See White Paper HVE-WP This value is assumed to be This value is assumed to be This value is assumed to be This value is assumed to be 5% for all vehicles. Same as EDC. Brake - Test Data Parameter Value Description Drag Torque: Brake Test Measure Wheel Drag Force Times the Rolling Radius Wheel Drag: Drag Force of Wheel Immediately Prior to Any Brake Application Max Brake Force: Maximum Wheel Force Value Recorded during Brake Test Max Pedal Force: Maximum Pedal Force Value Recorded during Brake Test 22 of 22