QUALITY PROBLEM UNDERSTANDING IN CRANK CASE - KWP

Birla Institute of Technology and Science, Pilani K.K. Birla Goa Campus

15 July 2011

A Report on
QUALITY PROBLEM UNDERSTANDING IN CRANK CASE - KWP

Submitted in partial fulfillment for the completion of the course

Practice School-I Course No. BITS C221 AT

Honda Motorcycle & Scooter India Pvt. Ltd.

Prepared by:
Akshat Agha 2009A4PS380G Mehul Dudi 2009A4PS332P

Under the supervision of:

Mr. Rohit Kumar Senior Executive

ACKNOWLEDGEMENT
We, the students of Birla Institute of Technology & Science, Pilani, would like to give our heartiest thanks to our mentor, Mr. Rohit Kumar for supporting us at every point of time, and guiding us through the functioning of the various departments in HMSI. It would have been impossible to work in the industry without his support and guidance. He also introduced us to various aspects of the project and guided us on how to proceed with our project.

We would also like to thank Ms. Deep and Mr. Amarjit Singh who allowed us to join HMSI as trainees, and be a part of this huge organisation. It has given us a very bright exposure of the industrial world, which would help us to adjust to the new environment that we will face once we pass out.

We sincerely thank our instructor-in-charge, Mr. William Joe for his cooperation and support at all points of time.

Finally, we would like to thank Birla Institute of Technology & Science, Pilani providing us with this opportunity to get an insight into the industrial world.

CERTIFICATE

This is to certify that this project entitled QUALITY PROBLEM UNDERSTANDING IN CRANK CASE KWP submitted by Akshat Agha and Mehul Dudi, students of Birla Institute of Technology and Science, in the fulfilment of Practice School-I, Course No. BITS C221, during the academic year 2010-11 is a record of students own study carried under my supervision & guidance. This project report does not break any code of confidentiality as per the norms of HMSI.

Mr. Rohit Kumar Senior Executive

Mr. Sumit Vij Department Head

Ms. Deep Raliya Trainee Head

BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE PILANI (RAJASTHAN)

Station: Honda Motorcycle & Scooter India Pvt. Ltd. Duration: 2 months Date of Submission: July 15, 2011 Title of the project: Quality Problem Understanding in Crank Case KWP Date of Start: May 23, 2011

Prepared by: Akshat Agha 2009A4PS380G Mehul Dudi 2009A4PS332P B.E. (Hons.) Mechanical Engineering B.E. (Hons.) Mechanical Engineering

Mentor: Mr. Rohit Kumar PS Faculty: Mr. William Joe Abstract: This project report aims at understanding the quality in crank case machining and giving suggestions in order to improve it. The process of crank case machining is a step-by-step process, and has multiple stages included in it. There are several problems which occur during the various stages of this process. The process is a systematic one, which makes the machining both smooth and efficient.

Signatures of Students Date:

Signature of PS Faculty Date:

TABLE OF CONTENTS
About Honda World Corporate Profile Hondas Products Around The World Honda Motorcycles and Scooters Pvt. Ltd. (HMSI) HMSI Vision Honda Global Network Hondas Operation in India HMSI Factory at Manesar, Gurgaon Factory Outlook Process Flowchart Of The Plant Aluminium Machining Pre-machining Processes at HPDC Section Final Machining Processes Left Crank Case Right Crank Case Problems in Machining Case Study L/R CD OUT Two way fine boring rejection Bibliography 8 9 11 12 14 14 14 15 16 17 18 20 22 26 28 30 31 32 35 40

FOUNDER SOICHIRO HONDA

HONDA ESTABLISHED AT HAMAMATSU, JAPAN, IN 1948.

ACTION WITHOUT PHILOSOPHY IS A LETHAL WEAPON PHILOSOPHY WITHOUT ACTION IS WORTHLESS Soichiro Honda

Honda, one of the biggest brand names in the automobile world today was founded by SOICHIRO HONDA at HAMAMATSU, JAPAN, IN 1948 .Since then, the company has been growing by leaps and bounds satisfying customers all over the world with its comfortable world class products having most advanced technology

ABOUT HONDA WORLD

Honda Global Network: Six Regional Head Quarters. Extensive Worldwide R&D, Production &Sales Networks

Honda Motor Europe Ltd. (UK) Honda Motor Co. Ltd. (Japan)

Honda North America Inc. (USA)

Honda Motors China Ltd.

Honda R&D (China) Asian Honda Motor Co. Ltd. (Thailand)

Motorcycles R&D

Automobiles

Power Products

Honda Motor LTDA. (Brazil)

Regional Headquarters

FIG. 1: Hondas Global Network

Head Office 1-1, 2-chome, Minami-Aoyama, Minato-ku, Tokyo 107-8556, Japan Tel: +81-(0)3-3423-1111

CORPORATE PROFILE
Honda Motor Co., Ltd. operates under the basic principles of "Respect for the Individual" and "The Three Joys" commonly expressed as The Joy of Buying, The Joy of Selling and The Joy of Creating. "Respect for the Individual" reflects our desire to respect the unique character and ability of each individual person, trusting each other as equal partners in order to do our best in every situation. Based on this, "The Three Joys" expresses our belief and desire that each person working in, or coming into contact with our company, directly or through or products, should share a sense of joy through that experience. In line with these basic principles, since its establishment in 1948, Honda has remained on the leading edge by creating new value and providing products of the highest quality at a reasonable price, for worldwide customer satisfaction. In addition, the Company has conducted its activities with a commitment to protecting the environment and enhancing safety in a mobile society. The Company has grown to become the world's largest motorcycle manufacturer and one of the leading automakers. With a global network of 507* subsidiaries and affiliates accounted for under the equity method, Honda develops, manufactures and markets a wide variety of products, ranging from small general-purpose engines and scooters to specialty sports cars, to earn the Company an outstanding reputation from customers worldwide. Honda Motor Company, Limited is a multinational corporation, engine manufacturer and engineering corporation headquartered in Japan. The company manufactures automobiles, motorcycles, trucks, scooters, robots, jets and jet engines, water craft, electrical generators, marine engines, lawn and garden equipment, and aeronautical and other mobile technologies. Honda's line of luxury cars is branded Acura in North America, Hondura in the Honduras and Hongda in China. More recently they have ventured into mountain bikes. Honda is the 6th largest automobile manufacturer in the world as well as the largest enginemaker in the world, producing more than 14 million internal combustion engines each year. As of August 2008, Honda surpassed Chrysler as the 4th largest automobile manufacturer in the United States. Currently, Honda is the second largest manufacturer in Japan behind Toyota and ahead of Nissan.

Honda was founded in the late 1940s as Japan struggled to rebuild following the Second World War Company founder Soichiro Honda first began manufacturing piston rings before turning his attention to inexpensive motorcycles. Mr. Honda always had a passion for engineering, and this became evident by the wild sales success of his motorcycles in the 1960s and by competing head-to-head against the worlds best on racetracks. Today, Honda is a juggernaut, offering class-leading machines in most every category.

HONDAS PRODUCTS AROUND THE WORLD

Honda Engines

Generators

Scooters

CARS

ASIMO

MUV

Motorcycles

Lawn Movers

Trimmer

HONDA MOTORCYCLES AND SCOOTERS PVT. LTD. (HMSI)

Honda Motorcycles and Scooters India Pvt. Ltd. (HMSI), a wholly owned subsidiary of Honda Motor Company Ltd. was incorporated on 20 August 1999 to manufacture two wheelers in India. Its Symbol wings is recognized all over the world as the symbol of Honda two wheelers with which they promise to initiate changes and make a difference in the lifestyle of the people of India. It represents the flight that HMSI has taken to achieve the goals and targets which conform to the international standards. Hondas commitment to India is to manufacture world class two wheelers that are designed and best suited for local conditions. Ever since its establishment in 1999, HMSI has striven to offer products of the highest quality at reasonable price by following its fundamental belief of bringing joy to people. In a short
th

span of ten and half years, HMSI has emerged as the largest scooter manufacturer and the fourth largest two wheeler company in India. While endeavouring to meet and exceed the expectations of the customers, the critical importance to providing the product, technology and service that not only benefits the customer but also the society in areas such as environment preservation and riding safety is also realized. It is believed at HMSI that by meeting these expectations, HMSI will enhance the quality of life through products and services that reflect the spirit of today. Bringing joy to people and contributing to social development will continue to be the principles that will guide HMSI in future. It came into mass production with Honda Activa in 2001. Since then, the company has continued to grow in the Indian market along with regularly providing world class, advanced and technically sound products. Living up to its illustrious line age of excelling in the manufacture of two wheelers of global quality, HMSI has revolutionized the multi-dimensional Indian twowheeler market with products like Eterno, Dio, Unicorn and Shine. Apart from outstanding sales, Honda also caters its customers with excellent service and spare parts support. The HMSI factory is spread over 52 acres, with a covered area of about 85,815 square meters at Manesar, Gurgaon district of Haryana. The foundation stone for the factory was laid on 14th December 1999 and the factory was completed in January 2001. The initial installed capacity was 100,000 scooters per year, which has reached 6,00,000 scooters by the year by 2007 and motorcycle capacity shall be 4,00,000 per annum. The total investment outlay for the initial capacity was Rs. 215 crores and now the accumulated investment is 800 crores. HMSI mainly deals with: Manufacturing and sales of two wheelers. Manufacturing and sales of two wheelers engines. Service and sales of spare parts and accessories. Export of Honda products (CBU, Engine & Parts).

HMSI VISION:

HONDA LOGO:

HONDA GLOBAL NETWORK:

Honda has 5 operating regions and 1 R& D centre Honda Motor Corporation Limited, Japan Honda North America Incorporation, USA Asian Honda Motor Corporation Limited, Thailand Honda R&D, China Honda Motor Limited Association, Brazil Honda Motor Europe Limited, UK

HONDAS OPERATION IN INDIA:

Honda Motor Company, Japan with its headquarters in Tokyo, has manufacturing operations in 32 countries with 109 production bases. The company principal of Honda Worldwide is dedication to supplying products of the highest quality yet at a reasonable price for worldwide customer satisfaction. It has three business divisions namely 2-wheelers, 4wheelers and power products. Apart from HMSI that manufactures 2-wheelers, the other business divisions in India include Honda Siel Cars India Limited (HSCI) and Honda Siel Power Products Limited (HSPP).

HMSI FACTORY AT MANESAR, GURGAON:

The HMSI factory is spread over 52 acres, with a covered area of about 85,815 square meters at Manesar, Gurgaon district of Haryana. The foundation stone for the factory was laid was 100,000 scooters per year, which has reached 6, 00,000 scooters by the year by 2007 and motorcycle capacity shall be 4,00,000 per annum. The total investment outlay for the initial on 14th December 1999 and the factory was completed in January 2001. The initial installed capacity was Rs. 215 crores and now the accumulated investment is 800 crores.

FACTORY OUTLOOK

FACTORY MODEL

PROCESS FLOWCHART OF THE PLANT

RAW MATERIAL PRESS GDC AL. INGOTS

BOP

WELD

MACHINING

CASTING

PAINT

PAINTSHOP

ENGINE ASSEMBLY

BOP

FRAME ASSEMBLY

VQ

LOGISTICS

DISPATCH The department given to us for our project was Aluminium Department under machining section.

ALUMINIUM MACHINING
Aluminium Machining department deals with the machining of aluminium products used in Honda motorcycles and scooters. AL-2 is a division of Aluminium department which deals with the machining of left and right crank cases of KWP, KRP and KYJ models. Crank case is the body of the engine in which all the other parts are fitted. The importance of this department can be estimated by the fact that Honda does the machining process itself inside the factory and takes only sozai from the venders. KWP models are manufactured for Honda Activa and Aviator, KRP for Honda Deo and KYJ for Honda CBR 250. ALUMINIUM MACHINING-2 consists of two sub-divisions: Pre-machining processes at HPDC section. Final Machining Processes.

One-fourth of the required RCCs (KWP type) and LCCs are casted in HPDC and rest is supplied by venders. Casted LCCs for all models (except a fraction of KYJ type) are supplied by venders directly to pre-machining area.

Fig 1. Left Crank Case-KPL

Fig 2. Right Crank Case-KVT

PRE-MACHINING PROCESSES AT HPDC SECTION

In HPDC section, the newly casted components, after cooling, are put into machining. The casted components from vendors and HPDC are first treated by hand filers and made free of extra material resulting from casting. Then the components are sent to pre-machining zone.

There are three lines for pre-machining each one feeding a line at main machining zone. The pre-machining starts with Rotary Milling machine.

1. Rotary Milling: The rotary milling machine has a capacity of loading 6 LCCs and 2RCCs at a time. 2 LCCs and 2 RCCs are produced at a time in the rotary milling machine. There are 3 operations on LCC and 1 on RCC which include the following: LCC Mission Face Milling- Roughness 12.5S

 LCC Joint Face Milling- Roughness 8S LCC Cover Face Milling- Roughness 12.5S RCC Matching Face Milling- Roughness 8S

2. Multi drilling: This is a multi-spindle CNC machine and cuts multiple drill holes on both LCCs and RCCs.

After this, Sozai is transported on trolleys to Sozai area where the final machining processes occur. There are three sets of machines for machining in HPDC section, each one feeds to its respective line in final machining section.

FINAL MACHINING PROCESSES

There are three lines for machining in AL-2. Each LCC or RCC produced in any of the three lines bears a marking representing the details of line, shift and date at which it was produced. The marking of components in this line is done as <DATE>/<SHIFT CODE>. The three lines of production are:

1. Line 1 (also known as NEW line): This line has a target of 420 components/shift without reliever and 450 components/shift with reliever. The shift codes are 1,2 and 3 for A, B and C shifts respectively. This line produces only KWP model used in Honda Activa and Aviator.

2. Line 2 (also known as OLD line): This line has the same production capacity as line 1. For this line, the shift codes used in marking are A, B and C for A, B and C shifts respectively. It also produces only KWP engine crank cases used in Honda Activa and Aviator.

3. Line 3 (also known as KVT line): This line also having the same capacity as other two lines produces crank case for KVT engine used in Honda Deo alongwith KWP engine crank case used in Honda Activa and Aviator. For this line, the shift codes used in marking are X, Y and Z for A, B and C shifts respectively.

1. Input-Drill Centre: Input into final machining starts with Drill Centre. The various operations include reaming, drilling, tapping, milling, chamfering on LCC and Drilling, tapping, milling on spot face, reaming, chamfering on RCC. After this the component is fed into Fine boring machine for very major operations.

2. Two-Way Fine Boring and Reaming SPM: This is a special purpose machine which performs boring, reaming, milling and chamfering operations on LCCs and RCCs. It has a capacity of producing 1 L case and 1 R case. The important diameters cut on this SPM are:

CI Ring Diameter 62mm on LCC (Hole 65) Diameter 53mm on LCC (Hole 65) Diameter 56mm on LCC (Hole 65) CI Ring Diameter 52mm on RCC (Hole 71) Diameter 26mm on RCC (Hole 71) Hanger Hole Diameter 28mm on LCC (Hole 37) and RCC (Hole 61)

After this, the components are measured for diameters cut on Two-way fine boring and reaming machine. The components are checked at a frequency of 1/20 components.

3. Air Gauge Checking: At specified frequencies, the diameters of the components are checked for any tolerance violations. The fine boring machine is adjusted as per the results. If the component comes out to be undersize, it can be re-worked. But, if the diameter becomes oversize, the component goes to rejection trolley. Rejection of components takes place at this step so it is a very crucial step in machining process. By passing of components at this step can lead to problems in Engine Assembly.

4. Cylinder Face Operations: The components are then machined on cylinder face, where the gasket and cylinder component rest. There are 5 holes on LCC and 4 on RCC. After drilling and tapping, milling operation is performed on cylinder face of the components.

After this, the components pass through a series of operations including oil hole drilling, tapping on RCC and drilling on LCC.

5. Washing and Air Leak testing: After machining the components are washed with water and then checked for any leakage resulting due to casting. It is a two-step surety test. If a component is leak, first the air leak test detects it, and water test confirms the leak and sends the component to rejection. The leak components are rejected and sent for recycling.

After this, a visual inspection and pneumatic cleaning operation is done on components. If passed, components are marked for <Date>/<Shift Code> and sent to Engine Assembly.

LEFT CRANK CASE

Figure 3. Joint Face of Left Crank Case-KPL

Figure 4. Cover Face of Left Crank Case-KPL

Figure 5. Cylinder Face of Left Crank Case-KPL

RIGHT CRANK CASE

Figure 6. Joint Face of Right Crank Case-KVT

Figure 7. Cover Face of Right Crank Case-KVT

Figure 8. Cylinder Face of Right Crank Case-KVT

PROBLEMS IN MACHINING
The various problems faced in machining or due to machining can be listed as: L/R CD Out Crank Tight Tapping NG LCC/RCC Blowhole/Crack LCC/RCC Leak

CASE STUDY

L/R CD OUT
AIM OF THE PROJECT: Reduction in number of rejected components in
Aluminium Machining 2. The first problem that we had analysed was L/R CD Out. L/R CD out stands for Left/Right crank case centre distance out. When the studs fitted in hole number 94, 95 in RCC and 100, 101 in LCC are not at their proper position, it creates a problem in Engine Assembly. The gasket breaks on mounting over the studs followed by problem in cylinder component installation over the cylinder faces of LCC and RCC.

ERROR DETECTION:

Gasket breaks during fitting in AE because the studs on which it is mounted are not exactly in the place where they are supposed to be. The distance between the studs varies by more than 25 micron from their given distance in the design. Problems in Cylinder component fitment as like the gasket the cylinder component is also mounted on the studs that are out of place by more than 25 micron from their given distance in the design. Visually, studs appear bent and non-planar which causes problems in assembly.

FINDINGS:

From collected data, it is clearly visible that most number of LCCs having CD-Out come from Line-1(New line) of AL-2. Line 2(Old line) gives maximum number of faulty R cases which when assembled with line 1s L cases gives CD Out. CMM Reports of the holes of faulty cases are OK. Center of the holes are under tolerance limits. Studs were taken out and checked for planarity. The report was OK. More number of cases of CD-Out are recorded in B-shift as compared to A-shift ranging from an average of 10 to 4. When studs are taken out, cleaned and re-tightened, the engine sometimes becomes OK.

POSSIBLE CAUSES:

Seal check sensors in cylinder face drilling machines do not work sometimes. Wrong loading of components. Improper washing- Presence of chips inside drilled holes. Studs, if bent can cause problem in proper fitment of gasket and give CD-Out. Sometimes, the operator tightens the stud directly by pneumatic-gun. A disoriented stud can also be tightened by massive force of gun.

When stud is excessively tightened, it twists and bends, giving CD Out.

SUGGESTIONS:

Proper coolant flow has been provided on the fixtures in cylinder face drilling and tapping machines. This will ensure proper cleaning of fixtures and no accumulation of chips on rest pads. In Line-1, there is an improper fixture in milling machine (Batliboi), due to which the LCC becomes tight and the locating hole gets a dent. The same hole is used to fix the component in Cylinder face drilling and tapping machines. The fixture needs to be fixed. Seat check sensors need to be fixed. Components should be properly cleaned and no chips should be present inside the holes. Studs should first be tightened for 2-3 threads by hand and then gun should be used. This will ensure proper placement of stud inside the hole. This is why engine becomes OK when studs are opened and re-tightened. Some erroneous reporting was also observed about this problem in AE. This may be a reason more number of problems are registered in B-shift as compared to A-shift.

2 WAY FINE BORING REJECTION

1) DIAMETER UNDERSIZE: This error occurs when the diameter of the hole in LCC or RCC is lower than the tolerance prescribed. This error is detected using air gauges at the inspection station after the 2 way fine boring SPM. If bypassed this is detected, as a crank tight or crank loose error if the diameter in question is one of the cast iron ring (CI ring) diameters otherwise it is detected as a normal diameter NG, in the Engine Assembly.

2) DIAMETER OVERSIZE: This error occurs when the diameter of the hole in LCC or RCC is higher than the tolerance prescribed. This error is detected using air gauges at the inspection station after the 2 way fine boring SPM.

3) DIAMETER UNCLEAN: This error occurs when the finishing of the inside of the hole is improper, this mainly occurs when the insert is worn out. It is detected by the machine operator by visual inspection.

4) SURFACE UNCLEAN: This error occurs when the finishing of the surface above the hole is improper, this error is mainly detected in Line3 (KVT line) RCC and occurs when excess milling is done on the joint face in the pre-machining area. It is detected by the machine operator by visual inspection.

OBSERVATIONS:

According to the above data on rejection it is clear that the new line or Line1 shows the maximum amount of rejection. This may be attributed to the fact that the 2 way fine boring MICO SPM reports regular tight fitting problems in the LCC. The locating hole of the LCC is unable to mount on the locating pin which is fitted on the rest pad of the fixture. This forces the operator to hit the work piece with a hammer after mounting the work piece to force it into place. This sometimes results in wrong loading of component and causes the work piece to be rejected. Collected data also shows that Line3 (KVT line) reports multiple rejections every day for unclean surfaces in the RCC. This problem only occurs when the KVT model is being produced in the line and it never occurs during the production of KWPA model. The inserts used in the boring bars of all three lines are used past their prescribed lifetime. The inserts are changed only when they either shatter or the holes which they are machining start to come out unclean. When this happens the boring bars have to be readjusted to the new inserts which sometimes results in some pieces getting rejected due to oversized diameters. While machining the inserts in the boring bars are continuously getting worn out, this result in the diameter which they are machining getting gradually smaller. This diameter eventually goes below the tolerance limit making the component undersize. Since the frequency of checking is 1/20 there is a probability of having a maximum of 20 components undersize before the error is detected. This is a very large number and the chances of it happening are very low but the probability of having 10 pieces undersize is very large and often it occurs resulting in a large number of components requiring rework and hence increasing the days loss. When the inserts are changed in the machine generally 2-3 components are rejected during adjustment as adjustment is done using approximation and by the means of trial and error.

POSSIBLE CAUSES:

One of the major causes of rejection in the 2 way fine boring machines is operator negligence. This may occur in many different forms; like an operator in a hurry may forget to properly locate the work piece on the rest pad and it may cause the resulting diameter to be outside tolerance limits. He can also forget to replace the tool in time or to clean the machine to get rid of the chips on the boring bar and on the rest pad which causes damage to the inserts and interferes with the seat check sensors present in the machines. This can also result in damages to the sensor and it may stop working which augments the earlier problem of wrong loading. Another form of operator negligence is when the operator forgets to clean the work piece prior to placing it in the machine, which results in the chips on the work piece damaging the inserts. If the tool is not replaced in time eventually it shatters or starts giving an unclean diameter which causes that component to be rejected. Sometimes, like in the case of the MICO SPM, the machine makes it difficult for the operator to properly place the component in the machine. The locating pin in the machine does not fit properly in the locating hole of the LCC. This is due to the diameter of the pin being larger than what is required for fitting in the hole. This may also be due to the denting of the locating hole of the LCC in the Batliboi machine. The locating pin on the rest pad of the Batliboi machine is slightly displaced from its proper position and the diameter of the locating pin is slightly larger than normal. Due to this the operator is merely able to place the LCC on the locating pin and is not able to fit the piece on it. Then the hydraulic clamps exert a large amount of force and forcibly fit the hole on the pin resulting in a dent on the hole which makes the hole oblong and unsuitable for locating in other machines. Machines are not inspected very frequently as the operator assumes that till the machine is giving out components which are OK the machine is fine, but in reality the machines require frequent inspections in order to avoid rejections. If the machine is not inspected then any snag that it has developed is not detected until and unless a rejected piece is detected which is a scenario that we wish to avoid. The major error prone diameters are inspected at a frequency of 1/20. Since the frequency of checking is 1/20 there is a probability of having a maximum of 20 components undersize before the error is detected. This is a very large number and the chances of it happening are very low but the probability of having 10 pieces undersize is very large and often it occurs resulting in a large number of components requiring rework and hence increasing the loss.

But even though this frequency is inadequate sometimes, the operator does not check the diameters at the specified frequency, instead he opts to rely on his own experience. This may be fine with an experienced operator with an eye for errors but even with experience the rejection may occur long before it is detected and it may result in trolley full of rejection in a single go. The diameters machined by the 2 way fine boring machines, are checked by using air gauges. These air gauges are highly accurate but require constant calibration against a standard diameter as they lose their accuracy with constant use. If an operator neglects recalibration of the gauges he may end up marking defective components as OK. The method of trial and error used by operators while changing inserts to adjust the diameter is highly susceptible to cause rejection. The success of this method is highly dependent on luck and experience of the operator. In case of an inexperienced operator there may be a large number of rejections during adjustment which is unacceptable. Since the operator has no way to predetermine the diameter of the hole to be machined nor does he have a means to detect the correct amount of adjustment that he has just made.

SUGGESTIONS:

The oversized locator pin in the Batliboi machine in Line1 should be reduced in diameter and fixed in a place which is according to the dimensions of the work piece. This would remove the dent that is caused in the locating hole and would facilitate the proper fitting of the LCC in the MICO SPM. The locating pin of the MICO SPM should also be reduced in diameter so that the operator can fit the component easily and without using force. The machines should be inspected at proper intervals to ensure that no snag has developed and that all the sensors present in the machine are working properly. The chips present on the rest pad and the boring bars should be removed but care should be taken that the boring bar is not cleaned with compressed air as it damages the settings of the inserts and may cause rejection. The lubrication and the state of the inserts should also be regularly inspected to prevent the shattering of inserts and getting unclean diameters. It must be ensured that the inserts are changed at proper intervals according to the lifetime specified by the manufacturers of the inserts. Before loading component should be properly cleaned and it must be ensured that there are no chips on the seat check sensors on the rest pad of the machine. This ensures that the insert is not damaged by chips and that the seat check sensors on the pad trigger in case of wrong loading of the component which helps in reducing rejection due to wrong loading The frequency of checking the major diameters should be increased and it should be ensured that it is being followed. This allows for early detection of the component going out of the tolerance limit. This also reduces the maximum number of rejections possible probabilistically hence reducing the chances of rejection. New technology like digital boring bars should be used to help the operator reduce manual errors. These boring bars allow the operator to monitor the size of the hole to be machined even before the component is mounted on the machine. This allows the operator to adjust the size of the hole beforehand hence reducing the chances for rejection. These digital bars allow the operator to adjust the fine bore to an accuracy of 1 micron which is very large compared to the tolerance limit of 15 microns in case of the 62 mm diameter. This coupled with tool break sensors can give the machine a sense of automation in which it only relies on the operator to load and unload components and in case of a broken tool to replace the tool, as the bars can adjust themselves to stay at the mean of the tolerance limit of the diameter of the hole. This eliminates the errors caused due to the trial and error followed by operators when they change inserts while using mechanical boring bars.

BIBLIOGRAPHY
www.honda2wheelers.com www.hondaworld.com Conversations with concerned people. List of persons consulted: 1. Mr. Rohit Kumar San 2. Mr. Sumit Vij San 3. Mr. Chandrashekhar San 4. Mr. Tulsiram Badhe San 5. Mr. Jignesh Prajapati San 6. Mr. Brijendra Singh Chauhan San 7. Mr. Dua San 8. Mr. Das 9. Mr. Gaurav Bhatia San The executives mentioned above served as the key informants to this report. The methodologies used for information collection are: 1. Desk reviews. 2. Discussions with concerned employees at HMSI.