Abstract: The present invention is directed to cinnolinyl and quinolinyl pyrazol-4-yl-pyridine compounds which are allosteric modulators of the M4 muscarinic acetylcholine receptor. The present invention is also directed to uses of the compounds described herein in the potential treatment or prevention of neurological and psychiatric disorders and diseases in which M4 muscarinic acetylcholine receptors are involved. The present invention is also directed to compositions comprising these compounds. The present invention is also directed to uses of these compositions in the potential prevention or treatment of such diseases in which M4 muscarinic acetylcholine receptors are involved.

Abstract: A modular engine family comprises an engine block assembly having an upper end extending at an angle a from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase comprising a crankshaft having three journals supported by journal bearings for rotation therein. First and second piston pins and associated first and second piston/rod assemblies are disposed in piston cylinders of a first cylinder housing assembly wherein the first and second piston pins are located in the same radial position on the crankshaft and are spaced longitudinally to define a firing interval of 360 degrees. A cylinder head is configured to close open ends of the piston cylinders to thereby define combustion chambers with the first and second pistons; the cylinder housing assembly reclined from vertical towards the rear of the engine block by an angle ?.

Abstract: A motor vehicle has an internal combustion engine mounted in a central tunnel of the vehicle floor pan. The internal combustion engine comprises an engine block assembly having a lower end closed by an oil pan and an upper end extending at an angle ? from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase that is configured to house a crankshaft for rotation therein. A cylinder housing assembly is reclined from vertical, towards the rear of the engine block, about an axis of the crankshaft by an angle ?. At least a portion of the cylinder housing assembly and the crankcase are disposed in the central tunnel of the vehicle floor pan.

Abstract: A system includes a fuel cutoff module and a cylinder deactivation module. The fuel cutoff module generates a fuel cutoff signal when a deceleration fuel cutoff condition occurs, wherein fueling to M cylinders of an engine is disabled based on the fuel cutoff signal, and wherein M is an integer greater than or equal to one. The cylinder deactivation module deactivates the M cylinders in response to the fuel cutoff signal.

Abstract: A crankshaft for an internal combustion engine comprises at least four main journals aligned on a crankshaft axis of rotation and at least six crankpins, each being disposed about a respective crankpin axis and positioned between the at least four main journals. Each of the respective crankpin axes is oriented parallel to, and spaced radially from, the crankshaft axis of rotation. Each of the at least six crankpins is joined to a pair of crank arms for force transmission between each of the at least six crankpins and the respective pair of crank arms. Each crank arm is joined to a respective main journal for transmitting torque between the crank arm and the main journal. The at least six crankpins are disposed asymmetrically about the crankshaft axis of rotation.

Abstract: An engine assembly may include a cylinder head defining a first bearing surface supporting a camshaft, a bearing cap fixed to the cylinder head and a lubrication rail. The first bearing surface may have a first oil inlet extending therethrough. The camshaft may define an axial bore, a first radial passage and a second radial passage. The first radial passage may extend from the axial bore through an outer circumference of the camshaft and may be in communication with the first oil inlet. The second radial passage may extend from the axial bore through an outer circumference of the camshaft. The bearing cap may be fixed to the cylinder head and include a first oil outlet in communication with the second radial passage. The lubrication rail may include a second oil inlet in communication with the first oil outlet and a first lubrication supply passage aligned with a camshaft lobe.

Abstract: An engine assembly may include a cylinder head defining a first bearing surface supporting a camshaft, a bearing cap fixed to the cylinder head and a lubrication rail. The first bearing surface may have a first oil inlet extending therethrough. The camshaft may define an axial bore, a first radial passage and a second radial passage. The first radial passage may extend from the axial bore through an outer circumference of the camshaft and may be in communication with the first oil inlet. The second radial passage may extend from the axial bore through an outer circumference of the camshaft. The bearing cap may be fixed to the cylinder head and include a first oil outlet in communication with the second radial passage. The lubrication rail may include a second oil inlet in communication with the first oil outlet and a first lubrication supply passage aligned with a camshaft lobe.

Abstract: A modular engine family comprises an engine block assembly having an upper end extending at an angle ? from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase comprising a crankshaft having three journals supported by journal bearings for rotation therein. First and second piston pins and associated first and second piston/rod assemblies are disposed in piston cylinders of a first cylinder housing assembly wherein the first and second piston pins are located in the same radial position on the crankshaft and are spaced longitudinally to define a firing interval of 360 degrees. A cylinder head is configured to close open ends of the piston cylinders to thereby define combustion chambers with the first and second pistons; the cylinder housing assembly reclined from vertical towards the rear of the engine block by an angle ?.

Abstract: A motor vehicle has an internal combustion engine mounted in a central tunnel of the vehicle floor pan. The internal combustion engine comprises an engine block assembly having a lower end closed by an oil pan and an upper end extending at an angle ? from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase that is configured to house a crankshaft for rotation therein. A cylinder housing assembly is reclined from vertical, towards the rear of the engine block, about an axis of the crankshaft by an angle ?. At least a portion of the cylinder housing assembly and the crankcase are disposed in the central tunnel of the vehicle floor pan.

Abstract: A system includes a fuel cutoff module and a cylinder deactivation module. The fuel cutoff module generates a fuel cutoff signal when a deceleration fuel cutoff condition occurs, wherein fueling to M cylinders of an engine is disabled based on the fuel cutoff signal, and wherein M is an integer greater than or equal to one. The cylinder deactivation module deactivates the M cylinders in response to the fuel cutoff signal.

Abstract: An internal combustion engine is provided having an accessory drive system. A high-pressure fuel pump assembly is mounted with respect to the engine and driven by the accessory drive system. Additionally, the internal combustion engine includes an engine block and at least one cylinder head mounted thereto. The engine block and the at least one cylinder head delineate a plane. The high-pressure fuel pump assembly includes a high-pressure fuel pump that is mounted substantially behind the plane. The high-pressure fuel pump is driven by a drive shaft which is configured to collapse and/or telescope in the presence of an axial force of sufficient magnitude.

Abstract: A windage tray apparatus is provided and is configured to be mountable within a crankcase at least partially defined by an engine block of an internal combustion engine. The crankcase has a first bay and a non-adjacent second bay. The internal combustion engine has a crankshaft rotatably supported within the crankcase. The windage tray includes a tray member and a passage at least partially defined by said tray member and in communication with the first bay and the non-adjacent second bay. The passage is operable to allow gas transfer between the first bay and the non-adjacent second bay to reduce the motoring friction of the internal combustion engine. An internal combustion engine incorporating the disclosed windage tray apparatus is also provided.

Abstract: A windage tray apparatus is provided and is configured to be mountable within a crankcase at least partially defined by an engine block of an internal combustion engine. The crankcase has a first bay and a non-adjacent second bay. The internal combustion engine has a crankshaft rotatably supported within the crankcase. The windage tray includes a tray member and a passage at least partially defined by said tray member and in communication with the first bay and the non-adjacent second bay. The passage is operable to allow gas transfer between the first bay and the non-adjacent second bay to reduce the motoring friction of the internal combustion engine. An internal combustion engine incorporating the disclosed windage tray apparatus is also provided.

Abstract: A variable timing camshaft drive assembly for an internal combustion engine utilizes a single cam phaser, driven by an engine crankshaft, capable of operating multiple camshafts carried on multiple banks of an engine. The cam phaser is carried on a hub extending from a mounting member attached to an engine block. The cam phaser includes an input sprocket and an output sprocket separated by a phasing device capable of altering the phase angle of the sprockets relative to one another. A first timing chain connects a drive sprocket of the crankshaft with the input sprocket of the cam phaser and a second timing chain connects the output sprocket of the cam phaser with the driven sprockets of the camshafts. As the phasing device alters the phase angle between the input and output sprockets, the phase angle between the camshafts and the crankshafts is altered.