JOHN HUBERTY Email: cjhuberty@hotmail.com

Cell: 214-966-0487 Linkedin Profile: http://www.linkedin.com/pub/john-huberty/11/a57/401

SUMMARY:

Research and development engineer with hands on experience designing, engineering and constructing complete vehicles in prototype form to be used for dynamic testing and evaluation. Experience includes building and tuning suspension components and powertrain development with Rotax, Honda, Yamaha, OMC, Harley Davidson and Indian Motorcycle Company. An innovative problem-solver with experience building strong teams and strong interpersonal relationships. Programmed to have ownership mentality and the work ethic to match. SKILL SET SUMMARY:

Software • SolidWorks Pro • DezignWorks • MS Office Portable CMM • Operate Faro arm for dimensional

confirmation and reverse engineering including splines and all surface geometries

Suspension • Change dampening, valving and adjust

high speed and low speed compression and rebound

• Rebuild most suspension components Data Acquisition • Electronic to vehicle interface • Racetech Shock Clock set up Precision Assemblies • Engines • Suspensions • Chassis • Turbochargers and superchargers Tool Design • Tooling and fixturing

3D Printing • Rapid prototypes • Rapid castings of nonferrous metals Machining • Manual lathe • Vertical Mill • Haas Programming Code • Porting and blueprinting Welding • TIG welding most ferrous and

nonferrous metals • MIG welding steel and aluminum Lamination • Carbon fiber, Kevlar, FRP • Wet lay up, patterns, tooling,

prototype parts for all above Engine Dyno • Calibration, testing and tuning Quality Control • Six Sigma (organization and problem

solving)

PROJECTS AND EXAMPLES OF MY WORK:

Dallas Performance

Porsche 4 Piston Caliper Project Reversed engineered old damaged parts using Faro arm, DezignWorks and SolidWorks. The 3D files for the inner and outer caliber halves and corresponding bridges were refined, molds designed, printed, baked and prepped for pouring new parts.

69 Z-28 Fresh Air Intake Project

This was built on the car using 3 inch intercooler piping and sheet metal cut and welded to fit. All mounting tabs were flush mounted and rubber mounted.

67 Chevy II Ram Air System Project

It was started with the air cleaner housing to meet the following requirements: • Must fit 14 inch diameter high flow filter • Desired length, width, and height while providing clearance for hood, distributor, throttle

linkage, and thermostat housing along with its associated plumbing It was built using 3 inch intercooler piping and sheet metal cut and welded to fit. Ram air velocity stacks were designed specifically to use as much space as possible without interfering with existing structure, plumbing, or wiring. The hand laid carbon fiber velocity stacks fit flush with the radiator support closeouts, and behind the production grill with 5/8 inch minimum clearance. The filter is serviceable through a hand laid carbon fiber lid that snaps tightly into place and is secured by a wing nut in the center. This intake was accompanied by 1 5/8 inch stainless steel mandrel bent tubing to route water from the radiator to the thermostat housing with a piece of silicon hose at each end.

Large Displacement V-Twin EFI Intake Manifold Project

• 3D file was provided by the customer • Mold was designed • Mold was printed • Mold was baked and prepped for pouring • Part was poured • Part was finished machined to spec including fitment of injectors, fuel rail, and O-ring

gasket • Part was powder coated to customer specs • Manifold and fuel subassembly were reassembled • The EFI unit was shipped overnight to the trade show where it was to be introduced to the

V-Twin market

Ducati Cases Project

Reversed engineered Ducati cases to be machined out of 6061 T6 billet material.

Design Project

Installed production gear driven centrifugal supercharger to a modern sport bike. Installed a gear of the appropriate size in a location that could drive the supercharger. A three piece ignition cover was designed and fabricated to locate and support the supercharger. Extensive supercharger modifications were necessary to make it fit. A repositioned compressor housing outlet, new oiling circuits and an oil jet at the gear to gear interface were added, and finally the bearings were upgraded to ceramic spindle bearings to handle the increased rpms expected. Plumbing to the pressurized air plenum included water/methanol spray system to be used as a chemical intercooler and octane support to combat detonation. The plenum was made of hand laid carbon fiber to deal with the pressure. The fuel system was enhanced from one end to the other to deal with the expected 50 to 60 percent power boost.

Multiple 3D Printing Projects Done in house using my Z Corp 3D Printer.

3D Printing Lab also includes Faro Arm and Supporting Equipment and Software

2-Stroke Head Machining Project

Designed to allow for quick change combustion chambers. I only worked on the machining of these parts.

C-Techs Locking Mechanism Project

Printed and painted prototype parts for new production tool cabinets.

Hayabusa Subframe Project

Printed subframe extension for street racing crowd two days after receiving the 3D file.

Investment Cast Wax Core Project

This was produced primarily on the 3D printer and then impregnated with wax.

Sea-Doo GTX

This 2010 PWC of the Year, GTX Limited iS 260, is a result of my last work at BRP.

• i Suspension 6 inches of travel adjustable on the fly • Power steering • Off throttle steering • i Brake and reverse

Sea-Doo 3D

3D - Five different dynamic experiences on one vehicle

(vert, moto, kart, shoq and knee)

Sea Doo Firsts that I had direct impact on

• First fuel injected PWC in the industry (1998) • First direct injection PWC in the industry (2000) • First 4-stroke PWC in the industry (2001) • First supercharged 4-stroke PWC in the industry (2002) • First supercharged intercooled 4-stroke PWC in the industry (2003)

1996: I worked with Honda Marine Division on PWC applications, Mitsubishi Motors on jet boat applications and also tested rotary engines for PWC applications. Built GSX 1100 powered PWC with secondary gearbox. 1997: Chose to work at Rotax in Austria to build the first Rotax powered 4-stroke prototype PWC Numerous projects still being developed for production use that I was involved in since its inception (can’t disclose yet)

Can-Am Spyder

• Provided dynamic evaluations at a race track early in its development • Prepared and repaired preproduction units for demonstrations and testing

Can-Am ATV

Dynamic evaluation of all new platforms from prototype to pre-production stage

PERSONAL BIOS:

I grew up riding mini bikes and ATVs as a kid. It was no surprise that I ended up in the motorcycle industry at a dealer that had a progressive racing/winning culture including motocross, road racing, flat track, and ice racing. This experience led to a full time position building 400 plus bhp 2-stroke outboard racing engines for sprint, drag, and offshore racing. That employment stint included national and world championship winning engines as well as a few out right world speed records. Direct responsibilities included porting, blueprinting, assemblies, and dyno tuning. That led to my first business (John Huberty High Performance) providing power solutions to racers and engine builders for 2-stroke, 4-stroke, and rotary engines. I had the chance to start a pre-engineering education while self employed which helped provide an opportunity to enter the powersports industry in a research and development environment. Time spent at BRP allowed positions in drivetrain development (which included working at Rotax in Austria), advanced jet pump development, data acquisition, calibration, and testing. We ushered in the 4-stroke wave into PWCs, jet boats, and snow mobiles. Part time training continued and a degree in CADD was finished before a new U.S. group (Advanced Concepts) was conceived. This group was charged with building a bridge between design and engineering and I was included from its inception. We completed over 35 running new concepts with a large percentage seeing production in whole or part. Our focus at BRP was on high tech processes, materials, powertrain, drivetrain, suspension and chassis dynamics. We served Sea-Doo, Ski-Doo, Jet Boats, Can-Am ATV, Can-Am Spyder and other divisions. I completed my BSET Operations degree during my time in the Advanced Concepts group and was the US coordinator of that group when I left the company to pursue a new challenge, to start a motorcycle company from scratch. That was short lived but very eventful and provided many useful contacts which lead to the Racing Design Solutions position. Racing Design offered engineering, reverse engineering, rapid prototyping, and fabrication services. A significant economic slump starting in 2008 proved the demise for the new start up business. The strong economic conditions in Dallas TX lead me to find a home at Dallas Performance; engineering automotive performance solutions for Lamborghini’s, Vipers, Corvettes and other high performance cars. The apple never falls far from the tree, and so it brings light to my personal hobbies. These include motocross racing motorcycles and ATVs, member of SCCA, member of AMA, road racing track days, pit bike racing, autocross, MTB racing, car, truck and motorcycle restorations. I love the energy that comes with competition, and developing products that are class leading and that is why I fit into your winning culture. Thanks for your consideration.