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Engine and Transmission Design

Engine and Transmission Design. How does an engine work. Restrictions 4 cycle Less than 610cc Runs on gas or ethenol 4 cycles Intake Compression Power Exhaust. http://www.youtube.com/user/uconnfsae#p/u/8/3qNWkOF6w0M. What engine we plan to use. 2001-2003 Suzuki GSXR 600 Powerful

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Engine and Transmission Design

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  1. Engine and TransmissionDesign

  2. How does an engine work • Restrictions • 4 cycle • Less than 610cc • Runs on gas or ethenol • 4 cycles • Intake • Compression • Power • Exhaust http://www.youtube.com/user/uconnfsae#p/u/8/3qNWkOF6w0M

  3. What engine we plan to use • 2001-2003 Suzuki GSXR 600 • Powerful • Light • Cheap

  4. Planned Modifiactions • Aftermarket ECU(Engine Control Unit) • Custom tuned intake with 20mm restrictor • Matching custom tuned exhaust • Tuning ECU to match intake and exaust • Custom cooling system • Custom oiling system • Other power modifications

  5. Adaptronic • Full engine control • Fuel and spark mapping • Traction control • Launch control • Data logging • Wideband O2 compatible • Great support

  6. Intake • Restrictions • 20mm restrictor • No drive by wire

  7. Throttle body runner Intake Design Plenum • 3 Parts • Runners • Plenum • Throttle body runner • Intake will be resonance tuned with Helmholtz equation • Air is considered to act as a spring mass system • With proper runner lengths and Plenum size the Volumetric efficiency will go past 100% Runner

  8. Volumetric Efficiency

  9. POWER MODS!!! • Adjustable Cam • tune to lower r.p.m. for max power • Remove 1st,5th,6th gears • Be super awesome! • Smaller head gasket for higher compression.

  10. Exhaust System

  11. Overview • Exhaust is dominated by: • Gas Particle Movement • Pressure Wave Activity • Pressure Waves bouncing off walls of exhaust piping creating back pressure • Reduce backpressure by reducing sharp angles in piping and tuning exhaust system

  12. 4-1 • Exhaust goes from each port to single collector • Easier to manufacture • Gives additional horsepower throughout power curve

  13. 4-2-1 • Exhaust goes from each port and is paired with corresponding cylinder into a collector and then joins other pipe with last cylinder • Primary and secondary lengths • Slightly more difficult to manufacture • Additional torque

  14. Material • Steel-cheap, rusts easily, must be treated with a ceramic coating to increase reflectivity so that exhaust can flow more easily • Stainless- more expensive, corrosion resistant, highly reflective; therefore, does not need to be coated • Titanium-original exhaust for the bike is titanium, one team in the past has used this stock to reduce weight, however they replaced it the following year with a custom exhaust

  15. Design • 4-2-1 exhaust will be the preferred design • Two exhausts will be fabricated due to lack of frame to design exhaust around • First exhaust will be essentially straight pipes so it can be more easily tuned on the dyno • Once frame and engine mounts are completed, final exhaust can be planned and fabricated • Primary and Secondary lengths will be based off of the respective lengths of the first exhaust • Must comply to FSAE rules and regulations: • outlet no more than 60cm from rear axle centerline • no more than 60 cm off the ground • exhaust system needs heat shielding

  16. Fabrication • No Mandrel-Bender= cut 180° piping to desired angle • Piping will be attached by tight slip fit joints and springs holding joints together for initial tuning • Test headers will only be welded where necessary

  17. Fabrication • Adapters will need to be made so that headers can cover exhaust port • Will using existing bolt patterns each adapter will be separate to avoid thermal expansion and warping when engine gets hot

  18. Tuning • Primary and Secondary lengths will be based off of calculations, and will be more accurately tuned on dyno • “Tuning” will be shortening dyno’s primary and secondary lengths until desired engine performance has been found

  19. Muffler • Maximum sound level cannot exceed 110 dB • It is not cost efficient to fabricate one from scratch- many aftermarket mufflers exist

  20. Cost Analysis

  21. DYNO Tuning AKA DYNO Flogging Engine tuning

  22. Why tune? • Keeps the engine safe • Gets you max power • Max fuel economy • Max driveability

  23. Definitions • Dyno (sometimes called a brake): A device that can absorb power at a set rate • Rich: Too much fuel going into the engine • Lean: Too little fuel into the engine • Torque: The turning force the motor creates • Power: the force the engine exerts times its velocity (the engines ability to do work) • AFR: Air Fuel Ratio • EGT: Exhaust gas temperature

  24. Definitions continued • Wideband: A device used for measuring AFRs • Load: How hard the engine is working (directly related to throttle position

  25. Equipment • Bare minimum • Dyno • Wideband O2 sensor • Space • Torque Gauge on brake • Good to have • EGT probes • Computer logging

  26. How does it keep the engine safe? • Prevents dangerous lean conditions and detonation • What is bad about lean condition? • Causes very hot cylinder temps • Comes with detonation • What is detonation? • When fuel ignites before you want it to • Caused by too little fuel or too much timing advance • Can break things very quickly

  27. How is tuning done? • Choose a load to run the engine at (start with none) • Start at a low speed where you: • Analyze the AFR and correct as needed • *apply more (or less) torque from the dyno manually as the parameter changed • Record the results for future reference • Loop steps 1-3 for different combinations of load and speed • Go back to where you started and compare the current results to the results at the start of the tuning session

  28. How does it get max power? • Power is what gets you a change in speed • Having a dyno lets you make a change to the engine and actually see if it did any good • You need enough fuel to take advantage of that air, too little and you are lean, to much and you are rich • For each loading and speed of the engine a different amount of fuel may be required for a given amount of air to get max power • This is why tuning can be a very time consuming process

  29. How does it improve fuel economy • Running rich means you are using more fuel than you need to • Removing the rich conditions not only saves you fuel but gets you power

  30. How does it improve drivability • Dyno tuning allows us to tune the engine for max power, it also is how we decide where that power will be

  31. Space, safety, misc equipment • As of now I have a space partly worked out • This is mainly a concern of safety, consider: • High noise of the engine • Exhaust gases • Worst case: Flying engine parts • http://www.youtube.com/watch?v=JSc85rsOEec

  32. Stuff to get that isnt already being got • Right now the system is open loop • This means that we waste lots of water (100s of gallons per day is possible) • We have most of the major components to make it closed loop • The ancillary bits are what make going closed loop a pain in the ass • Some basic protection equipment • ¾ plywood • EAR PROTECTION!! • Big ass fan to evacuate exhaust and cool engine

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