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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration

P13222: FSAE Turbocharger Integration

MSD I: Detailed Design Review

Thursday, November 8th, 2012

4:00-6:00pm

Kelly Conference Room

Team members: - Kevin Ferraro- Phillip Vars- Aaron League- Ian McCune- Brian Guenther - Tyler Peterson

Faculty Guide: Dr. Alan NyePrimary Customer: RIT Formula SAE Racing Team

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ContentsTables..........................................................................................................................................................3

Figures.........................................................................................................................................................3

Table 1: Project Information................................................................................................................5

Project Description......................................................................................................................................5

Project Background.................................................................................................................................5

Problem Statement.................................................................................................................................5

Objectives/Scope.....................................................................................................................................5

Deliverables.............................................................................................................................................5

Expected Project Benefits........................................................................................................................5

Core Team Members:..............................................................................................................................5

Assumptions & Constraints.....................................................................................................................5

Issues and Risks.......................................................................................................................................5

Customer Needs Review..............................................................................................................................6

Table 2: Customer Needs.....................................................................................................................6

Specifications Overview...............................................................................................................................7

Table 3: Specifications Review.............................................................................................................7

Table 4: Specifications, Continued.......................................................................................................8

System Architecture....................................................................................................................................9

Figure 1: Simplified Block Diagram......................................................................................................9

Compliance with Requirements................................................................................................................10

Induction...............................................................................................................................................10

Table 5: Induction System Compliance..............................................................................................10

Throttle/Restrictor.............................................................................................................................11

Figure 2: Spike Geometry Comparison..............................................................................................11

Figure 3: CFD Analysis of Spike/Restrictor.........................................................................................12

Figure 4: Restrictor Geometry...........................................................................................................12

Intercooler.........................................................................................................................................13

Table 6: Intercooler Compliance........................................................................................................13

Turbocharger.........................................................................................................................................14

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Table 7: Turbocharger Compliance....................................................................................................14

Figure 5: GT Power Simulation Schematic.........................................................................................15

Figure 6: GT Power, Efficiency Results...............................................................................................15

Exhaust System......................................................................................................................................16

Figure 7: GT-Power: Power and Efficiency results, Screen shot of header design #2 (green)............17

Boost Control.........................................................................................................................................17

Table 8:Boost Control System Compliance........................................................................................18

Figure 8: Boost Control Block Diagram..............................................................................................19

Figure 7: Solenoid Details..................................................................................................................20

Figure 8: Solenoid Cross Section........................................................................................................20

Engine....................................................................................................................................................20

Mounting System..................................................................................................................................21

Risk Assessment........................................................................................................................................22

Table 9: Risk Items.............................................................................................................................22

Table 10: Risk Items, Continued........................................................................................................23

Testing Plans..............................................................................................................................................24

Bill of Materials..........................................................................................................................................24

Timeline/Schedule.....................................................................................................................................25

TablesTable 1: Project Information........................................................................................................................5Table 2: Customer Needs............................................................................................................................6Table 3: Specifications Review.....................................................................................................................7Table 4: Specifications, Continued...............................................................................................................8Table 5: Induction System Compliance......................................................................................................10Table 6: Intercooler Compliance................................................................................................................13Table 7: Turbocharger Compliance............................................................................................................14Table 8:Boost Control System Compliance................................................................................................18Table 9: Risk Items.....................................................................................................................................22Table 10: Risk Items, Continued................................................................................................................23

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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration FiguresFigure 1: Simplified Block Diagram..............................................................................................................9Figure 2: Spike Geometry Comparison......................................................................................................11Figure 3: CFD Analysis of Spike/Restrictor.................................................................................................12Figure 4: Restrictor Geometry...................................................................................................................12Figure 5: GT Power Simulation Schematic.................................................................................................15Figure 6: GT Power, Efficiency Results.......................................................................................................15Figure 7: Solenoid Details..........................................................................................................................20Figure 8: Solenoid Cross Section................................................................................................................20

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Table 1: Project InformationProject # Project Name Project Track Project Family

P13222 FSAE Turbocharger Integration Vehicle Systems and Technologies

Start Term Team Guide Project Sponsor Doc. Revision

20121 Dr. Nye RIT Formula SAE Team

Project Description

Project Background Group of students that design and build

a small open wheeled racecar Vehicle must satisfies the safety

requirements Limitations: 20 mm diameter, maximum

displacement of 610 cubic centimeters. Fuel economy emphasis: 10% of total

points Best balance between power and fuel

efficiency with significant physical limitations

Problem StatementSuccessfully integrate a turbocharger into the Yamaha WR450F engine package on the Formula SAE race car.

Objectives/Scope1. Develop accurate engine simulation2. Increase generated horsepower to 60

HP and torque to 45 ft*lbs3. Electronic boost control to maximize

power and fuel efficiency 4. Package components into vehicle using

3D CAD software5. Correlate simulation results to

dynamometer performance6. Robust mounting to withstand extreme

vibration and thermal environment

Deliverables Engine Simulation, Dyno Data Induction/Exhaust System Turbocharger/Mounting System Boost Control System

Expected Project BenefitsIncrease power output of the lightweight single cylinder engine without excessive fuel economy penalty. Increased power will allow for faster acceleration, higher top speed, and the ability to use additional aerodynamic downforce.

Core Team Members: Kevin Ferraro Phil Vars Tyler Peterson Aaron League Brian Guenther Ian McCune

Assumptions & Constraints1. Single cylinder engine: 2010 Yamaha

WR450F2. Complies with all Formula SAE rules

a. 20mm restrictorb. Throttle->restrictor-

>compressor 3. Maximum weight gain: 15 lbs

Issues and Risks1. Increased power generation will

negatively affect fuel economy of engine if not properly tuned

2. Improperly operating turbocharger can either be inefficient or damaging to engine

3. High exhaust temperature and severe vibration will require robust mounting scheme

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Customer Needs ReviewThe following shows the customer needs for the implemented turbocharger package.

Table 2: Customer NeedsCustomer

Need #Importance Description

CN1 5 Overall Horsepower and Torque Gains:

CN2 5 Optimized ECU Map for Best Performance

CN3 5 Consistent Engine Performance

CN4 5 Necessary Engine Internals are Included with System

CN5 4 Adequate System Cooling

CN6 4 Sufficient Dyno Testing and Validation

CN7 4 Optimized Turbo Size for Application

CN8 4 Meet FSAE Noise Regulations

CN9 3 Quick Throttle Response

CN10 3 Easy to Access in Car

CN11 3 Compact Design in Car

CN12 3 Fit Within Constraints of Current Chassis

CN13 2 Easy to Drive

CN14 2 Drivetrain Components Designed for Power Increase

CN15 2 Design for Intercooler Location (if required)

CN16 1 Readily Available Replacement Parts

CN17 1 Simple Interface with Current Engine

CN18 1 Maximized Use of Composite Material

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Specifications Overview

Table 3: Specifications Review

Source Function Specification (metric)Unit of

MeasureIdeal Value

Comments/Status

S1CN1 Engine Peak Power Output Hp and ft-lbs >= 60hp

45 ft-lbs General increase overall can also compensate

S2CN1, 2 Intake

Mass Air Flow g/s >=40 Maximize for restrictor, based on restrictor

geometry

S3CN1, 2, 9, 13 Intake Plenum Volume cc >=1000 Proper plenum size required for acceptable

throttle response and resolution

S4CN3 Sensors Sensor Voltage V 5 Proper voltage and grounding provided to each

sensor for proper measurement and signal

S5 CN1, 5, 15 Intercooler Air Temperature Reduction Deg F >=20 Increase density of air

S6 CN1, 2, 5 Intake Manifold Air Temperature Deg F <=100

S7 CN1, 7, 9 Turbo Turbine Shaft RPM rpm ~100,000 Depending on turbo chosen

S8

CN1, 7, 9 Turbo Intake Manifold Pressure psi >=20 Amount of "Boost": Map of boost pressure vs. load/throttle position determined through engine simulation

S9 CN7, 9, 13 Turbo Peak Compression by RPM (specified) rpm <=6000

S10

CN1,2, 3, Sensors Air Fuel Ratio Range 12.6<x<17.6

Controlled by ECU, necessary for proper engine operation, possible through wideband lambda sensor

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Table 4: Specifications, Continued

Source Function Specification (metric)Unit of

MeasureIdeal Value

Comments/Status

S11CN1, 3 Sensors Manifold Air Pressure Range psi 0-30 Sensor operates across expected pressure

range

S12 CN3,4,13, 17 Turbo Pressure to Actuate Wastegate psi >=20 Determines minimum boost pressure level

S13 C3,C4 Turbo Supplied oil pressure kPa >=170 Manufacturer specification

S14 CN1,11,17 Exhaust Flow Rate g/s >=100

S15 CN8 Exhaust Noise Level dBa <110 Based on FSAE regulation

S16 CN3,5,7,16 Turbo Max Temperature of Turbo Deg F <800 Manfr's recommendations

S17CN7,11,18 System Overall Maximum Weight Increase lbs <=15 Maximum acceptable weight gain, based on

laptime simulation

S18 CN1,3,4,6 Engine Compression Ratio ~10:1 Max achievable without engine knock

S19 CN1,13 Engine Max Power Design RPM rpm ~9000

S20 CN1,13 Engine Max Torque Design RPM rpm ~7000

S21CN1,3,13 Engine

Max Spark Advancedeg 40-45 Exact value determined through empirical

testing

S22 CN4,16,18 Funding Cost to Formula Team $$$ <100 Funding/Sponsorship will be required

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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration System Architecture

The following shows a simplified block diagram for the components of the system:

Figure 1: Simplified Block Diagram

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Compliance with Requirements

InductionThe induction system is composed of the throttle body, restrictor, compressor and intercooler.

The following table shows the specifications relevant to the induction system.

Table 5: Induction System Compliance

Specification Value Compliance Verification

Mass air flow >= 50 g/s CFD Pressure measurements

Restrictor Diameter

<=20 mm Design Measure

Plenum Volume >=1000cc CAD, 3D modeling Volume measurement

Air temperature reduction

>= 50°F CFD, heat transfer analysis

Thermocouple measurement

Intake manifold pressure range

0-30 psi Design, component selection

Component pressure capacity will be tested during dyno data collection

Throttle Modulation

Near linear, Throttle position vs flow

CFD analysis Dynamometer measurement

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Throttle/RestrictorThe throttle modulates the airflow into the engine. The throttle assembly consists of a spike-shaped plug that controls the size of the opening into the restrictor. A cable connected to the gas pedal of the car pulls the spike away from the opening to increase the flow rate of air. A spring returns the spike to the rest position against the opening of the restrictor. This plugs the restrictor for the engine to idle.

The spike geometry has significant influence on the nature of the throttle modulation. As the spike is pulled away from the restrictor, the area open for air flow changes. It is critical for the driver to have accurate and predictable feedback for the throttle inputs from the gas pedal. There must be a linear response between the throttle position and the flow rate of air into the engine. The diameter along the spike can be varied to tune the response of the airflow. In addition, the throttle/spike assembly must allow for proper pressure recovery after the restriction. This is necessary in order for the engine to make the maximum amount of power. CFD analysis was performed to determine a suitable geometry that would allow for a linear response to flow rate and complete outlet pressure recovery.

The following graph compares CFD results from two different spike profiles. The response of mass flow rate and outlet pressure is plotted against throttle position. Perfectly linear modulation would result in a linear line extending from minimum flow rate at 0% throttle position to maximum flow rate at 100% throttle position.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%0

10

20

30

40

50

60

0

20

40

60

80

100

New Linear Spike Results

Mass Flow Rate [g/s] Orig Mass Flow [g/s]Outlet Pressure [kPa] Orig Pressure [kPa]

Mas

s Flo

w R

ate

[g/s

]

Out

let P

Ress

ure

[kPa

]

Figure 2: Spike Geometry Comparison

The new spike (blue and red lines) show a relationship that is closer to linear than the original spike.

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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration The following figure shows an example screen shot of the CFD analysis that was performed on the assembly. The inlet boundary condition was air at atmospheric pressure and the outlet boundary condition is a flow rate based on engine displacement and speed.

Figure 3: CFD Analysis of Spike/RestrictorThe following figure shows a drawing of the profile of the restrictor. The minimum diameter, 20 mm, is specified in the Formula SAE rules document.

Figure 4: Restrictor Geometry

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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration IntercoolerThe intercooler component increases the efficiency of the turbocharger by cooling the incoming air. The energy density of the incoming air increases as it cools.

The following table shows the relevant specifications for the intercooler.

Table 6: Intercooler Compliance


Air Temperature reduction

>=50°F Thermal analysis Thermocouple measurement

Manifold air temperature

<=100°F Thermal analysis Thermocouple measurement

The intercooler will be manufactured from purchased intercooler stock. There are three dimensions of the intercooler: thickness, width, and length . The induction stream into the engine passes through the plane made by the thickness and width dimension, and the cooling stream passes through the plane made by the length and width dimensions.

Intercooler stock is only commercially available in a limited number of thicknesses. The intercooler width and thickness dimensions control the amount of warm, compressed flow that can pass through. The length of the intercooler controls the amount of cooling that occurs. Longer sections result in additional cooling.

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TurbochargerThe turbo charge that will be used is manufactured by Honeywell. It is a model GT06 which was originally designed for a small displacement 2 cylinder diesel engine. The relevant specifications for the turbocharger are listed below.

Table 7: Turbocharger Compliance


Peak Power Output

60 hp, 45 ft*lbs

GT Power simulation DC Dynamometer measurement

Peak efficiency Efficiency maps,

GT Power simulation

DC Dynamometer measurement: Fuel consumption vs. power

Pressure to Actuate Wastegate

20 psi Purchased part Test stand measurement

Max Temperature of Turbo

<800°F Assumption: no modification from production part

Thermocouple measurement

Supplied Oil Pressure

170 kPa (24.7 psi)

Tapping into oil return line of engine

Oil pressure sensor, tapped into oil return line

Mass flow rate, compressor

>=40 g/s Compressor efficiency map

DC Dynamometer measurement

Mass flow rate, turbine

>=100 g/s Turbine efficiency map

DC Dynamometer measurement

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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration The selection of this turbocharger is primarily based on engine simulation using the software package "GT Power". This is a 1-D simulation of the performance of an engine and its associated flow system. The simulation was used to compare the performance of 2 different models of turbochargers offered by Honeywell. The following figure shows the schematic of the engine simulation.

Figure 5: GT Power Simulation Schematic

Each component of the engine system is represented through its own module. The schematic follows the flow through each component and shows connections between components. The software simulates engine performance at several discrete operating conditions and can show a variety of performance characteristics. When comparing turbochargers it is very useful to compare the efficiency map of the compressor with the load points of the engine shown.

Figure 6: GT Power, Efficiency Results

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Exhaust SystemThe design of the exhaust system will optimize the efficiency of the turbine. This will in turn increase the overall efficiency of the turbocharger and improve engine performance. The shape of the header and exhaust will have a large effect on the performance of the turbocharger. The highly pulsed flow of the single cylinder exhaust is far from an ideal steady flow. There are however, several constraints that limit the design. The exhaust must fit in the car with all of the other components, the shape must be possible to fabricate, and the heat from the exhaust must not cause damage.


Fit in the Car 1 Creo Solid modeling

Efficiency of turbine >40% GT-Power Dyno Testing

External Temperature <800 °F GT-Power Dyno Testing

Bend Radius 3 in Creo Solid Modeling

Several iterations of exhaust design have been modeled in Creo and simulated in GT-Power. The initial (red line) design simulated in GT-power was similar to what was used on F20 and would not actually fit in F21. The design #1(blue line) was the first iteration of a header that would fit in F21 but an arbitrary exhaust after the turbo. Design #2 (green line) had a revised header geometry and a more reasonable geometry after the turbo.

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Figure 7: GT-Power: Power and Efficiency results, Screen shot of header design #2 (green)

It is clear from the initial simulation that the performance of the turbocharger, and therefore the engine, is very sensitive to the exhaust design. It is evident that further analysis is required to optimize the performance of the system.

Boost ControlElectronic boost control will be accomplished through the MoTec M400 engine control unit (ECU). The ECU will vary the level of boost delivered to the engine by actuating a solenoid that controls the pressure applied to the wastegate. Boost control is critical to the performance of the system by allowing the boost to be reduced to increase efficiency where needed.

The following table shows the relevant specifications for the boost control system.

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Table 8:Boost Control System Compliance


Peak Power 60 hp, 45 ft*lbs

GT Power DC Dynamometer measurement

Pressure to actuate wastegate

20 psi Purchased part Bench-top testing

Boost control is achieved through the wastegate and solenoid control valve. The wastegate is a valve that can open to allow exhaust gas to bypass the turbine of the turbocharger. The wastegate is held closed through the force of a spring. The spring is attached to a diaphragm that is connected to the pressure of the plenum. When the pressure in the plenum builds to a certain level, the force on the diaphragm overcomes the force of the spring and the wastegate is pushed open. Exhaust gas bypases the turbine through the wastegate, slowing the turbine. The boost pressure falls, reducing the pressure on the diaphragm, and the wastegate closes.

The boost control level will be electronically controlled by positioning a three-way solenoid in-line between the plenum pressure and the diaphragm. This three-way solenoid connects the diaphragm volume, the plenum volume, and a vent to atmosphere.

To increase the boost level, the solenoid will open so that pressure is routed away from the diaphragm and vented to atmosphere. The boost pressure is not exerted on the diaphragm so the wastegate remains in the closed position, and the exhaust gasses are routed through the turbine.

To decrease the boost pressure, the solenoid closes so that pressure is routed to the diaphragm. The boost pressure is applied to the diaphragm, which opens the wastegate. Exhaust gasses are routed through the wastegate to bypass the turbine.

The figure below is a simplified block diagram of the system.

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Figure 8: Boost Control Block Diagram

In order to accurately control the level of boost, the ECU will control the solenoid through pulse width modulation (PWM). The controller will vary the duty cycle of the solenoid according to a PID control algorithm to achieve the desired boost level. The target boost level will depend on the desired operating characteristics of the engine. When maximum power is needed, the boost level will be increased to generate extra power. When fuel efficiency is a priority, the boost level will be decreased so that the engine burns less fuel.

A solenoid from MAC Valves has been selected for use in the boost control system. The part number is 35A-AAA-DDBA-1BA. It is a miniature 3-way valve with 1/8" NPT fittings. The solenoid accepts PWM control signal from the ECU. The following figure is a page from the MAC catalogue with additional details on the valve.

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Figure 7: Solenoid Details

The following figure is a cross section of the solenoid, with the ports and positions labeled:

Figure 8: Solenoid Cross Section

EngineThere will likely be few internal modifications to the engine initially. It is possible that with the increased power some components may need to be replaced with stronger alternatives. However, until there is a better understanding of the performance potential and the durability of the factory components no modifications will be made.

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Mounting System The mounting system's main function is to hold the turbocharger assembly firmly in place, and constrain it in all axes of rotation/translation. Using the main roll hoop as a base, standoff tubes are welded to nodes that already support engine and chassis loads to maintain stiffness. Pending dynamometer testing and verification of inertial loads/vibrations, mounting may be modified to accommodate stiffness and strength requirements. In that case, alternative options such as mounting the turbocharger assembly to the chassis may be presented, as well as a combination of support from the roll hoop and chassis.


Turbo axis of revolution orientation

Normal to gravity, ±10° 3D CAD Visual/Inspection

Oil outlet direction Parallel to gravity, ±35° 3D CAD Visual/Inspection

Connections to chassis Compliance for CTE mismatch, vibration

Design and analysis Assembly, testing in operating conditions

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Risk Assessment

Table 9: Risk Items

ID Risk Item Effect Cause

Like

lihoo

d

Seve

rity

Impo

rtan

ce

Action to Minimize Risk Owner

1 Poor Fuel Efficiency

Low Fuel Economy

Score

Engine not tuned properly for endurance

1 3 3 Create separate fuel maps for each individual event Powertrain Engineer

2 High Car CGReduced

Cornering Ability

Turbo location not optimized 1 2 2 Turbo placed within crash structure, allows for lowest placement

possible according to rules

Chassis Engineer/Stru

ctures Engineer

3 Insufficient Oil Flow

Blown Turbo/Short Turbo Life

Poor analysis of oil pressure

source2 3 6 Test oil pressure and flow of source prior to turbo implementation,

follow manfr's recommendations on oil supplyPowertrain

Engineer

4 Thermal Management

Chassis, engine, seat, or fuel over allowable

temperature

Unexpectedly high heat

generation 2 1 2 Analyze chassis airflow and design for cooling, design in flexibility for

additional cooling mechanisms

Chassis Engineer/Thermal Engineer

5 Engine Vibration

Turbo Mount Failure

Insufficient structural analysis

1 2 2 Design with vibration in mind. Verify components are constrained properly

Structures Engineer

6Thermal

Expansion Stresses

Additional stresses on mounting

components

Thermal CTE mismatch

between exhaust components and

mounting components

1 2 2 Design compliance into mounting system to relieve thermal expansion stresses, ie bellows

Thermal/Structures engineer

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Table 10: Risk Items, Continued

ID Risk Item Effect Cause

Like

lihoo

d

Seve

rity

Impo

rtan

ce

Action to Minimize Risk Owner

7Improperly

Tuned Engine

Poor overall engine

performance

Lack of time to properly tune

engine on dyno2 3 6 Schedule must include plan to have plenty of engine testing time on

the dynomometerPowertrain

Engineer

8

Lack of Available Space in Chassis

Heavy plumbing

and inefficient

routing

Not all locations analyzed for

optimal routing2 1 2 All project members agree with location and plumbing plan prior to

implementation

Chassis Engineer/Structu

res Engineer

9 Improper Turbo Size

Poor overall engine

performance

Inaccurate initial analysis and data

acquisition1 3 3 Use accurate and realistic parameters in engine simulation to make

best selection

Powertrain Engineer/Project

Manager

10 Welded Joint Failure

Structural failure of exhaust

plumbing, release of exhaust gasses

Cracking/fracture of welded joints within exhaust

plumbing

1 2 2 Use proper welding techniques to assure high quality weld. Mounting system not to rely on support through welded sections.

Structures Engineer

11 Engine Failure

Destroyed Engine

Overboost, internal

component failure1 3 3 Use high-performance aftermarket components, reduce friction

through coatings, control boost to acceptable levelsPowertrain

Engineer

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Testing Plans

Testing will be centered around the DC Dynamometer facility that is maintained by the Formula SAE Team. The DC dynamometer will measure torque, speed, and various temperatures and fluid pressures. In addition, the ECU software allows for the monitoring of all normal engine operating parameters such as oil pressure, oil temperature, coolant temperature, spark and fuel information. The dyno control software can read and log the telemetry from the ECU along with the sensors on the dyno itself. It also allows the user to set a desired engine speed to allow precise tuning.

Bill of MaterialsBill of Materials

Assembly Item Qty DescriptionTurbocharger Garret GT-06 1 Turbo Manifold Ti 1.5" .020" wall tube 10 ft Exhaust tubing Ti bellows 1 Exhaust bellows

Ti .125" thick plate2

ft^2 Plate for manifold flanges Ti o2 sensor bung 1 Bung for engine sensor Ti thermo couple bung 2 Bung for measureing exhaust gas temperatureMuffler

Ti .062" thick plate2

ft^2 Titanium plate for muffler ends Muffler packing 1 kg Fiber glass muffler packing Composite muffler can 1 6" diameter 18" long carbon fiber tubeIntake Intercooler core 1 6"x9" 1.5" thick heat exchanger core Composite intercooler tank 2 Endtanks for intercooler Al 1.5" .049 wall tube 10 ft Intake tubing 1.5" ID silicon hose 1 ft Intake tube joints Hose clamps 8 Intake joint hose clamps Al fuel injector bung 1 Fuel injector weld on bungTurbo Mount Mounting tube 3 ft .5" OD .035" wall 4130 tube MM-2 rod ends 3 6-32 rod ends

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Timeline/Schedule To keep the project on schedule, a timeline has been drafted. This timeline will be used to organize the manufacturing process for each component.

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