Browse Topic: Racing engines
How Honda's Grand Prix motorcycle program in the 1960s created the world's most-advanced IC engines. Fire-bombing destroyed Japan's 66 largest cities and their industry during World War II. After the war, more than 200 makers of light motorbikes sprang into being because such transportation could be quickly tooled for production. Only a few of the startups - those known for reliable, maintainable products - survived. By the late 1950s, saturation of the domestic market imposed a choice: export or stagnate. Only a few returning U.S. servicemen had ever heard of Honda motorcycles. Who would buy them? Soichiro Honda, a self-taught mechanic and former auto racer, knew that great names had been made through innovation and international racing success. On a 1950s tool-buying trip to Europe, he bought two racing machines - a German NSU and an Italian Mondial - for study in Japan. He committed his company to four-stroke engines and declared that it would compete in the Isle of Man TT road races that had shaped motorcycle development since 1907.
As the importance of sustainability increases and dominates the powertrain development within the automotive sector, this issue has to be addressed in motorsports as well. The development of sustainable high-performance fuels defined for the use in motorsports offers technical and environmental potential with the possibility to increase the sustainability of motorsports at the same or even a better performance level. At the moment race cars are predominantly powered by fossil fuels. However due to the emerging shift regarding the focus of the regulations towards high efficient powertrains during the last years the further development of the used fuels gained in importance. Moreover during the last decades a huge variety of sustainable fuels emerged that offer a range of different characteristics and that are produced based on waste materials or carbon dioxide. This study investigates the question of which sustainable fuels offer the characteristics suitable for high-performance race engines. Equivalents to gasoline, diesel and natural gas are examined separately in order to present the options with various engine concepts. The requirements for a high-performance fuel are defined based on experimental investigations emphasizing among other characteristics the importance of the knock resistance for gasoline-like fuels and the ignitability for diesel-like fuels. Furthermore the characteristics of the sustainable alternatives are analyzed. On the basis of the experimental results a comparison is carried out to match the fuel requirements with the characteristics and to select the optimal equivalent for fossil gasoline, diesel and natural gas. Moreover the sustainable fuels are evaluated with an environmental analysis including the fuel life cycle. The results show a potential to reduce the greenhouse gas emissions per mega joule energy content by up to 88%. This research assesses the broad variety of sustainable biologic and synthetic fuels concerning the potential use in motorsports and the resulting environmental benefits.
Minimizing the lap time for a given race track is the main target in racecar development. In order to achieve the highest possible performance of the vehicle configuration the mutual interaction at the level of assemblies and components requires a balance between the advantages and disadvantages for each design decision. Especially the major shift in the focus of racecar powerunit development to high efficiency powertrains is driving a development of lean boosted and rightsized engines. In terms of dynamic engine behavior the time delay from requested to provided torque could influence the lap time performance. Therefore, solely maximizing the full load behavior objective is insufficient to achieve minimal lap time. By means of continuous predictive virtual methods throughout the whole development process, the influence on lap time by dynamic power lags, e.g. caused by the boost system, can be recognized efficiently even in the early concept phase. As a first step, this paper presents a novel method that combines detailed 1D (one dimensional) gas dynamic engine models with the quasi steady state (QSS) lap time method. This allows for a predictive comprehension of lap time influence for different engine design parameters with the possibility to operate in an environment of detailed description of vehicle dynamics. Moreover, the direct application of 1D-CFD (computational fluid dynamics) engine models also increases the efficiency of the used virtual engineering tools. In a second step, this paper gives an insight into a model supported development process of a lean boosted 4-cylinder race engine. An evaluation of the model’s predictive capabilities and a sensitivity study of basic boost system parameters are also part of this publication.
In the continuous search for technology to improve the fuel economy and reduce greenhouse gas emission levels from the automotive vehicle, the automotive industry has been evaluating various technological options. Since the introduction of stringent legislative targets in Europe as well as in the United States of America in late 20th Century, one of the viable options identified by the industry was the application of alternative powertrain. On the motorsport arena, changes introduced by the Formula 1 governing body (FIA) for the high-performance racing engines also focuses on fuel economy. FIA regulation for 2014 restricts the fuel-flow rate to a maximum of 100kg/hr beyond 10,500 rev/min and prescribe fuel flow rate below 10,500 rev/min operating conditions for the F1 Engines. In addition, Formula1 and Le Mans racing regulations actively promote the integration of the hybrid powertrain in order to achieve optimum fuel economy. Therefore, the aim of the present work is to evaluate available technology choices and measure efficiency in terms of fuel consumption and CO2 emission level. This technology mining exercise has been carried out using a powertrain simulation tool based on a mid-size light duty vehicle. The benchmark powertrain architecture for a light-duty vehicle is based on legislative drive cycle. The technologies tested on the drive cycles are also to be tested in a racing prototype car (LMP1), around a lap at Le Mans Circuit. This report presents a systematic methodology for assessing technology choices for racing vehicle using powertrain simulation tool. It presents a merit matrix based on fuel economy, drive cycle energy analysis, to evaluate the powertrain ability to harvest the available energy on a given drive cycle.
Alongside with the severe restrictions according to technical regulations of the corresponding racing series (air and/or fuel mass flow), the optimization of the mixture formation in SI-race engines is one of the most demanding challenges with respect to engine performance. Bearing in mind its impact on the ignition behavior and the following combustion, the physical processes during mixture formation play a vital role not only in respect of the engine's efficiency, fuel consumption, and exhaust gas emissions but also on engine performance. Furthermore, abnormal combustion phenomena such as engine knock may be enhanced by insufficient mixture formation. This can presumably be explained by the strong influence of the spatial distribution of the air/fuel-ratio on the inflammability of the mixture as well as the local velocity of the turbulent flame front. With regard to the mixture formation processes and thus engine performance, both SI-engines with direct and port fuel injection show intrinsic advantages and drawbacks. The combination of the above systems may give rise to new possibilities in combining the particular benefits of both systems. Therefore, the potential of combined injection strategies, with reference to high performance and race engine applications, is presently investigated at the Institute of Internal Combustion Engines of the Technische Universität München by means of experimental approaches. Both a single cylinder research engine and optical spray diagnostics are used. Thus, the question of whether combined injection strategies can potentially enhance power output is examined. Furthermore, numerical 3d-CFD-simulations of gas exchange, mixture formation as well as combustion are carried out at the Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart with regard to the above injection strategies. The numerical data can then be validated by the experimental investigations from the single cylinder research engine.
The paper discusses the benefits of a four stroke engine having one intake and one exhaust rotary valve. The rotary valve has a speed of rotation half the crankshaft and defines an open passage that may permit up to extremely sharp opening or closing and very large gas exchange areas. The dual rotary valve design is applied to a racing engine naturally aspirated V-four engine of 1000cc displacement, gasoline fuelled with central direct injection and spark ignition. The engine is then modeled by using a 1D engine & gas dynamics simulation software package to assess the potentials of the solution. The improved design produces much larger power densities than the version of the engines with traditional poppet valves revving at higher speeds, with reduced frictional losses, and with larger gas exchange areas while also improving the fuel conversion efficiency thanks to the sharpness of opening or closing events. The novelty in the proposed dual rotary valve system is the combustion chamber of good shape and high compression ratio with central direct injector and spark plug coupled to the large gas exchange areas of the rotary valve system. Finally, jet-ignition is shown as a valuable tool to improve the rate of combustion also in stoichiometric and near stoichiometric racing engines applications with benefits in terms of fuel conversion efficiency and combustion stability.
Mazda's factory SkyActiv diesel race program switched to the Prototype class in 2014, teaching the SpeedSource team valuable engineering lessons for 2015. FORMULA SAE STUDENT ENGINEERS, TAKE HEED: You're not alone in seeking technical solutions, facing setbacks, and often tiptoeing through the minefield of successful racecar development. There are pros in the same situation. Just ask Sylvain Tremblay, whose SpeedSource race team recently completed its first season in the Prototype class of the new TUDOR United Sports Car Championship Grand Am Series. “As the only diesel car running in Prototype, using a production-based engine and a new fuel, we're exploring new territory one race at a time,” said Tremblay, a veteran engineer and skilled race driver whose Florida-based engineering company has built and campaigned Mazda's U.S. “works” cars since the rotary-engine era.
Formula SAE racing engines must provide high output with maximum fuel efficiency despite the air restriction imposed by the rules. Throttle response and engine load control are very important due to the track characteristics with a few straights zones and many curves. In-cylinder pressure cyclic variations harm vehicle control and increase fuel consumption, due to the torque fluctuations. In order to reduce fuel consumption and improve vehicle drivability, engine calibration having the in-cylinder as a feedback parameter is an essential procedure and will be the focus of this paper. Test bench data with combustion analysis will be performed, using the COVIMEP as a combustion stability index. Tests were carried out on a motorcycle engine modified to run under the Formula SAE competition rules. A piezoelectric sensor was installed inside the combustion chamber to provide instantaneous pressure readings, which were used to on-line calculate the IMEP and perform a 200 cycle COVIMEP evaluation. The objective was to reduce the combustion variability at speeds and loads conditions which were defined as critical when analyzing track logged data from previous competitions. Air-fuel ratio and spark timing were varied and combined to reach a good compromise among COVIMEP, torque and fuel consumption. Values in the range of 2-5% on COVIMEP were achieved at part load operation conditions with an increase on torque and an expressive reduction on fuel consumption.
The paper reviews the experimental development of fuel economy of engine powering the 2012 Formula SAE single seat race car of the University of Sophia. The balance of high power and low fuel consumption is biggest challenge of racing engine. It was found that improving the efficiency of engine by supercharging as a way to achieve that. In order to adapt the supercharger for the engine, the important design points are below: It was found that intake air blow-by gas at combustion chamber is increased in low engine speed. To improve that, the valve overlap angle was changed to adopt supercharged engine and improve effective compression ratio. Typically the racing engine demands maximum torque for performance but that does not imply that the air fuel ratio should be rich than theoretical. The point is the maximum torque of the engine is proportional to the amount of air intake. Therefore, supercharged engine is possible to increase the supercharging pressure for bigger torque. But the base engine is not prepared for bigger torque, the damage of the engine was considered. In order to avoid engine breakage, the lean air-fuel ratio was used and maximum torque was controlled not to exceed an engine limit. The aim air fuel ratio was change by engine speed to get more flat torque performance, and improved the fuel consumption.
In the last years motorsport is facing a technical revolution concerning the engine technology in every category, from touring car championships up to the F1. The strategy of the car manufacturers to bring motorsport engine technology closer to mass production one (e.g. turbo-charging, downsizing and direct injection) allows both to reduce development costs and to create a better image and technology transfer by linking motorsport activities to the daily business. Under these requirements the so-called Global Race Engine (GRE) concept has been introduced, giving the possibility to use one unique engine platform concept as basis for different engine specifications and racing categories. In order to optimize the performance of this kind of engines, especially due to the highly complex mixture formation mechanisms related to the direct injection, it is nowadays mandatory to resort to reliable 3D-CFD simulations. In this paper the contribution of intensive CFD simulations within the engine development process will be shown, in particular some issues regarding the injection modeling and its influence on the prediction of the mixture formation, the combustion and the global engine performance will be analyzed.
Computer software, which simulates the thermodynamic and gas dynamic of internal combustion engines, are used extensively during design and development process. This paper analyzes the 1D boundary multi-pipe junctions calculations using the Method of Characteristics (MOC). Sonic flows can be encountered in the exhaust manifolds of internal combustion engines (especially racing engines) and in the model a check if the flow is sonic or not have been made. Flows with more than one manifold have flow toward the junction, need an equivalent “Datum” manifold, with an airflow as the sum of all flows, an averaged area and stagnation enthalpy has been defined in order to calculate the pressure loss when crossing the junction. The pressure loss terms have been calculated as function of the flow-ratio of the gas flowing to the manifold to the total incoming flow and the pipe angle. Such terms take into account of the flow ratio referred to the “Datum” flow and the pipe angle term is the average of all the pressure losses of every duct with incoming flow. The main model used to calculate the wave actions in the manifolds is the Two Step Lax-Wenfroff scheme, second order in space and time with the TVD flux limiter, needed to smooth the instabilities typical of second order hyperbolic schemes. Two set of tests have been designed in order to show the advantages of the present formulation. The first is “Y” junction with an inlet duct. Increasing the inlet pressure, the flow increase up to reach the sonic flow. The second test is a Y junction with 2 inlet ducts with the third duct that goes to sonic flow. A racing engine has also been simulated comparing the results with those from a dynamometer, showing good accordance between model and measured data.
Internal combustion engine components have been a main research interest over many decades [1]. While bulk material and surface engineering developments have improved the resistance to fatigue, reduced the amount of wear and friction during operation, small improvements in race applications designs can increase the engine performance and give a competitive edge to racing engines. Piston rings are designed to create a seal which means that they will suffer large levels of material loss due to wear during operation. The compression ring is the top or closest ring to combustion gases and is exposed to the highest operating temperature. In this paper, the authors propose a design modification to the compression ring coated chamfer which can reduce stress concentration and material loss during operation.
Ethanol has received both positive and negative attention as a renewable fuel for spark ignition engines. Studies of ethanol have shown improved volumetric efficiency, knock tolerance, and favorable burn curves[1]. Nevertheless, little research has been published exploring the impact of ethanol blends on race engine performance coupled with the impact on well-to-wheels (WTW) greenhouse gases, emissions, and petroleum reduction. In this work, a circle track race vehicle powered by a GM Performance Parts 6.2L OHV CT-525 engine was tested using 100 octane race fuel and E85 over a matrix of configurations. Carburetion vs. fuel injection configurations were benchmarked with both fuels, with the addition of 100- and 300-cells-per-inch catalytic convertors. Testing involved both dynamometer testing and on-track testing utilizing a portable emissions measurement system. These data were used to determine the WTW greenhouse gas reduction, petroleum displacement, and criteria emission reduction, as well as the performance benefit, of E85 vs. race fuel over a matrix of technologies. Results show an increase in power for 87% of the drive cycle using E85 as compared to 100 octane race fuel. Using 85% cellulosic ethanol, WTW greenhouse gas reductions are on the order of 63%, and petroleum reductions are on the order of 81%. Additionally, performance increases are maintained using catalytic convertors and E85 relative to 100 octane race fuel and carburetion. For comparison, it is shown that utilizing an 85% blend of cellulosic ethanol, petroleum consumption and greenhouse gas impacts are similar in magnitude to those of a mid-sized, four-door sedan using standard fuel driving over mixed city/highway cycles.
Racing engines are required to be developed quickly in order to adapt to ever-changing regulations. A CFD-based optimization would be a useful tool to discover the best solution given the restrictions of the regulations. However, a CFD approach requires repeated trials and errors until the best solution is found because the numerical goal is unknown and the specifications required for the goal are never calculated back when using CFD. Therefore, this paper proposes an Empirically Integrated CFD Method. It is a combination of a one-dimensional CFD and several empirical equations that are derived from the racing engine database with physical meanings. These empirical equations give the CFD-based optimization a proper goal and primary specifications so as to make the optimization loop converge rapidly. This method is experimentally verified for its practical application with a prototype engine. Moreover, this prototype engine reveals the impact of the combustion chamber design on the thermal efficiency, which has not been reflected in conventional CFD. As a result of this study, the Empirically Integrated CFD Method for Racing Engine Layout is established.
American upstart Motus readies a radical V4 sport-tourer, Ducati unleashes its most advanced V-twin, and electronic controls continue to migrate into the bike industry. “This has been a monumental undertaking,” noted Brian Case, Vice President of Design for Motus Motorcycles, a new U.S.-based start-up that is preparing to produce its first bike later this year as a 2013 model. Recent history doesn't exactly favor emergent U.S. motorcycle OEMs, but Case and Motus President Lee Conn believe their product will beat the odds. The Motus MST and MST-R are premium sport-touring machines more akin to European bikes than to cruisers in the Harley-Davidson mode. They're powered by an all-new 1650-cm3 V4 that is fundamentally half of a General Motors LS-7 V8-two overhead valves per cylinder actuated by pushrods, hydraulic lifters, and a single camshaft in the linerless aluminum block. The nickel-silicon-carbide coated bores are set on 4.27-in (108-mm) centers.
In Motorsports the understanding of the real engine performance within a complete circuit lap is a crucial topic. On the basis of the telemetry data the engineers are able to monitor this performance and try to adapt the engine to the vehicle's and race track's characteristics and driver's needs. However, quite often the telemetry is the sole analysis instrument for the Engine-Vehicle-Driver (EVD) system and it has no prediction capability. The engine optimization for best lap-time or best fuel economy is therefore a topic which is not trivial to solve, without the aid of suitable, reliable and predictive engineering tools. A complete EVD model was therefore built in a GT-SUITE™ environment for a Motorsport racing car (STCC-VW-Scirocco) equipped with a Compressed Natural Gas (CNG) turbocharged S.I. engine and calibrated on the basis of telemetry and test bench data. The driver is simulated by means of a "position based" control in order to determine the braking points at each corner by itself and regulate the braking/accelerating intensity. By means of simplified vehicle dynamics and a complete engine flow dynamic modeling the behavior of the overall system during the lap can be analyzed and different scenarios simulated. In particular the focus is concentrated on the real operating conditions of the powertrain unit, which can be eventually combined also with energy recovery systems (e.g., KERS and TERS). In the proposed EVD model each technical element (Engine, Vehicle) is distinct and can be interchangeable. For example, the engine can be virtually optimized and the influence of different technical configurations or engine mapping on the global performance can be investigated. The aim is to create modeling solutions which are compatible with the short development time of motorsports and thus to maintain acceptable CPU-time. As results of the proposed simulations show, spark advance, fuel injection and direct control of the waste-gate (WG) are parameters which can influence the overall performance for the adopted racing vehicle.
MotoGP is the pinnacle of motorcycle racing, with the world's top riders racing 800cc prototype machines at leading venues around the world. The riders compete against each other to win the title and show their superiority. The manufacturers have improved the engines every year to gain high power with low-fuel consumption. The percentage of the duration in fully open throttle is less than 20% of the race, but the partial throttle is used as much as 80%. Moreover, when the rider accelerates the machine, the front tire is easy to be lifted from the ground. In the middle of corner, the rider cannot open the throttle fully because of the tire slip. Therefore, it is the most important factor to appropriately control a throttle in the partial area. The Drive-By-Wire (DBW) system is one of the solutions for the force control. The vehicle simulation in the engine dyno test helped efficiently to evaluate the DBW. As a result, a controllable engine was developed and the development costs were saved lower.
Exhaust port timing control devices or power valves were introduced into a two-stroke engine in response to the customer's desire for more power. This was the most cost-effective way for manufacturers to increase power over the entire rpm range without significantly modifying their original engine designs, thus ensuring that the excellent power-to-weight ratio characteristics intrinsic to the two-stroke engine were maintained. Varieties of different systems exist to control and operate these exhaust port modifiers. Some of the more sophisticated electronic systems incorporate auto-cleaning cycles at start-up, which help eliminate power valve sticking due to carbon build-up. The more economically designed systems, however, do not. As a result, the valves are more susceptible to deposits, which can reduce their functionality and significantly impact engine performance. Very heavy deposit formation can ultimately stick the valves and make them inoperable. New power valve additive technology has been developed to inhibit deposit formation on these exhaust port modifiers and to ensure consistent engine performance over many hours of operation. This development work was facilitated by utilizing two in-house engine tests. The first test stand, containing a Yamaha® YZ125H1™ motocross racing engine, was used as a gross screening tool to rank a large variety of different additive chemistries with respect to their power valve cleanliness performance. The best performing candidates were then further evaluated in a second engine test stand, containing a Polaris® 800 XC SP EDGE™ twin-cylinder snowmobile engine. This test procedure was specifically designed to serve as a finer discriminating tool for evaluating good performing lubricants and to further rank these oils based on their ability to minimize deposit formation. Various commercial lubricants were benchmarked using this engine test procedure, and the goal was to develop new additive technology that exceeded their current performance. Final proof of performance data was obtained by evaluating this new power valve additive technology in the field. In summary, for variable exhaust port modifiers to operate well, carbon build-up and gumming must be inhibited. The new power valve additive technology developed is significant and important because it successfully minimizes deposit formation and ensures improved and consistent engine performance.
Unlike typical Japanese practice, the company revealed details on a handful of new compact cars and its supporting engine strategy. At what was supposed to be the Japanese launch of the Murano crossover SUV last year, President Carlos Ghosn of Nissan, soon to be CEO-elect of Renault, made the day an unusual one. Instead of introducing just that single model, Ghosn unveiled five more to be launched in quick succession within five months-an unprecedented onslaught in the Japanese domestic market where new model information is jealously guarded until the very last minute. Four of these new models are compact cars on the B and C platforms that are a product of the Franco-Japanese alliance. Nissan launched the March/Micra small car as the first vehicle on the jointly developed small car B platform. Renault is now launching its first vehicle on this platform, the Modus introduced at last year's Paris Motor Show. Three of Nissan's new models, the Tiida hatchback, Tiida Latio sedan, and Note/Tone small minivan are based on the stretched version of the B platform. Conversely, Renault preceded with the C platform-based Megane compact car series, with Nissan following with its own C platform-based minivan, the Lafesta.
The new A1 Grand Prix series, launched at the Autosport International show, borrows from other series to address motorsports' financial and safety concerns. Top-level motorsports in all types of categories all over the world are struggling with the very same issues: containment of escalating costs and speed. The problem is that going slower is anathema to racers and teams, even though going faster is bankrupting participants, and higher speeds endanger both competitors and spectators. Jaguar's withdrawal from Formula One (F1) and General Motors' retreat from the Indy Racing League are recent examples of how racing can be too expensive even for multinational corporations. The problem is that the whole paradigm of racing contributes to these issues.
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