20076618(JSAE)

2007-32-0118(SAE)

The Package of the Turbocharged Engine for

the FSAE Vehicle with the Custom Lubricant System
(1) (1) (1) (1) (2)
Hiroshi Enomoto, Hiroyuki Motoi, Kyohei Takahashi, Koichiro Saito and Masahiko Yashiro

(1) (2)
Kanazawa University and Honeywell

Copyright © 2007 Society of Automotive Engineers of Japan, Inc. and Copyright © 2007 SAE International

The turbocharged 4-stroke internal combustion engine was developed for FSAE, the annual collegiate
racing competition. The dry sump lubricant system with the custom scavenge pump, KF-SC07, was
designed. The crank axle height was 192mm, 76.5% of KF2004. Custom cam-shafts were designed
making the torque fluctuation decreased less than 50% of KF2005. The compression ratio was changed.
And the maximum boost pressure and the maximum torque gain were 25kPa (0.25 kgf/cm2) and 11%,
respectively.

Keywords: Human Engineering, Vehicle Dynamics, Maneuverability / Ignition Delay, Mixture Formation

1. INTRODUCTION The development of the intake/exhaust system and the lubricant

system were important. While the FSAE rules were changed
Kanazawa University Formula R&D takes part in the every year, the parts of the power train were not changed
annual student competition, FSAE Japan (organized by Society significantly. Table1 shows some of major rules in the 2007
of Automotive Engineers of Japan) since 2003. FSAE Japan, FSAE rules [1].
held the first one in 2003, is based on the FSAE international,
which was held in USA since 1981 organized by Society of Surface envelope
Automotive Engineers.
Our Kanazawa formula racing team has given the
model code as KFxxxx to the successively developed racing
vehicles. The four digit number xxxx signifies the year in
which the team joined the race with those vehicles. For
Side view Front view
example, for the first participated year of 2003, the racing car is
named as KF2003 and in the successive years the cars are named Figure 1 Definition of the surface envelope.
in the same manner. In this paper, the first turbocharged KF
series, KF2007 for the 5th FSAE Japan in 2007, was described.

Table 1 FSAE major rules.

Parts Contents Chapter

The engine(s) used to power the car must be four-stroke piston engine(s) with a displacement not
Engine 3.5.1.1
exceeding 610 cc per cycle. Hybrid powertrains utilizing on-board energy storage are not allowed.
Lubricant The engine and transmission (lubricant) must be sealed to prevent leakage. 3.5.1.4
Cooling Water-cooled engines must only use plain water, or water with cooling system rust and corrosion
3.5.1.6
system inhibitor at no more than 0.015 liter per liter of plain water.
All parts of the fuel storage and supply system, and all parts of the engine air and fuel control
Fuel
systems must lie within the surface defined by the top of the roll bar and the outside edge of the four 3.5.3.9
system
tires (see figure 1).
In order to limit the power capability from the engine, a single circular restrictor must be placed in
Intake
the intake system between the throttle and the engine and all engine airflow must pass through the 3.5.4.3
system
restrictor. The maximum restrictor diameters are 20mm for the gasoline-fueled cars.
Turbochargers or superchargers are allowed if the competition team designs the application. The
Turbo- restrictor must be placed upstream of the compressor but after the carburetor or throttle valve.
3.5.4.4
charger Thus, the only sequence allowed is throttle, restrictor, compressor, engine. Only ambient air may
be used to cool an intercooler.

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Crank axle line

Crank axle
height
50.8mm (2inches) Reference
plane
(a) KF2004 (b) KF2005 (c) KF2006 (d) KF2007
Turbocharged,
NA, Wet sump NA, Wet sump NA, Wet sump
Dry sump
Oil-pan Commercial Welding Welding Machined
Crank axle height 251mm 226mm 212mm 192mm
Designed by - Michinao Hiramatsu Yusuke Shimada Tatsuya Sugiura
Vehicle weight 240kg 225kg 215kg 220kg

Figure 2 Crank axle height.

2. METHOD could not be canceled and it was hard to drive.

2. 1 History
2. 1. 1 Intake/Exhaust manifold，Camshaft
In FSAE rules shown in Table1, as a single circular
restrictor must be placed, it is difficult to design the high
speed/high power engine. On the other hand, the circuit for the
FSAE endurance event has short straights and tight corners and
the acceleration performance at the corner exit is very important.
As the driver should be chosen from the student, it is
difficult to perform as professional drivers, who use the higher
engine speed to get the higher power. Therefore, the engine
was designed to increase the torque at low/middle engine speed
and to reduce the torque fluctuation on the engine speed. Not
only for amateur drivers, the stress in driving will be reduced
with such engine performance.
The intake/exhaust system and the cooling system
were mainly designed in KF2004 and KF2005. However, the
inner parts of the engine were not changed and the variations of
the performance were small. The large fluctuation at 6000rpm
Table 2 Specifications of the custom cam-profiles.
The cam profile was designed to solve the fluctuation
in KF2006. The main variables of the cam profile are the
action angle, the valve lift height and the open/close timing.
The action angle and the valve lift height were changed in
KF2006. The two cam profiles in table 2, the custom 1 and 2,
were designed with the simple hand-simulations. These
camshafts were combined with the normal one as shown in table
3.
While the torque fluctuation was reduced, the torque
was small and not competitive.
2. 1. 2 Height of the crank axle
Figure 2 shows the height of the crank axle in the KF
series. The wet sump system was used. As KF2004 used the
commercial oil pan, the bottom of the engine was the drain bolt.
The drain bolt was removed to reduce the crank axle height in
KF2005 and the oil pan was manufactured by welding. In
KF2006, the oil flow was calculated carefully and the height was
reduced more. In KF2007, the height was 192mm, 76.5% of
KF2004.

Action angle Lift height 2. 2 KF2007 engine package

Normal Medium High
Custom 1 Narrow Medium Figure 3 shows the schematics of the engine package
Custom 2 Wide Low of KF2007.

Table 3 Try-sets of the custom-cam. 2. 2. 1 Turbocharger

The main purposes to use the turbocharger are
In Ex increasing the torque at low/middle engine speed and decreasing
Try 1 Normal Custom 1 the torque fluctuation. The endurance event, which is
Try 2 Normal Custom 2
distributed the largest point, has the circuit of 1km length with
Try 3 Custom 1 Normal
Try 4 Custom 2 Normal many tight corners. In the event, as the averaged vehicle speed
Try 5 Custom 2 Custom 1 is 50-60km/h and the maximum speed was about 110km/h, the

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engine should have large torque at low/middle engine speed to The turbo-600cc team had the best W/P, 2.1kg/PS (2.9kg/kW).
accelerate at the corner exit. The drivers are amateur students The NA-600cc team used titanium for the frame or the upright
and the torque fluctuation makes difficult them to perform well. and the lightest among the teams that used 600cc four cylinder.
Base engine has four cylinders and has lower torque KF2005 had about 1kg/PS (1.4kg/kW) behind the NA-600cc
compared with single/two cylinders engines. However, the four team. The weight reduction and the power increasing should be
cylinder engine has small exhaust flow fluctuation and suits to be done. In our team, it was difficult to make the car under 200kg
turbocharged. because we could not get the materials easily and the
Table 4 shows the weight and power of the 2006 manufacturing technique or machine were not enough. On the
FSAE top teams. As the restrictor makes it difficult to perform other hand, the power could be increased with a turbocharger, a
high power at high engine speed, the large power means the large cam design or an ignition timing control. In FSAE, the 5kg
torque and the weight/power ratio (W/P) is used as the indicator. weight reduction is the 2PS (1.5kW) power increasing calculated
from table 4. We should aim 210kg of weight, 90PS (66.2kW)
of power, 6.5kgf･m (63.7N･m) of torque, 2.3kg/PS (3.1kg/kW)
Table 4 Weight/Power of the top teams in 2006 FSAE
international. of W/P.
As the internal combustion engine makes the power
Weight Power with combustion of the mixture, the larger mixture flow rate will
Weight/Power
[kg] [PS (kW)]
makes the larger power. The turbocharger makes the
NA – 600cc 170 75 (55.1) 2.3 (3.1)
Turbo – 600cc 213 100 (73.5) 2.1 (2.9) compressed air and increases the mass flow. The mechanisms
NA – 450cc 150 60 (44.1) 2.5 (3.4) of the turbocharger have three methods, 1) turbocharger driven
KF2005 by the exhaust with turbine, 2) turbocharger driven by the
225 71 (52.2) 3.2 (4.3)
(NA – 600cc) mechanical power (supercharger), 3) turbocharger driven by the
electrical power (e-turbo).
Throttle body
The turbocharger driven by the exhaust was used for
Restrictor
Fuel tank KF2007 shown in Fig. 4 because it has 1) small size and light
Fuel pump
Turbocharger
weight, 2) alternative layout, 3) no mechanical loss of the engine
Oil tank output, 4) high efficiency. Honeywell GT-12, the compressor
A/R 0.33, 41mm in wheel diameter, the turbine A/R 0.43,
Oil cooler
35.5mm in the wheel diameter, was used [2].
Oil filter
Muffler
Fuel delivery line
Surge tank
Radiator

Water pump Scavenge pump

(a) bottom view

Surge tank

Filler neck
Exhaust
Turbocharger manifold
Muffler Muffler
Oil cooler
Oil filter
Turbocharger

Restrictor
Restrictor
Throttle body
Throttle body
Figure 4 Turbocharger layout.
(b) side view

Figure 3 Schematic of KF2007 engine package.

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2. 2. 2 Lubricant system --- Dry-sump/Cooling system In the races, as large horizontal/backward/forward
The lubricant system was changed to introduce the acceleration will occur, the lubricated oil will be biased and it is
turbocharger. Before KF2006, the normal wet sump system difficult to prevent gas breathing of the scavenge pump. While
was used with developed oil pan to reduce the center of weight the maximum acceleration at turn is about 1.0G with general
height. However, as such wet sump systems could not realize commercial cars, it was 2.2G with KF2006 (1.0G = 9.8m/s2).
the significant reduction of the center of the weight height, the At the such condition, the oil intake will be exposed to gas and
dry sump system, which did not need the oil buffer at the bottom the scavenge pump will breathe gas. The KF-SP07 was
of the engine, was used for KF2007. The dry sump system will designed under such conditions and the capacity was much larger
aspirate the oil for the turbocharger and the turbocharger was than the sum of the blow-by gas rate and the capacity of the feed
mounted at lower position. Figure 5 shows the schematic of the pump. This large capacity will reduce the inner pressure of the
oil line for KF2007. crankcase and the pumping loss. In general, the capacity of the
The lubricant chart before KF2006, the wet sump
system, was shown in Fig. 6(a). The following developments
should be challenged for the dry sump system.
Oil pan
Camshaft
Scavenge pump
Remove the water pump
Remove the relief valve Piston cooler
Oil tank
The thickness of the oil pan was the same of the
diameter of the oil line. The scavenge pump was driven with
the drive shaft for the normal water pump. The water pump
was removed and driven by the crank shaft with a reduction gear.
Although the relief valve was set in the crank case, a new outer
relief valve was designed and set at the bottom of the engine to
reduce the center of weight height. The lubricant chart of Main gallery
KF2007 was shown in Fig. 6(b).
Oil cooler
Main axle
2. 2. 3 Scavenge pump --- KF-SP07 Feed pump
The scavenge pump was used to move the lubricated Oil filter

oil to the outer oil tank. As the inadequate capacity of the

scavenge pump will cause the oil shortage of the outer oil tank, Strainer Relief valve
Drive axle
the capacity of the scavenge pump should be larger than that of
the feed pump, which feeds the oil from the outer oil tank to the (a) Normal chart.
engine. If the feed pump breathes gas, the film of oil will be
broken and the engine will be damaged.
Camshaft

Piston cooler
Oil tank

Turbo-
charger

Main gallery
Relief
Oil tank Oil cooler valve
Main axle
Feed pump
Oil filter
Scavenge pump

Relief valve Drive axle

Strainer
Scavenge pump
Oil pan
(b) KF2007 chart.
Figure 5 Oil line of KF2007. Figure 6 Lubricant chart.

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scavenge pump is two or three times of that of the feed pump.
The blow-by gas rate was measured with the water displacement
method at the maximum engine speed.
KF-SP07 had two oil intakes as shown on Fig. 7 to
prevent the gas breathing at turn. The oil pan had two oil ports
at the left/right end.

2. 2. 5 Accommodation
KF2007 does not use the intercooler for the intake air
after the compressor to reduce the car weight and the intake air
resistance. As the mixture temperature at the cylinder entrance
is higher than these in NA case, the knocks in the combustion
chambers could be occurred easily. The compression ratio was
changed to prevent the knocks and the ignition/fuel injection
timing should be controlled properly. Before KF2006, the
normal engine control unit (ECU) with the sub-controller could
not control these parameters and full-computer was used instead
of the normal ECU. Drive shaft Oil line
At a certain intake air rate and an air/fuel ratio, the
combustion pressure could be increased as the ignition angle was Figure 7 Schematic of the KF-SP07.
advanced and the maximum pressure in the combustion
chambers could be occurred near at the top dead center (TDC).
2. 2. 6 Torque measurement
In the theoretical Otto’s cycle, the best thermal efficiency could
The engine power/torque was measured with the two
be realized with the maximum combustion pressure at the TDC.
hydraulic dynamometers (the maximum measurable power
However, the real engine combustion, which needs 40 – 60 deg.
45kW at 6000rpm, the maximum measurable torque 105.3Nm at
in crank angle to finish, will increase the compression load and
4000rpm) and the load cells (DC12V driven, the rated capacity
decrease the output power if the ignition timing was advanced
500N, 0.128N in resolution). The main axle of the engine and
too much. Moreover, too much advanced ignition timing will
the dynamometers’ main shafts were linked with a chain for the
make the knock. On the other hand, as the retarded ignition
easy maintenance. The net fuel consumption rate was
timing will suppress the maximum pressure/temperature, the
calculated from the fuel flow measured at a steady engine speed
engine could be protected in exchange for the decreasing output
and at a steady load. The sheathed K-type thermocouples were
power. As the ignition timing will mainly control the output
used to measure the temperatures, the inner air temperature of
torque, the exhaust gas compositions, we should determine the
the surge tank (1.0mm in sheath diameter, 0.01K in resolution),
ignition timing perfectly.
the intake air temperature before the compressor (1.6mm in
In this paper, the base data was made at the
sheath diameter, 0.005K in resolution), the exhaust gas
warming-up, a steady driving condition, and the ignition timing
temperature before the turbine (3.2mm in sheath diameter, 0.18K
was advanced carefully. The throttle aperture was 2%, the
in resolution) and the exhaust gas temperature after the turbine
engine speed was 1300rpm and the ignition timing was 10 deg.
(3.2mm in sheath diameter, 0.18K in resolution). The static
before TDC (10 deg.-BTDC).
pressures at the temperature measurement points were measured
The air/fuel ratio, A/F, was controlled with the fuel
with the pressure transducers (the rated capacity 500kPa-abs,
flow rate. The A/F was measured at the turbine exit (A/F-boost
0.26kPa in resolution), the strain amplifiers (1 channel, AC100V
meter, UEGO sensor, 10 –30 A/F in range, 0.1 A/F in resolution)
driven) and the data-logger (16 channels, 400MHz in the
and the fuel flow rate was measured at the fuel tank exit (the
sampling rate).
maximum allowable pressure 500kPa, 0.008L/min (1.3cc/sec) in
resolution). The fuel return from the injectors was set at the
downstream of the measuring point. The theoretical A/F, about
3. RESULTS AND DISCUSSION
14.5, will occur the knock significantly. At large A/F, the
fuel-lean combustion will occur. The fuel-lean combustion has
3. 1 Cam shaft profile
lower combustion speed and need longer combustion duration.
As the results of the try 1 – 4, the larger lift height
This longer duration will cause the knock. At small A/F, the
and the narrower action angle of the exhaust valve increased the
fuel-rich combustion will occur. The fuel-rich combustion has
torque at the ordinary engine speed, 7000 – 10000rpm. The
large fuel latent heat and the engine will be cooled and protected.
smaller lift height of the intake valve decreased the torque
As the A/F was 12.6 at NA, 11.5 was used in these experiments.
fluctuation at the low engine speed. In this paper, we aimed the

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70 140 70 80
Torque Torque
NA 70
60 Normal 120 60 Turbo
Custom (Try 5)
60
50
50 100
50

Power [kW]
Toruqe [Nm]
Power [kW]
40
Torque [Nm]

40 80 40
30
30 60 30
20
20
20 40 Power
10 NA 10
Power
10 20 Turbo
Normal 0 0
Custom (Try 5) 4 5 6 7 8
0 0
2 4 6 8 10 12 14 Engine speed [1000rpm]

Engine speed [1000rpm] Figure 9 Torque curves and power curves.

(Comparison between NA and Turbo.)
Figure 8 Torque curves and power curves.
(Comparison between the normal-cam and the
custom-cam.) 70 2.0
Toruqe
higher torque with smaller fluctuation at the ordinary engine
60 NA
speed and the torque fluctuation at the high engine speed was 1.8
Turbo

Boost pressure [102kPa]

ignored. 50
The results of try 5 with KF2006 were shown in Fig. 1.6
Toruqe [Nm]

8. The torque fluctuation was defined as follows. 40

1.4
30
Tmax − Tmin
fT = (1) 1.2
Tmax 20 Boost pressure

fT : Torque fluctuation [-] 10 1.0

Tmax : The max. torque [Nm]
Tmin : The min. torque [Nm] 0 0.8
4 5 6 7 8
Engine speed [1000rpm]
In the ordinary engine speed, 5000 – 10000rpm, the
torque fluctuation with try 1 and that with try 5 was 0.40 and Figure 10 Torque curves and Boost curves.
0.19, respectively. While the torque fluctuation decreased
about 50%, the torque at 7000rpm was unstable and not accurate.
500 80
The effects of the exhaust inertia will cause the inaccuracy. BSFC
NA 70
Turbo
3. 2 Turbocharger 400
60
Figure 9 shows the torque and power curve. While
BSFC [g/kWh]

the torque was 111% of NA at 8000rpm, it was 101% of NA at 50

Power [kW]

300
7000rpm. The result at 7000rpm should be caused by that the
40
engine was unstable and the A/F and the ignition timing could
not be adjusted. Figure 10 shows the boost pressure curve. 200 30
The boost pressure was set as 130kPa(0.3 kgf/cm2-gauge) and
20
the torque was increased when the boost pressure reached the set 100 Power
NA
value. 10
Turbo
Figure 11 show the Brake Specific Fuel Consumption
(BSFC) and BSFC is defined as follows. 0 0
4 5 6 7 8
Engine speed [1000rpm]
m f ⋅ ρ f ⋅ 10 3
BSFC = (2) Figure 11 BSFC curves and Power curves.
P (Comparison between NA and Turbo.)

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BSFC : Brake specific fuel consumption
P : power [kW]
mf : fuel flow rate [little/h]
ρf : density = 0.76g/cm3 at 15 C-deg
The lower BSFC means the higher efficiency.
While the BSFC of NA were almost 300g/kWh, that of Turbo
were not constant and represented an increase of 34% in
comparison with NA at 8000rpm. However, the BSFC of Turbo
at 6000rpm was almost same of NA and this system worked
efficiently. The exhaust pressure (the pressure before the
turbine) increase should cause the worth BSFC at 8000rpm as
1.5
Before the compressor
After the compressor
1.4 Before the turbine
After the turbine
Pressure [10kPa-gauge]
20076618(JSAE)
2007-32-0118(SAE)
[g/kWh] shown in Fig. 12. It was understood that the gain of power output
to the fuel consumption was small in about 8000rpm. Though the
averaged BSFC of NA was better than that of Turbo, the A/F of
NA and that of Turbo were 12.6 and 11.5, respectively. The
adjusted exhaust/intake manifold will improve the unsteadiness
and set the A/F suit for the better BSFC.
Figure 13 shows the intake temperature curves and
the boost pressure curve. The temperature after the compressor
was increased as the boost pressure increase and was 52 C-deg at
8000rpm. The temperature before the compressor was almost
same. The volume of the surge tank should suit the
characteristics of the turbocharger because the surging in the tank
would make a back current to the intake of the compressor. The
back current will cause an unstable action. As the temperature
before the compressor was almost constant, the capacities of the
compressor and the surge tank were correct in this experiment.

1.3 5. CONCLUSION

1.2 The turbocharger and the custom camshaft were

installed in the motorcycle natural aspirated gasoline engine, to
improve the power output and the fuel consumption. The custom
1.1
camshaft and the turbocharger realized the flat and high torque in
low/middle engine speed. However, the averaged torque and
1.0 the fuel economy were not enough because the compression ratio,
the ignition timing and the fuel injection timing/flow were not be
0.9 adjusted. As the major troubles in turbocharged engines with
4 5 6 7 8 the atmosphere temperature change or with the altitude change
Engine speed [1000rpm] will cause the engine knock, feed-back control systems should be
developed. The dry sump lubricant system with KF-SC07
Figure 12 The static pressures at the temperature
measurement points realized the low crank axle height. However, the system was
heavy and large. The detailed CAD study for the oil line should
be made.
60 1.5
Before compressor
After compressor
Boost pressure [10kPa-gauge]

50 ACKNOLEDGEMENTS
1.4
Temperature [C-deg]

The authors gratefully acknowledge many of our

40
1.3 colleagues who hove contributed to this work especially Mr.
Noboru Hieda, research assistant of Kanazawa University
30
Mechanical Systems Engineering, and the Kanazawa University
Boost pressure 1.2 Formula R&D team and Kanazawa University Administration.
20 We wish to thank YAMAHA MOTOR to have sustained the
presented work both through many parts and technical
1.1 suggestions.
10

0 1
4 5 6 7 8 REFERENCES
Engine speed [1000rpm]
[1] Society of Automotive Engineers, 2007 Formula SAE
Figure 13 Temperature curves and Boost curve. Rules, 2006

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[2] William Attard and Harry C. Watson, Development of a
430cc Constant Power Engine for FSAE Competition. SAE
Technical Papers, 2006-01-0745, 2006

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