Design Report

Engine: Intake and Exhaust.

Engine Used
The selection of Engines were governed by the following Formula SAE rules:
1. Engine Type: The engine(s) must be a Piston-Engine, Petrol fuelled and operate on a 4-stroke
cycle.
2. Engine capacity: Maximum engine displacement must not exceed 610cc.
Considering the familiarity with the engine, the team budget and the time limitation, a Honda CBR 600RR
engine, which satisfied the above rules, was chosen.

Fig 1 Honda CBR 600RR Engine

Fig 2 CATIA model of HONDA CBR 600RR

Intake
The following general rules govern the design of Intake System:
1. Throttle Body: The car must be equipped with a throttle body or a carburetor of any size or design.
The throttle must be actuated mechanically and the actuation must use at least two return springs
located on the throttle body.
2. Restriction on Air Intake: In order to limit the Power output of the Engine, a single-circular
Restrictor must be placed in the intake system between the throttle and the engine. All engine air
flow must pass through the restrictor. The maximum restrictor diameter for a gasoline fuelled car
is 20mm.
The Intake system is designed considering the above mentioned factors.

Components of Intake System

The primary function of an intake system is to deliver a charge of air/fuel to the cylinders in correct
proportions. The different components of intake system which work together in achieving the correct
air/fuel supply to the cylinders are as follows:
1. Air Filter
Air filter, a piece of equipment made of fibrous material, prevents the atmospheric dust entering
into the cylinders and ensures clean air to the cylinders.
2. Throttle Body
Throttle is the mechanism by which the fluid flow is controlled. The output characters of an engine
can be controlled by controlling the amount of air supply to the cylinders. A throttle body typically
consists of a butterfly valve which regulates the supply of air to the cylinders.
3. Restrictor
As per the Formula SAE rules, the intake system must have a 20mm diameter circular restrictor.
The restrictor limits the output power of the Engine by restricting the air supply.
4. Plenum
A plenum is an anti-pulsation chamber which dampens the pressure pulsations from the runners
reaching the restrictor. It simulates ambient conditions for the runners. The magnitude of
dampening is determined by the shape and volume of the plenum.
5. Runners
Runners are ducts connecting the plenum to the cylinders. The length, diameter, inner surface
characteristics and orientation of the runners affect the performance output of the engine.
6. Injector Sleeves
Injector sleeves are the mounting for the fuel injectors. Fuel injectors are usually mounted close
to the intake valves. Since runner ends are the closest position for mounting any component close
to the intake valve, the injector sleeves are attached to the end of runners which facilitates fuel
injector mounting.

Exhaust
The following general rules govern the design of the Exhaust:
1. Exhaust outlet: The exhaust must be routed so that the driver is not subjected to fumes at any
speed considering the draft of air.
2. Noise: The maximum noise produced must be limited to 110dB.
3. Exhaust runners must fit around the frame members of the car.
4. All components must be no more than 584.2 mm off the ground.

Components of the Exhaust System

The main function of the exhaust system is to push the exhaust gases out of the cylinder with
least resistance and use the pressure pulsations to increase the performance of engine during valve
overlap. The exhaust system is primarily divided into the following components:
1. Exhaust Port
These form the path for the exhaust gases from the exhaust valve leading to the primaries. The
exhaust ports are an integral part of the engine.
2. Exhaust Primaries
These are the tubular structures leading from the exhaust port ends, which helps in moving the
exhaust gases out of the cylinder with least back pressure. The length and diameter of the
primaries determines the performance of the engine in the required rpm range.
3. Collector
Collector is a component which merges all the primaries into one tube leading to the muffler. The
shape and dimensions of the collector are determined considering the mass flow and acoustic
phenomenon.
4. Exhaust Secondary
It is a single tube which emerges from the collector outlet and connects to the muffler.
5. Muffler
Muffler is a component which functions in reducing the exhaust noise level by using a sound
absorptive material and friction phenomenon.

Previous Years Design

A thorough study of the previous years design was made to understand the merits and
demerits in the design.
Intake:
A conical spline intake design concept was followed in the previous years design. This
system was designed to attain equal mass air flow distribution to each of the cylinders. To facilitate
the mounting of intake system on the inline engine, the runners were made bent. The design was
mainly based on acoustic supercharging and the runner lengths were unequal which effectively
widened the power and torque band in the required range. The intake system was designed to
achieve peak torque at 8000rpm and peak power at 10500rpm.

Fig 3 Intake System of Previous Year Car

The intake system was modelled in CATIA considering the packaging constraint and the analysis
was made mainly in Ricardo Wave, a 1-D simulation software. Boundary conditions were obtained
from Ricardo Wave for optimizing the restrictor design in ANSYS Fluent.

Exhaust:
A 4-1 configuration of exhaust system was chosen over 4-2-1 configuration owing to the
space limitation and performance goals. The primaries were made with stepped diameter to use
wave reflection phenomenon and obtain different resonant frequencies in a very close rpm range
thus widening the power and torque band.
A conical collector was designed to merge the primaries into a single duct. The design was
analyzed and optimized using Ricardo Wave software.

Fig 4 Exhaust Design of Previous Year Car

Observations
1. The design was made giving more preference to performance. But the manufacturing
feasibility was ignored. Finally, the manufactured product failed to produce the expected
output due to the errors made during the manufacturing.

2. A great difficulty was experienced in manufacturing the bent runners which caused the
final product to vary from the actual design. The deviation caused by this error made it
very difficult to mount the intake system on to the engine.
3. The restrictor was designed considering the space constraint, which was a compromise on
performance. Thus there was a turbulence caused in the plenum which affected the
performance output.
4. Stepped primaries in the exhaust system increased the back pressure which effectively
reduced the performance output.
5. A 900 bend was made in the exhaust secondary due to packaging issue which caused
excessive back pressure.
6. The noise level was very close to 110dB which is the limit set by Formula SAE.

Improvements aimed at in the new design

1. Considering the difficulty in manufacturing, it was decided to design simple, equal length
runners with zero degree bend angle, which ensures easy manufacturing and accurate
analysis.
2. To design a restrictor with less than 70 taper angle to obtain maximum mass flow through
the restrictor with least turbulence. The last years design had a 100 taper angle at the
diffuser.
3. The exhaust port diameter of the engine is designed for a non-restricted intake system.
Since the intake system for Formula SAE is restricted, the port diameters prove to be larger
for the exhaust gas mass flow and thus increases back pressure. Therefore the primaries
have to be designed with diameters not more than the port diameters.
4. The intake and the exhaust system must be designed to reduce the overall noise level below
105dB.

Intake Design
This section deals with the detailed procedure and theory behind the intake design.
Different types of intakes are explained and a comparison is made between them to select the best
intake suitable for our application. Calculations involved in the design of each component in the
intake system are described.

Different types of Intake system

The different types of intakes commonly used in Formula SAE are as follows:

1. Side Entry Intake:

In this type of intake system the restrictor is placed at the side of engine and the plenum.
The restrictor feeds into the side of the plenum. It is often described as a non-symmetrical
intake since the flow axis of restrictor is not symmetric with respect to any of the ports.

Fig 5 Side Entry Intake System

2. Conical Spline Intake:

In this type of intake system, the runners are placed in radial symmetric fashion at
the plenum base plate. The restrictor feeds into the plenum from the top and is symmetric

with respect to all the intake ports. It is characterised by bends in the runners. Equal mass
flow distribution to each of the cylinders is one of the main advantages of this design but
the difficulty in manufacturing the bent runners shields the advantage.

Fig 6 Conical Spline Intake

3. Top/Centre feed intake design

In centre feed intake design, the restrictor is placed above and in the centre of
linearly arranged runners. Thus the flow axis of the restrictor is symmetric with respect to
two centre ports. Majority of the teams competing in Formula SAE prefer centre feed intake
design owing to its simplicity in manufacturing.

Fig 7 Top/Centre feed Intake Design

Table below shows the statistics of intake design preferences in FSAE:

Top/Centre

feed Side entry intake Conical

intake design

design

intake design

42%

36%

14%

spline

Other intake design

8%

Following table shows the Comparison between the three different intake designs mentioned
above:
Top/Centre
`

feed

intake

design
Manufacturing Feasibility
Mass flow distribution

Easy
Almost
Equal

Side entry intake Conical

design

intake design

Easy

Difficult

Unequal

Equal

Performance

Good

Average

Best

Ease of assembly

Easy

Easy

Difficult

spline

From the above table it can be seen that the conical spline intake is best for obtaining
maximum performance. But from the previous experience, the difficulties in manufacturing and
assembly of the conical spline intake were known. Hence, the next best option was to be
considered. Clearly from the table, the Centre feed intake system provides almost similar
performance as that of the conical spline intake and is easier to manufacture and assemble. Hence
a centre feed intake system was chosen.

Design of Different components of the Intake system

After deciding the type of intake system, different components of the intake system were
designed. The design of each of the components is explained in the following paragraphs.

Air Filter
Air filter is a non-critical component in the intake system. Hence the selection of the air filter
mainly depends on the availability and the outer diameter of the throttle body.
First the calculations for throttle body selection was made and a throttle body was selected. Based
on the outer diameter of the throttle body, the air filter was selected. K&N air filters are one of the
most preferred air filters. So it was decided to use the air filter from K&N.

Throttle Body
The throttle body bore was calculated using the following equation which relates the engine
specifications and the peak power rpm to the throttle body bore.

Throttle body size in mm =

(154.2)( )( )( max )( )2
67547

It was found that there were many equations to calculate the bore of the throttle body. The above
equation was selected as it related the throttle bore to the engine specifications and the peak power
rpm. The above equation seemed realistic. Hence the throttle bore obtained from this equation was
used as a starting point for the analysis. The initial calculation for the throttle bore was made with
the following inputs:
Number of cylinders =

Strokes in inches

1.673 inches

RPM at max HP

10000

Bore in inches

2.638

Therefore,
The throttle body diameter in mm

(154.2)(4)(1.673)(10000)(2.638)2

32.6 mm

32 mm

67547

A thorough research was done on the availability of 32mm diameter throttle body. It was
found that Bajaj Pulsar 220cc bike uses a 32mm diameter throttle body, with 55mm length. In the
further analysis of the intake system it was found that increasing the throttle body diameter
decreased the performance of the engine, also a bigger diameter throttle body affects the throttle
response which is undesirable. Hence it was finally decided to go with 32mm diameter throttle
body.

Restrictor Design
According to the rules of Formula SAE a 20mm circular restrictor has to be placed in
between the throttle and the engine. The throttle bore diameter was calculated to be 32mm. Hence
there is an area change from the end of the throttle body to the restrictor. From the fundamentals
of fluid dynamics a sudden change in area of cross section is accompanied with high losses in
pressure. Hence to minimise the pressure loss, a tapered section has to be constructed between the
throttle and the 20mm restrictor. Therefore the first part of the restrictor should be a convergent
nozzle.
In a convergent nozzle pressure decreases to its minimum at the exit of the nozzle. But the
restrictor must be connected to the plenum, which has to simulate the atmospheric conditions.
Therefore to regain the pressure there should be an increase in the cross section area. But a sudden
increase in the cross section area results in turbulence due to flow separation. Therefore the area
must change gradually which results in a divergent section with constant change in area from the
20mm throat to the plenum entry. This helps in regaining the pressure and simultaneously avoiding
turbulence.

Following factors play a major role in deciding the final design of the restrictor:
1. Convergent region
2. Divergent region
3. Throat shape

Convergent Region:
Deciding the length of the convergent region is a compromise between performance and
packaging constraint. As the length of the convergent region is increased, the pressure loss is
minimised. But the length of the convergent region is limited by the space constraints. Based on
literature study it was found the maximum taper angle for the convergent region should not exceed
70.

Divergent Region:
Similar to the convergent section, the length of the divergent section is limited by space
constraints. From literature study we came to know that the maximum divergent angle should not
exceed 70 else flow separation from the wall occurs resulting in a turbulent flow which is
undesirable in the plenum region.

Throat Shape:
The orifice connecting the convergent and the divergent regions should offer a smooth
transition. If the transition causes a sudden area change, then it leads to a change in the flow
direction which causes turbulence. To avoid this, a fillet is incorporated at the orifice region.

Restrictor Optimization
The restrictor design was optimized in ANSYS Fluent to obtain maximum possible mass
flow rate through the throat. The diameter of the throat section was fixed to 19.96mm by the
Formula SAE rules and the total length of the restrictor was fixed to 175mm due to space
constraints. The inlet area of the nozzle was also fixed to be 32mm in diameter by the throttle bore
diameter. So the only changes possible were the length of the nozzle, length of diffuser and the
diffuser angle.
Different models of the restrictor were made in CATIA and analyzed in ANSYS Fluent.
The CAD models were imported into ANSYS geometric modeler for meshing. The mesh file was
then imported into ANSYS Fluent for analysis. The pressure difference across the restrictor was
used as the boundary conditions for analysis in ANSYS Fluent. These boundary conditions were
obtained from the analysis in Ricardo Wave.
Initially the diffuser angle is kept at 70 and nozzle angle less than 70. The nozzle length is
kept at 50mm. In the second model, the nozzle length is increased to 55mm and the diffuser angle
is reduced to 5.90. The models and the results from analysis are as shown below:

Fig 8 Restrictor Model 1

Fig 9 Restrictor Model 2

Observations:
Properties

Model 1

Model 2

1.

Diffuser Angle (degrees)

5.9

2.

Nozzle Angle (degrees)

6.865

6.246

3.

Nozzle Length (mm)

50

55

4.

Total Length (mm)

175

175

5.

Max. Mach number

0.709

0.856

6.

Avg. Mach number

0.60

0.75

7.

Mass Flow through restrictor (kg/s)

0.064

0.0678

The Mach number, velocity and pressure distribution along the length of the intake for the 1st
model are as shown.

Fig 10 Mach number Distribution

Fig 11 Velocity Distribution

Fig 12 Pressure Distribution

The Mach number, velocity and pressure distribution along the length of the intake for the 2nd
model are as shown.

Fig 13 Mach number Distribution for 2nd model

Fig 14 velocity Distribution for the 2nd Model

Fig 15 Pressure Distribution of 2nd Model

The 2nd model was found to be better than the first model as the mass flow rate is increased by
6%. But it is found that the velocity varies suddenly at the edges of the throat. This is due to the
sudden change in shape from convergent to divergent. So a fillet is introduced at the throat such
that the throat diameter is still 19.96mm.

The Mach number, velocity and Pressure distribution for the filleted restrictor is as shown:

Fig 16 Mach number Distribution for the

Final Model

Fig 17 Velocity Distribution for the final

model

Fig 18 Pressure Distribution for the Final

Model

It can be seen that the velocity and Mach number changes are not sudden at the edge of the throat
section. The maximum Mach number is 0.78 and the average Mach number is 0.72. The mass flow
rate has also increased to 0.0682kg/s.
So the final dimensions of the restrictor are as shown in the figure.

Fig 19 Dimensions of the final model

Final Values:
Properties

Final Model

1.

Diffuser Angle (degrees)

6.0

2.

Nozzle Angle (degrees)

6.492

3.

Nozzle Length (mm)

55.0

4.

Total Length (mm)

175

5.

Max. Mach number

0.780

6.

Avg. Mach number

0.72

7.

Mass Flow through the restrictor

0.0682

Plenum Design
The two important factors which are critical in designing a plenum are:
1. Volume of the plenum
2. Shape of the plenum

The volume of the plenum affects the throttle response. If the volume of the plenum is too big
then it negatively affects the throttle response. Whereas if the volume is too small then it may lead
to engine starving for air. Based on the researches made, a plenum volume in the range 2 to 3 times
of the total volume of the engine is found to be optimum.
The shape of the plenum decides the type of flow. Any sharp bends in the plenum results in
the formation of turbulent region. A key point in designing any component of intake system is to
have a laminar flow. Thus the shape of the plenum should have smooth curves. Depending on the
different types of intakes discussed above the shapes of the plenum can be as below:
1. Conical Plenum:
This type of plenum is used with the conical spline intake design. The shape of the plenum
is conical facilitating the accommodation of radially arranged runners.

2. Log type Plenum:

This type of plenum design is used with side entry intake system. It accommodates the
linearly arranged runners.

3. Top feed Plenum:

This type of plenum has a transition cross section and is used with top feed intake system.
It is characterized by a wide base to accommodate linear runners and a smaller cross section
at the top which forms the inlet to the plenum.

4. Cylindrical Plenum:
This plenum is of cylindrical shape and is used with top feed intake system. This is a special
case of top feed plenum with constant cross sections over all the runners.

Keeping in mind the above factors, it was decided to go with a Centre feed plenum. Height
of the plenum was the major constraint in the design. After fixing the lengths of runners and
restrictor, the plenum was to be fitted in the remaining length. Also smooth flow in the plenum
without turbulence was desired.
Within the given space constraint, different shapes of the plenum were analyzed for better
air flow. Finally a design was chosen which satisfied all the criteria. The volume of the plenum
was measured to be 3 times the total engine displacement.
Plenum Analysis
3-D model was built in CATIA. 3-D analysis of plenum was carried out in ANSYS Fluent under
transient conditions. Pressure conditions at each crank angle were obtained from Ricardo Wave
and pressure curves were fitted.

Fig 20 Plenum Model in Wave 3-D Build

Fig 21 Stream Lines during the Suction Stroke of Cylinder 1

Fig 22Air velocity vectors during Suction Stroke of Cylinder 1

Runner Design
Design of the length and diameter of the intake runners are mainly dependent on the rpm
at which maximum torque is desired. Based on the previous year experience and a thorough
literature study, it was found that 5000 to 9000 rpm is the most drivable rpm range. Therefore it
was decided to achieve the peak torque at 7500rpm.
Having set the target peak torque, the length of the runners were decided using a pressure
wave phenomenon called acoustic supercharging. According to the concept of acoustic
supercharging, the pressure waves of air are assumed to be similar to the sound waves. When the
intake valve opens a negative pressure wave is sent back along the length of the runners. This
negative pressure wave gets reflected back as a high pressure wave when it meets a change in cross
section area.
Determining the optimum length of intake runners involves utilising this high pressure
wave just before the intake valve closes. When the piston is moving downwards in the intake
stroke, the air is sucked into the cylinder due to the low pressure created by the downward
movement of the piston. The air flows into the cylinder due to momentum. But when the intake
valve is just about to close, the piston moves up and there is a chance of back flow of charge from
the intake valve. So this high pressure wave is used to retain the charge inside the engine. This
concept is called acoustic supercharging.
The diameter of the runners were fixed by the intake port diameter and a starting point in
optimizing the runner lengths was obtained from the following Formula:
L = ((EVCD X 0.25 X V X 2) (RPM X RV)) 0.5D X D

Where,
L

Length of runners (in inches)

Velocity of sound at expected pressure and temperature (in ft. /sec)

RPM Rpm at which maximum torque is desired

RV

Reflective value

Diameter of intake runners (in inches)

Velocity of sound can be calculated using the below Formula:

V =
= .
= 347.18 m/s
1157 ft. /s
EVCD = (720 245) = 4750
D = 38/25.4 = 1.5 inch.
Desired max. Torque rpm, RPM =7500

Therefore,
L = ((475 X 0.25 X 1157 X 2) (7500 X 8)) 0.5 X 1.5
L = 3.743 inches
L 95 mm

Fig 23 Mass Flow rate vs. Time Steps for the 4 runners

Exhaust Design
The details about the exhaust design are explained in this chapter. Firstly, different
configurations of exhaust systems and the criteria for the selection of an exhaust configuration to
be used on the engine are described. Then, the calculations for the exhaust primaries, the collector
and the secondary and the selection of muffler are described.
Exhaust System Configuration
Based on the way the primaries are merged at the ends, there are two types of exhaust
system configurations:
1. 4-1 Configuration
In this type of configuration, the four primaries of each of the cylinders are merged
into one secondary through a collector junction. This configuration of exhaust system is
mainly preferred because of the simplicity in design and manufacturing. This configuration
is used when peak torque is required in a narrow range of rpm. The length of the primaries
determines this rpm range.

2. 4-2-1 Configuration
In this type of configuration, two primaries each merge to form two secondaries
and these two secondarys merge through the collector to form a single secondary. This
configuration is preferred when a wider torque band width is desired across a wide rpm
range. Here pressure wave reflection phenomena can be used to obtain multiple resonant
frequencies, thus widening the drivable resonant frequency range.

The most usable rpm range on FSAE event track is in the range 5000 to 8000 rpm. Therefore better
torque is desired only in this range. Since 4-1 configuration offers better torque in a small rpm
range and also considering the difficulties in manufacturing a 4-2-1 configuration exhaust system,
a 4-1 configuration exhaust system is selected.

Calculation of primary dimensions for preliminary design:

Primary diameter for preliminary design was taken to be the exhaust port diameter in the
engine.
Exhaust port diameter of Honda CBR 600RR engine = 31.5mm
Primary lengths were obtained from the following Formula

Where,
P

- Primary length in inches

ED

1800 + number of degrees exhaust valve opens before BDC

rpm

engine speed being tuned to

In the above equation,

ED = 1800 + 40 = 2200
rpm = 7500
Substituting these values in the above equation,
=

850x220
3
7500

= 557 mm

Collector design:
A key point in designing any component of exhaust sytem is to provide smooth outflow of
exhaust gases, without causing any back pressure. A collectors function is to merge all the
primaries into a single exhaust pipe called the secondary. In doing so, the collector must have
optimum volume for mass flow of exhaust gases and at the same time it should not drastically
decrease the velocity of exhaust gases. Any region where the exhaust gases lose velocity result in
back pressure build up. Back pressure is very undesirable as the preceding gas has to spend part
of its energy in pushing the gas infront of it. Hence designing a collector plays a critical role in
achieving better performance output.

Calculations:
=

Where,
ID2 Diameter of collector inlet
ID3 Diameter of collector outlet
Cot A cotangent of angle of taper.
ID2 was found to be 100mm for the collector inlet to accommodate all the primaries.
Bell recommends a maximum of 100 as the taper angle and

Graham

the diameter of

the collector outlet is calculated using the following Formula

Where ,
D2

Collector outlet diameter (in mm)

D1

Primary diameter (in mm)

Since we have considered the primary pipe diameter to be same as the exhaust port diameter, the
collector outlet diameter is
= . .
42mm
Therefore , the collector length is given by,
Collector length =

164 mm

Secondary Design
Secondary of the exhaust system has very less effect on the performance output. Our target rpm
range was 5000 8000 rpm. Since our primaries were tuned to 7500 rpm, we decided to tune the
secondary for 5000 rpm which would effectively widen the usable torque curve bandwidth.

Where,
P2

- secondary length (in mm)

rpmP1 - tuned rpm of the primaries

rpmP2 -tuned rpm of secondary
therefore,
=

185mm
Secondary diameter, D2 = 42mm

Muffler design:
Following factors have to be taken into consideration before designing a muffler for FSAE car
application:
1. Offer less restriction to the flow of exhaust gases
2. Limit the exhaust sound level to below 110db
3. Should not extend more than 45cm behind the rear axle.

Types of Mufflers:

1. Reactive mufflers
Reactive mufflers use ducts with perforations, baffles and a resonant chamber to reduce
the sound level in the exhaust gases. This type of mufflers offer more restriction to exhaust gas
flow but reduce the sound level by a decent margin. The sound levels can be reduced over a
wide range of frequencies in this type of mufflers. Commercial vehicles use this type of
mufflers.
2. Dissipative mufflers
Dissipative muffleers use a straigt perforated pipe and a sound absorptive material to
reduce the noise level. It offers least resistance to exhaust gas flow but the sound level is
reduced by a low margin. Unlike reactive mufflers, these mufflers reduce sound level only in
a limited frequecy range. The sound level reduction can be increased by increasing the length
or the diameter of the muffler. The perforated pipe functions as a supporting structure for the
sound absorptive material behind it. Sound waves which travel into the muffler pass through
the absorptive material and the sound energy is lost as heat due to friction. High performance
cars prefer using this type of mufflers.
The only major Formula SAE constraint on sound level is not to exceed 110db. Engines usaully
produce such high sound level only at higher rpms. Our goal was to reduce the sound level at
these higher engine rpm. Therfore a straight through muffler or the dissipative muffler which
offers sound reduction at a selected frequency was chosen to be the best option.
The previous year car used a custom made straight through muffler, which was compact, reduced
the noise level below 110db and also did not offer much restriction to exhaust gas flow. Hence,
the same muffler was used.

Preliminary Intake and Exhaust simulation in Ricardo Wave

Following table shows the dimensions of the intake and exhaust system for preliminary
design:
Parameters

Dimensions (in mm)

Throttle body diameter

32 mm

Throttle body length

55 mm

Restrictor inlet diameter

32 mm

Restrictor throat diameter

19.96 mm

Restrictor outlet diameter

44.744 mm

Restrictor length

175 mm

Runner length

90 mm

Runner diameter

38 mm

Plenum volume

1800000 mm3

Primary length

557 mm

Primary diameter

31.5 mm

Collector inlet diameter

100 mm

Collector outlet diameter

42 mm

Collector taper angle

100

Secondary diameter

42 mm

Secondary length

185 mm

Muffler length

457 mm

Using the values from the above table, a preliminary model was made in CATIA. 1-D simulation
was run in Ricardo WAVE to optimise the design.
The following assumptions were made:
1. Flow in intake and exhaust is 1-D.
2. The flow is steady.
3. Constant air-fuel ratio of 14:7.
4. Approximate values, in the acceptable range, were used for parameters which couldnt be
measured.

1-D Simulation in Ricardo WAVE:

WaveBuild, Wave3Dbuild, and Wave Mesher are the three pre processors of Ricardo
Wave. Network model was built on the wavebuild canvas. Any complex geometry, like
plenum, can be meshed in wave3dbuild or wave mesher and imported to the wavebuild canvas.
Procedure followed in building a model is explained in the following paragraphs:

1. Setting general parameters

General parameters like number of cycles, auto convergence condition, number of time steps
per uni degree of crank anfle etc. were set in the general parameters table.

2. Building the network model on the canvas

A network model was built on WAVE canvas by dragging and dropping the flow elements.
All the elements were connected to each other from left to right on the canvas using ducts.

3. Defining the dimensions and operating conditions

Once the network model has been created, the dimensions of each of the flow elements and
the operating conditions were input into the model. Ambient temperature and pressure were
assumed to be 300K and 1.013bar respectively.

4. Modelling the engine and valves.

In this step, various engine parameters like stroke length, bore, connecting rod length, firing
order etc were input to model the engine. Intake and exhaust valves were modelled as lift
valves. Valve profile was obtained using maximum valve lift value, valve opening and closing
duration provided in the Honda CBR600 RR manual.

5.

Using Wave Mesher/ Wave3Dbuild to mesh the plenum.

Wave mesher is used to manually mesh any component unlike Wave3Dbuild which
automatically meshes the component and outputs the component as flow elements, which can
directly be used in Wavebuild canvas. Output of Wave3Dbuild is more accurate than
wavemesher. Therefore the plenum was meshed in Wave3Dbuild. Wave3Dbuild also has
default models of a few commonly used components like air box, throttle, silencer etc. . A
straight through muffler for our simulation was modelled in Wave3Dbuild and imported into
the Wavebuild canvas.

6. Setting up of combustion model:

To check the correctness of a combustion model, the peak pressure of each cylinder in every
case has to be noted. Peak pressure in a cylinder of a correctly built model should occur in the
range 120-160 ATDC. Cylinder pressure plots were obtained and checked for this criteria. If
the criteria is not satisfied then the combustion parameters have to be varied to get the required
result.

Fig 24 Transient analysis set up of Intake and Exhaust System in Ricardo Wave

Although the preliminary design did not provide satisfactory results, it provided a base for
improvement and optimisation of the design. For further iterations, the maximum available length
for straight runners in the chassis was found to be 120mm. Considering this as the upper limit for
runner length, various other possible parameters like runner diameter, primary length and diameter,
plenum volume, primary length and diameter etc. were varied to get desired torque output.
FINAL DESIGN:
Finally a design was obtained which provided a good torque in the most usable rpm range.
Final design specification is as follow:

Fig 25 Final Intake and Exhaust Assembly

Results
The following Plots show the Performance Output for the final Intake Exhaust Design.

Fig 26 Variation of Brake Engine Torque with Engine RPM

Fig 27 Variation of Brake Horse Power with Engine RPM

Fig 28 Variation of Brake Engine Torque for different Throttle diameter

Fig 29 Mass flow through restrictor inlet and intake runners

Fig 30 Pressure in the intake port, exhaust port and cylinder during valve overlap at 7500 rpm