6059,72,96,97,(A,FA,FMS,MS mode E)MAA

6098,99,100,101(MS,FMS,A,FA mode C)MAA

308MAA, 348MAE (FMS,MS)

Intake Runner Design

ad0349@coventry.ac.uk
Hiroki Toyoda
Assistant Professor in Motorsport Engineering
 Wave Pressure Benefits
• In a well tuned intake system, instantaneous pressure levels as
high as 50kPa above atmospheric at the end of the inlet tract at
the point where the inlet valve opens.

• This can have a very large influence on the volumetric

efficiency of the engine and is how a normally aspirated engine
can exceed 100 % volumetric efficiency over a very narrow rev
range.

• F1 has been quoting values of >130% now for several years

Variable Inlet track
 Variable Inlet track YCC-I: Yamaha Chip Controlled Intake
2007 YAMAHA YFZ-R1

The YCC-I motor moves the upper part of the funnel by levers and a
rod. The movement takes 0.3 seconds.
https://www.youtube.com/watch?v=EKDrHa_JhaM&feature=youtu.be
Variable Inlet track SUZUKI GSX R1000 (2017model)
 Variable Exhaust System
•YAMAHA EXUP

•Suzuki Exhaust Tuning Alpha (SET-A)

A servo-operated SET-A butterfly valve in each header balance

tube, which remains closed to enhance mid-range and low-rpm
power, then opens at high rpm to add significant top-end power.
 Combined Effects
• If the inlet port and runner is set at an appropriate length, there will be a
high-pressure wave arriving at the inlet valve as it is opening IVO- at the
same time, the engine should be in its overlap period.

• If the exhaust is tuned to the same rpm range as the inlet tract, there
will be low pressure in the exhaust (due to scavenging) at the same
time.

• Since the inlet port near the valve is at higher than atmospheric
pressure and the cylinder is a great deal lower, the air will depressurise
into the cylinders quickly.
 Reflective Value (RV)
• Getting an optimum runner length may be hard to do due to
available engine space and/or the engine configuration.

• An engine with a mild cam-profile, operating at lower rpm, will

need long runner lengths, so instead of trying to fit such long
runners it is possible to tune the system to make use of the
second or third set of pressure waves and consequently make
the system much shorter.
 Intake Runner Length (L)
• The pressure waves (positive or negative) covers several
times the runner length from the time that the intake valve
closes IVC to the time when it opens IVO and the speed of
the pressure waves, it is possible to work out the optimum
intake runner length for a given rpm and tube diameter.
 Optimum runner length design Factors
• The pressure waves need to arrive after the valve opens IVO
and before it closes IVC.

• To do this, some duration must be subtracted (the correction

factor, cf), typically 20-30° from the quoted duration. 30° works
well for most higher rpm motors.

• This is what we would tend to think of as the opening and

closing ramps and allows room for the natural viscosity of the
airflow to be accounted for.
ECD (Effective Camshaft Dwell)
 ECD (Effective Camshaft Dwell)
• The formula to figure effective camshaft dwell (ECD)
ECD = 720 - (QD - cf) where QD = quoted duration
• For a high-performance cam with 300° of intake duration
ECD = 720 - (300 - 30) = 450°
12

10
Valve Lift (mm)

2
ECD Effective Duration ECD
0
Crank Angle (Deg)
-360 -270 -180 -90 0 90 180 270 360
 Equation: Optimum runner length design

• The formula for optimum intake runner length (L) is:

• L = ((ECD × V ) ÷ (24 x N × RV)) - ½D
• Where:
• ECD = Effective Cam Dwell (degrees)
• RV = Reflective Value (X set of pressure waves)
• D = Runner Diameter (m)
• V = air speed (m/s)
• N = engine speed (rpm)
 Further calculations
• We can establish accurate values for V, since:
• V = √(γ x R x T)
– γ = Adiabatic Index of Expansion (1.4 @ 20c Dry Air)
– R = gas constant (287j/kg K)
– T = temperature (K)

This gives values for V between 331m/s (dry air @ 273K)

and 375m/s (air-fuel mixture @ 363K)
 Results
• Let us assume a 300° cam-lobe
• Engine speed is 12,000 rpm
• Air temperature is 333K
• Port diameter is 40mm and we are using the second set of pressure
waves (Rv = 2) then:
• L = ((450 x 366) ÷ (24 x 12000 × 2)) – (½ x 0.04)
• L = 0.266m (266mm)
• This would work for a car, but the intakes would be far too long for a
bike – it would be better to use the fourth set of pressure waves (Rv
= 4) to give:
• L = 0.123m (123mm)
 Port Area
• Unlike intake runner length which effects power over a narrow rpm range, the size
(area) of the runner will affect power over the entire rpm range.
• If the port is too small it will restrict top-end power and flow, and if it is too large
velocity will be reduced and the engine will have poor low-speed characteristics,
since the larger the port is, the less strength the pressure waves will have.
 Runner diameter
• Since the inlet valve is the most restrictive part of the intake system, the intake
runners should be sized according to how well air can flow through the valve area.
• Most well-designed heads will have an equivalent flow through the valve area as
an unrestricted port of about 80-90% of the valve area, assuming that the camshaft
is matched to the heads.
 Example
• In other words, a 40mm valve, which has a 1256mm2 valve area, in a
well-designed head will flow the same amount of air as an open port
with about 1005mm2 = Dia 35.7mm (80% of 1256).
• So the port area should be about 1005mm2 just prior to the valve
(this is in the head port).
• Some well ported race heads may have an actual flow of an area up
to 85%, but for the most part it is around 78-80%.
Cd (coefficient of Discharge) in static flow

https://mathscinotes.wordpress.com/2014/12/04/mathcad-matrix-example/
 Laminar / Transitional / Turbulent Flow
Laminar flow: Re < 2000

Transitional flow: Re 2000-5000

Turbulent flow: Re > 5000

Re = Reynolds number

Laminar flow: Re < 2000

Parabolic shape. The maximum velocity at the centre being about twice the average velocity in the pipe.

Turbulent flow: Re > 5000

Fairly flat velocity distribution exists across the section of the pipe.
Example; Re = Reynolds number
• Re = ρ u L/ μ = u L/ ν
• ρ (rho)= Air density 1.204 kg/m3 @20c Dry
• u (ypsilon) = Air velocity 25 m/s (@1000rpm)
• L = Pipe dia 0.043 m (43mm Inlet dia)
• ν (nu) = Kinematic viscosity 1.512*10-5 m2/s

• Re = 1.204*25*0.043 / 1.512*10-5 = 85602

• Turbulent flow Re > 5000

http://performativedesign.com/definitions/air-flow/air-flow-coefficient/
 Intake port taper in Dynamic flow
• To further help fill the cylinder, it helps to have a high velocity at the
back of the valve. To produce this, the inlet port can be tapered. To be
effective, there should be around 2% increase in intake runner area
per cm of runner, which represents about 1.5-degree taper.

• For example, if a 2% increase per cm taper on the 40mm valve

discussed earlier is required, it has already been calculated that the
port area is 1005mm2 at just before the valve. If the total runner length
is 30 cm from the valve to the plenum and 2% per cm taper is required

• Then this gives a total of 1608mm2 = 45.2mm where the port meets
the plenum.
 Flow Coefficient (Cf), Discharge Coefficient (Cd)
• These two coefficients are frequently used
interchangeably.
• Both the flow coefficient and discharge
coefficient are a measure of a port’s efficiency,
comparing the actual port performance to that of
a theoretically unrestrictive port.

Cf = Measured Volume Flow Rate / Ideal Volume

Flow Rate
Cd= Measured Volume Flow Rate / (Reference
Area * Ideal Velocity)
 Discharge Coefficient (Cd)
Cd = Measured Volume Flow Rate / Ideal Volume Flow Rate

The discharge coefficient uses the valve curtain area

Curtain area 𝐴𝑐 is found by multiplying valve lift at each angle of rotation by the
valve head circumference
𝐴𝑐 = 𝜋 ∗ 𝐷 ∗ 𝐿
where:
D = Valve reference diameter
L = Valve lift
 Inlet and Exhaust Valve Lift
12

10

Valve Lift (mm)

8

0
-360 -270 -180 -90 0 90 180 270 360
Crank Angle (Deg)
Exhaust Intake

Valve Curtain Area

0.0014

0.0012
Valve Curtain Area (m^2)

0.001

0.0008

0.0006

0.0004

0.0002

0
0 90 180 270 360 450 540 630 720
-0.0002
Crank Angle (Deg)
Inlet Valve Curtain Area (m²) Exhaust Valve Curtain Area (m²)
 Discharge Coefficient Reference Area Definition
• This option is used to define the method used to calculate the reference area for the Forward CD and Reverse CD array data
in the Flow Arrays folder. One of the following choices:
• constant indicates that the discharge coefficient arrays are calculated from the isentropic flow equation based on constant
reference area ( π/ 4 ∗ Valve Reference Diameter ^2). With this method, discharge coefficient array data typically starts at 0
and increases with higher valve L/D. See figure below. However, a user can select this option and specify a non-zero CD
input at 0 lift. This input can be used to model a valve that still allows flow at 0 lift, such as leaky valve.

• curtain indicates that the discharge coefficient arrays are calculated from the isentropic flow equation based on curtain
reference area, ( π ∗ Valve Reference Diameter ∗ lift position). With this method, discharge coefficient array data typically
starts at a non-zero value. See figure next page.
auto indicates the discharge coefficient reference area is automatically selected based on input Forward CD
and Reverse CD array data in the Flow Arrays folder.

If the first row of Forward CD and Reverse CD array data contains all zero values, constant will be used
If the first row of Forward CD and Reverse CD array data contains non-zero values, curtain will be used

[CDAREF]= Discharge
Coefficient Reference
Area Definition
 Example Case:
Intake Port Optimization with CAESES & STAR-CCM+
• https://www.caeses.com/blog/2018/intake-port-design/
 Flow Coefficient (Cf)
• The flow coefficient uses the circle of the valve throat (typically defined by the
inner seat diameter)

Cf = Measured Volume Flow Rate / Ideal Volume Flow Rate

High Performance port Flow Coefficient (Cf)
 Steady-state flow rig (Flow Bench)
• In order to obtain the correct volume flow
rate, the measured mass flow through the
steady-state flow rig should be divided by
the throat density to account for effects of
compressibility
Case Study

FEDERATION INTERNATIONALE DE L’AUTOMOBILE

FIA Formula3 Engine

Technical regulation
FIA Technical Regulation Article 5.7.3
D max = 280mm ± 20mm
 The optimum intake runner length
• The optimum intake runner length (L):
• L = ((ECD × V ) ÷ (24 x N × RV)) - ½D

• ECD = Effective Cam Dwell (degrees) = 720 - (QD - cf)

where QD = quoted duration
• RV = Reflective Value (X set of pressure waves)
• D = Runner Diameter (m)
• V = air speed (m/s)
• N = engine speed (rpm)
 F3 engine design
• 270° cam duration
• Engine speed is 7,600 rpm
• Air temperature is 303K (30c)
• Port diameter is 94.3% of 35mm (0.033m)Inlet Valve and
using the Third set of pressure waves (Rv = 3) then:
• L = ((480 x 349) ÷ (24 x 7600 × 3)) – (½ x 0.033)
• L = 0.289m (289mm)
 F1 engine design

• 300° cam duration

• Engine speed is 18,000 rpm
• Air temperature is 303K (30c)
• Port diameter is 94.5% of 40mm (0.0379m)Inlet Valve
and using the Third set of pressure waves (Rv = 3) then:
• L = ((450 x 349) ÷ (24 x 18000 × 3)) – (½ x 0.0379)
• L = 0.102m (102mm)
END