Hyperion Racing

Engine Design Report

For
Formula Student India

The making of the Engine system of the HRT-01 was split into the following phases:

Selection of the Engine

Designing of the intake and Exhaust systems
Manufacturing of the intake and Exhaust systems
Engine Assembly
Initial Testing
Cooling System Design
Powertronic ECU tuning
Final Testing

Technical Specifications

Royal Enfield 500

EFI

KTM Duke 390

Engine Displacement (cc)

499 cc

373.2 cc

Engine Type

4 stroke

4 stroke

Number of cylinders

Gross weight

62 kg

90 kg

Max Power

27.2 bhp @ 5250

RPM

43.5 bhp @ 9000 RPM

Max Torque

41.3 Nm @ 4000
RPM

35 Nm @ 7250 RPM

Fuel type

Petrol

Petrol

Compression Ratio

8.5 : 1

12.9 : 1

Engine Cooling System

Air cooling system

Liquid cooling system, continuous

circulation of cooling liquid with water
pump

Cost

85,000 INR

1,90,000 INR

Engine Selection
Two Engines were taken into consideration, Royal Enfield 500 EFI and KTM Duke 390.
Being a first year team we opted Single Cylinder Engine for simple package of the
engine:

Reasons for choosing the Royal Enfield 500 EFI

1. Lighter in weight compared to oil and water cooled engines
2. Single Cylinder Air cooled engines, for a first year team, less complicated
compared to multi cylinder water/oil cooled engines.
3. More torque available in the lower RPM range.
4. Service centers and spare parts abundantly available.
5. Experienced engine tuners, which was the main reason in going for engine
boring.

Engine Specification Sheet

Ignition System

Digital Electronic Ignition

Clutch

Wet, multi-plate

Gearbox

5 Speed Constant Mesh

Lubrication

Wet sump

Engine Oil

15 W 50 API, SL Grade JASO MA

Engine oil currently used

Motul 3000 4T Plus 15W50 with API SM,

JASO MA2.

Engine oil capacity

2.5 litres

Fuel Supply

Keihin Electronic Fuel Injection

Engine Start

Electric/Kick

Engine modification process

The engine cylinder diameter was increased from 84mm to 90mm, thus increasing
the engine cubic capacity from 500cc to 572.6cc. The cylinder head was also ground to
ensure the piston would not strike the head. Hence the combustion chamber volume
comes to roughly 576cc.
Engine components: The new piston used the engine is manufactured by the
company JE pistons, and is used in the Yamaha XT 500 engines.

Piston specifications
Weight

0.340 kg

Diameter

90mm

Gudgeon pin diameter

20mm

INTAKE SYSTEM
System Goals
1. To design and fabricate an intake and exhaust systems for a modified Royal Enfield
EFI engine, displacement of 576cc.
2. Must be light in weight but should withstand engine vibrations.
3. Using the 20mm restrictor as a venturi and to increase air flow to the engine.
4. Manufacture the intake system under 185 Euros (INR 15,000).
5. Obtain peak torque at 2000 RPM for acceleration.

Software tools used:

Solid Works Student Edition 2014, Ansys 14, Ricardo Wave, Lotus Engine Simulation.
Software

Selection of intake components:

Selection of air filter
The air filters considered were K&N, cosworth and Piper cross due to availability of
models and the air filter chosen is the Piper Cross PK-186 model.
Specifications:
Filter area

78mm diameter x95mm length.

Filter material volume

x (78-75)2 x 95mm = 2686.06 mm3

Selection of throttle body

The throttle body used is the stock Royal Enfield 500 EFI throttle body, manufactured by
Keihin, Japan. Butterfly valve with cable actuation. Butterfly valve diameter 32mm.
Throttle body length 75mm.

Throttle body options:

The other option considered for the throttle body was that of the Hyundai Santro. Cable
actuated with double return spring. The butterfly valve diameter is 42mm. However, it
was not chosen because
1. It had considerably higher weight.
2. The stock wiring harness, ECU and sensor system of the Enfield 500 EFI was being
used.
3. All necessary sensors for the intake system are available at the required location on
the stock throttle body.

Royal Enfield 500 EFI throttle body specifications

Inlet diameter

42mm

Butterfly Valve diameter

33mm

Total length

75mm

Sensors

Throttle Position Sensor, Manifold Air Pressure Sensor

Sleeving the throttle body

To match the diameter of the air filter and throttle body, a sleeve has been attached on
the throttle body of ID 48mm and OD 50mm.
The operation was carried out as air filters with an inner diameter of 48 mm was not
available.

Design of Restrictor
Objectives:
1. Subsonic flow through restrictor.
2. Minimum back pressure through the restrictor.
3. The design calculations and flow simulation were done to achieve maximum mass flow
into the combustion chamber for the working RPM range of 4500-5500.
Analysis tools:
Done on Fluent software.
Design specifications:
The restrictor profile was decided keeping in mind ease of manufacturing. Straight profile
was chosen. Parabolic profile is difficult to manufacture and requires more precision in
design.
Since the intake design was completely changed, a parabolic profile was difficult to
refine. Also Fused Deposition Modelling does not provide a good surface finish. Hence
the straight profile was chosen.

Selection of Nozzle and Diffuser diameters

1. Nozzle diameter: Same as the diameter of the throttle body, 33mm.
2. Diffuser diameter: Iterations were carried out on Fluent to decide the diffuser diameter
to achieve minimum pressure drop across the restrictor geometry.
3. Nozzle and diffuser taper angles: The taper angles were iterated to achieve the best
combination of least pressure drop, subsonic flow and less turbulence.

Boundary Conditions
1. For choking condition at the restrictor, the Mach number will be 1. Hence, the mass
flow rate under a choked flow condition would be defined by the following formula:

Here, C = 0.62(assumed), A = 314.159mm2 (for d = 20mm), K = 1.4 (for air), = 1.8768

kg/m3, P = 1.89 bar

The mass flow rate is calculated to be 0.065 kg/s.

2. Calculation for maximum mass flow through the engine

Using the equation m = density * cross sectional area of runner* velocity of air
m = 1.2* 0.001089 * 340 = 0.35 kg/s

3. To find a suitable length of the nozzle and diameter of the diffuser end, iterations were
carried out on Fluent for steady state conditions. The objective was to achieve minimum
turbulence and overall pressure loss.

Steady state analysis using Fluent

Steady state analysis was carried out to gauge the effects of change of geometry on
velocity, pressure and turbulence.

Dimensions: Total length, 183mm

Nozzle diameter: 33mm
Nozzle taper angle: 8.2 degrees
Restrictor diameter: 20mm
Diffuser diameter: 27mm
Diffuser taper angle: 1.8 degrees
Analysis Results

Pressure at inlet:

1.06 bar

Pressure at outlet:

1.01 bar

Inferences: Steady state iterations do not give accurate results. It is not possible to
obtain proper velocity and pressure results. Hence the existing geometry was subjected
to transient simulations using CFX to obtain realistic results.

Calculation of runner length

Selection of Length for the Intake Runners
The calculation for the length of the tuned intake runners is based upon the duration
between two events of the intake valves operation: the first being the closing of the
intake valve, and the second being the re-opening of the intake valve on the next cycle.
Therefore, considering the RPM and how an increasing RPM will suggest a reducing
time period for the wave to reflect, a range of values is calculated for the lengths of
runners required to achieve the effect of reflecting the higher-pressure air onto the intake
valves as they open.
The track is geared towards the low end powerful and nimble race car as can be
depicted from the track description. With average speeds in the endurance race between
48 km/hr to 57 km/hr and top speeds of approximately 105 km/hr the engine spends
most of its time in the lower region of its power band. As a result an RPM level of 4500
was chosen as the most suitable for intake tuning. The main design calculations were in
relation to plenum volume, runner length and runner diameter.
Governing Equation

Considering the following notations:

ECD =

Effective Cam Duration

Optimal Intake Runner Length

RV

Reflective Value= 8th, 10th, 12th

Runner Diameter (in Inches) = 1.299in = 33mm

VPW

Pressure Wave Speed (1100-1300 for hot air intake) = 1100 ft/s (Assumed)

CID

Cubic Inch Displacement of Engine

35.1496 in 3

VE

Volumetric Efficiency

80% (Assumed)

Velocity (Mean piston speed) =51.673ft/s

The following formulae are used to calculate required runner length and diameter:

Here we have used the measured intake valve opening duration which is 30+180+60 =
270 degrees

Calculations
The runner diameter selected was based on the constraint that the intake runner
diameter of the Enfield engine is 33mm. Hence the diameter obtained from the
above formula has not been considered.
Degrees
Calculating length for the 10th reflective

Similarly for the 8th reflective value the runner length is obtained to be 7.448in
= 189.1mm and
For the 12th reflective value it is 4.756in = 120.8mm

Selection of runner length

Due to availability of space, the 8 th reflective was chosen, with the runner length of
190mm

Selection of Volume and Shape of the Plenum

The main principle is to choose the right volume of the manifold as well as the resonator
resonating at an engine speed at where the boost of the torque is desired; it is also

necessary to experiment with the tuned pipe length to reach the optimum results. Hence
various shapes were experimented with keeping in mind choked flow, turbulence and
mass flow rate at the runner exit.
The volume of the plenum was calculated based on the thumb rule of it being 1.5 times
the cylinder volume. Taking into consideration manufacturing inaccuracies, the plenum
volume was taken as 1.6 times the cylinder volume. Accordingly the plenum volume is
576cc x 1.6 = 922 cc
The shape of the plenum was chosen after much iterations on Ansys Workbench.
Various shapes were rejected due to insufficient mass flow rate, excess eddy generation,
and energy loss. Two primary shapes were considered. One being the usual onion
shaped air box commonly seen in FSAE events. The other one was a trial on a tapered
air box so as to check for higher pressure generation.
All flow analysis was done using Ansys Workbench 14.5
Analysis of plenum
The earlier designs that were chosen for the plenum was the conventional onion shape.
However these were rejected due to:
1. Not meeting the requirements of the surface envelope.
2. Insufficient mass flow through the plenum.
3. Improper restrictor design.

Iterations of onion shaped plenum

Iteration 1

Restrictor dimensions:
Nozzle diameter

33mm

Nozzle taper angle 16 degrees

Diffuser diameter

37mm

Diffuser taper angle 2.4 degrees

Total length

350mm

Plenum volume

880cc

Runner diameter

33mm

Iteration 2
Restrictor dimensions:
Throttle diameter

33mm

Nozzle taper angle

16 degrees

Diffuser diameter

38mm

Diffuser taper angle 2.4 degrees

Total length

350mm

Plenum volume

880cc

Runner diameter

33mm

Runner length

190mm

Inferences: The onion shape design failed because

1. The plenum did not hold in enough air.
2. The restrictor geometry caused choked flow and generated supersonic velocities
which was highly undesirable.
Conclusion:
Due to availability of space between the engine and the roll hoop bracing, and also due
to obstruction from the head restraint it was decided to completely redesign the plenum
as a side intake profile.

Iterations of tapered cylinder plenum

Iteration 1: Inwards taper
Restrictor and plenum dimensions:
Nozzle diameter

33mm

Nozzle taper angle

8.7 degrees

Diffuser diameter

29mm

Diffuser taper angle 1.85 degrees

Total length

167mm

Plenum volume

901cc

Runner diameter

33mm

Runner length

190mm

Results:
Peak velocity at restrictor: 367.7 m/s
Peak pressure at plenum entry: 1.309 bar
Peak pressure at plenum exit: 0.8114 bar

Inferences:
1. Incorrect orientation of restrictor with respect to runner preventing reduction of velocity
in plenum. Causing turbulence and less flow into runner
2. Due to the orientation of the restrictor, the pressure generated at the plenum entrance
is high.
3. Also due to the inwards taper of the plenum, the pressure gradient inside the plenum is
uneven, hence air keeps swirling inside the plenum. This leads to loss of energy and
mass flow rate in the runner was greatly reduced.

Iteration 2: Outward tapered cylinder

To eliminate the above issues, the taper angle was inverted so that the taper increased
towards the runner.
Restrictor and plenum dimensions:
Nozzle diameter

33mm

Nozzle taper angle

8.2 degrees

Diffuser diameter

27mm

Diffuser taper angle 1.8 degrees

Total length

166.7mm

Plenum volume

925cc

Runner diameter

33mm

Results:
Peak velocity at restrictor: 432.7 m/s
Peak pressure at plenum entry: 1.172 bar

Peak pressure at plenum exit: 0.75 bar

Inferences:
1. Pressure gradient and air flow inside the plenum has improved.
2. Mass flow into the runner has increased to 0.142 kg/s
3. Pressure at plenum exit reduced.

Conclusions:
1. The above design is much easier to manufacture compared to the Onion shaped
plenum design.
2. Reduced restrictor length means reduced bending stresses on the intake flanges.
Hence chances of failure are reduced.
Hence the above design was chosen for manufacturing.
The final design is as follows:

Manufacturing process options

Material selection:
MATERIAL

DENSITY
(kg/m3)

Manufacturing
process

ALUMINUM

2.800

Molding or casting

GLASS FIBRE LAMINATE

1.800

ABS PLASTIC
(ACRYLONITRILEBUTADIENE)

1.050

Hand molding using

glass fiber resins
Rapid prototyping, using
Fused Deposition
Modelling.

Selection
Owing to the complete redesign of the intake system layout, and the expense of creating
a mould, Rapid Prototyping method was chosen for manufacturing the intake system.
Rapid Prototyping specifications:
Rapid prototyping process

Fused Deposition Modelling

Material thickness

2.5mm

Modelling material used:

ABS plastic

Support material used:

ABS plastic

Machining time:

22 hrs

Manufacturing cost:

185 Euros (15000 INR)

Coating applied:

Yes, on outer surface, to eliminate porosity

Adhesive used:

Fevikwik 203 and Araldite for sealing flanges

Exhaust System

The exhaust system is built around rules and regulations formulated by FSAE
organisation and quoted in FSAE rulebook which are as follows:
1. The exhaust must be routed so that the driver is not subjected to fumes at any speed
considering the draft of the car.
2. The exhaust outlet(s) must not extend more than 45 cm (17.7 inches) behind the
centreline of the rear axle, and shall be no more than 60 cm (23.6 inches) above the
ground.
3. Any exhaust components (headers, mufflers, etc.) that protrude from the side of the
body in front of the main roll hoop must be shielded to prevent contact by persons
approaching the car or a driver exiting the car.
4. The maximum permitted sound level is 110 dBA, fast weighting.

DESIGN PROCEDURE:
1. Exhaust runner length
Exhaust runner length is determined by maximum scavenging that can be attained at an
rpm. Since our engine of Royal Enfield Motorcycles has rpm range up to 5500. Thus the
exhaust runner is designed at 4000 rpm.
The crank angle for which the exhaust valve remains closed is 430. Thus it takes time
for which the exhaust valve remains closed is 0.0179s. Temperature of exhaust gas as
per Lotus simulation is 600 degree celsius. Speed of sound at that temperature is
calculated as 590m/s. Hence runner length is L given by:
L = (speed of sound time for which exhaust valve remain closed) ( 2 number of
reflections)
L= (5900.0179) (25)
L= 1.05 metres
Thus the exhaust runner length is 105mm. Thus the noise pressure waves are reflected
5 times from the runner back to the valves. For longer stroke single cylinder engine,
considerable scavenging can be obtained by 5 reflections at 4000rpm.
2. Muffler Design
The Muffler Was designed following ASHRAE Technical Committee Rule 2.6 for Heat and
Sound vibrations.

Step-1: Unsilenced noise level (UNL)

Modelling on Lotus was done to obtain unsilenced noise at the exhaust outlet as
shown in the figure given below

As per the above simulation in Lotus Engine simulation software, the unsilenced noise
level obtained is 120dB.
By actual running of engine without the muffler the exhaust noise was found to be
125dBA.
Step-2: Calculate exhaust noise criteria
ENC=RNC 10 (dB) where,
ENC = Exhaust Noise Criteria
RNC = Required Noise Criteria = 110 dB as per rule no. IC3.3
ENC = 110 10 = 100 dB
Step-3: Calculate Insertion Loss (IL)
IL = UNL ENC + 5
IL = 120 100 + 5 = 25 dB
25dB noise attenuation is required for muffler design.
Step-4: Cylinder Firing Rate (CFR)
CFR = RPM / 120 for a 4-stroke Engine at 5500rpm
CFR=5500/120
CFR= 45.83

Step-5: Engine Firing Rate (EFR)

EFR = n CFR where, n = no. of cylinders.
EFR = 1 45.83 = 45.83
Step-6: Chamber Length Selection using ASHRAE Technical Committee Rule No. 2.6
Since insertion loss was 25dB, Residential grade of mufflers was chosen
Residential Grade:
IL = 20 to 30 dB
Body/Pipe = 2 to 2.5
Length/Pipe = 6 to 10
Silencer inlet pipe diameter (d) = 38mm
Silencer Length (L) = (6 38) L 10 38
= 228mm L 380mm
Body Diameter(S) = 2 38 2.5 38
= 76mm 95mm
Thus higher values are taken, so L = 380mm and S = 95mm
To allow for manufacturing and welding errors, etc body diameter is increased by 5mm
and length to 10mm.
Step-7: Selection of insulation material
Glass wool of density 130kg/m was selected having maximum service temperature of
750 C.
3

3. Design of Perforated pipe

For perforation, 60staggered type is selected to obtain higher noise

attenuation

Transparency Index (TI):

It is given by the following equation
TI= (nd)/ (ta2) where,
n = number of perforations per sq in;
d = perforation diameter (in);
t = sheet thickness (in);
a = shortest distance between holes (in);
a = b - d, where b = on-centre hole spacing (in);
For attenuation of frequencies less than 2000Hz, TI should be less than 6000
Thus taking standard values as hole diameter (d) = 3.5mm, b = 10mm TI was obtained
as
1.12, which is much lesser than 6000.

SOLIDWORKS MODEL:
Assembly of the exhaust Muffler:

Intake, Exhaust Modelling in Ricardo Wave:

Noise Test results on Ricardo Wave

References:

1.

Inclination on Intake Valve Flow Characteristics of a Single Cylinder Engine using

ParticleImage Velocimetry, World Academy of Science, Engineering and Technology 68
(2010).

2. Ceviz M.A and Akn M., Design of a new SI engine intake manifold with variable
length of plenum ELSEVIER JOURNAL, (2009).
3. Design of a single cylinder intake system Ladislav Adiamek, University of Brno
2011