Cooling

Design Report

Van Le
May 2018
 2018 Cooling Design Report
Abstract

The Cooling Subsystem set goals at the start of the year specifying that the new 2018 design
have the necessary cooling capacity to maintain water temperatures at maximum 220F and oil
temperature at maximum 250F. A secondary goal was for the entire cooling system to weigh
three pounds less than the previous year. After implementing a new radiator from Mezzo
Technologies, a carbon fiber fan shroud, and lightening the piping, the Subsystem was able to
accomplish these objectives. The Subsystem is confident that the new setup will be the best
performing cooling system to date.

Table of Contents

List of Figures ........................................................................................................................................... 3

List of Tables ............................................................................................................................................. 3
Introduction ............................................................................................................................................... 3
History ......................................................................................................................................................... 5
Goals/Objectives ...................................................................................................................................... 5
Theory ......................................................................................................................................................... 5
Design Constraints .................................................................................................................................. 8
Concept Generation ................................................................................................................................ 8
Concept Selection.................................................................................................................................... 9
Design Changes ..................................................................................................................................... 10
Engineering Analysis ............................................................................................................................ 11
Testing ...................................................................................................................................................... 18
Conclusions and Recommendations................................................................................................ 19
Manufacturing ......................................................................................................................................... 21
Parts and Purchasing ........................................................................................................................... 23
Suggested Schedule ............................................................................................................................. 24
Appendices .............................................................................................................................................. 24
1. References .................................................................................................................................... 24
2. Figures and Tables ...................................................................................................................... 24
3. Design Questions ..................................................................................................................... 30
List of Figures
Figure 1. Convective heat transfer versus air temperature flowing through the radiator. The convection
coefficient h is 27.16 W/m2 K. ...................................................................................................................... 7
Figure 2. Straight blade versus curved blade air flow rate ......................................................................... 10
Figure 3. Heat transfer coefficient versus velocity. .................................................................................... 12
Figure 4. Temperature measured over time in stationary cooling using the fan. ...................................... 14

List of Tables
Table 1. Pros and cons of thinner versus thicker radiator core. ................................................................... 6
Table 2. Pros and cons of the thermostat. .................................................................................................. 10

Introduction

The Society of Automotive Engineers is a non-profit educational and scientific organization that
is dedicated to the advancing mobility technology. This competition challenges SAE student
members to create an open-wheel racecar based on a set of specifications outlined in the rules
manual. At the competition, teams must go through both dynamic and static testing. For
dynamic testing, the actual performance of the vehicle is tested by means of the acceleration
test, skip pad, autocross, and endurance. For static events, the teams present their cost report,
business presentation, and design presentations. These static events highlight the importance
of communication and organization. The Louisiana State University Formula SAE team has
been involved in the competition since 2013 and has since then learned and improved in
competitions. The team is split into two systems: chassis and powertrain.

The Cooling Subsystem (refer to as “the Subsystem”) is a subsystem of the Powertrain System.
The Subsystem is firstly responsible for designing an adequate cooling system in order to keep
the engine at optimal operating temperatures. Such designs include a radiator, swirl pot to
remove air build up in the system, a water pump, and the necessary piping and ducting. This
year, the Subsystem is aiming to keep the water and oil at adequate temperatures and losing
weight in the Subsystem. The Subsystem is also critical in collaborating with the Oil Subsystem
to ensure the oil temperatures are where they need to be.

There are several rules established by Formula SAE that directly pertain to the cooling system.
Such rules are as follows:
T2.1c Vehicle Configuration: No part of the vehicle may enter a keep-out zone defined
by two lines extending vertically from positions 75mm in front of and 75mm behind, the
outer diameter of the front and rear tires in the side view elevation of the vehicle, with
tires steered straight ahead. This keep-out zone will extend laterally from the outside
plane of the wheel/tire to the inboard plane of the wheel/tire.

T4.5 Firewall

T4.5.1 A firewall must separate the driver compartment from all components of
the fuel supply, the engine oil, the liquid cooling systems and any high voltage
system (PART EV - EV1.1). It must protect the neck of the tallest driver. It must
 extend sufficiently far upwards and/or rearwards such that any point less than
100 mm (4 ins.) above the bottom of the helmet of the tallest driver must not be
in direct line of sight with any part of the fuel system, the cooling system or the
engine oil system.

T8.1 Coolant Fluid Limitations: Water-cooled engines must only use plain water.
Electric motors, accumulators or HV electronics can use plain water or oil as the coolant.
Glycol-based antifreeze, “water wetter”, water pump lubricants of any kind, or any other
additives are strictly prohibited.

T8.2 System Sealing:

T8.2.1: Any cooling or lubrication system must be sealed to prevent leakage.

T8.2.2: Separate catch cans must be employed to retain fluids from any vents for
the engine coolant system or engine lubrication system. Each catch-can must
have a minimum volume of ten (10) percent of the fluid being contained or 0.9
liter (one U.S. quart) whichever is greater.

T8.2.4: Catch cans must be capable of containing boiling water without

deformation, and be located rearwards of the firewall below the driver’s shoulder
level, and be positively retained, i.e. no tie-wraps or tape.

T8.2.5: Any catch can on the cooling system must vent through a hose with a
minimum internal diameter of 3 mm (1/8 inch) down to the bottom levels of the
Frame.

T8.5.1 Tilt Test: During technical inspection, the car must be capable of being tilted to a
forty-five-degree (45°) angle without leaking fluid of any type.

T9.4 Location – General

T9.4.2: Except as permitted under T9.3.1, any aerodynamic devices, or other

bodywork, located between the transverse vertical planes positioned at the front
and rear axle centerlines must not exceed a height of 500 mm (19.7 inches)
above the ground when measured without a driver in the vehicle. (Bodywork
within vertical fore and aft planes set at 400 mm (15.75 inches) outboard from the
centerline on each side of the vehicle is excluded from this requirement).

T9.6 Ground Effect Devices: No power device may be used to move or remove air
from under the vehicle except fans designed exclusively for cooling. Power ground
effects are prohibited.

IC1.4: Air Intake System

IC1.4.1: Air Intake System Location: All parts of the engine air and fuel control
systems (including the throttle or carburetor, and the complete air intake system,
including the air cleaner and any air boxes) must lie within the surface defined by
the top of the roll bar and the outside edge of the four tires
History
In the past, the Subsystem was designed using methods of trial and error using purchased,
stock radiators and the stock water pump of the engine. Two years ago, the Subsystem
improved its design process, using fuel consumption as a basis for the amount of thermal
energy rejected into the cooling system, therefore providing the numbers to determine the size
of the radiator. The properly sized water pump would be selected afterward, as well as a swirl
pot. In 2017, the Subsystem utilized a similar method, using a calculation that resulted in a
larger radiator. Despite this, the water exceeded its optimal temperature, but engine oil
temperatures were still in an acceptable level. It was agreed that the water temperature was
above acceptable temperature and the 2018 Subsystem will consider that concern. This year,
the Subsystem intends on integrating its design more in depth with the Aerodynamics
Subsystem if a sidepod is still in use, or making its own fan shroud in order to improve flow out
of the radiator in a side-of-car placement.

Goals/Objectives
The first goal the Subsystem intends to tackle is to maintain steady water temperatures below
220F and steady oil temperatures below 250F. Oil temperatures were determined via design
spec of our Shell Rotella oil to prevent breakdown and thinning out our oil, which can result in oil
pressure drops and potentially harming the engine internals. Shell Rotella T6 5w40 synthetic oil
was tested to have a breakdown temperature of 260F, 10F away from the goal. Water
temperatures are based on cap pressure ratings and are also a measured temperature, not the
temperature of the water jacket in the engine. This year, a 28-32 psi radiator cap will raise
boiling temperatures to at least 298F, 78F away from the goal.
The second goal is to lighten the cooling system by three pounds. The system can be more
compact and allow for a tighter packaging, as well as lightening piping and the water pump.
An additional objective is to perform more calculations and simulations for airflow ducted
to and through the radiator. Implementing a fan shroud should increase airflow through the
radiator, so calculations and testing must be done to validate that.

Theory
The basic concept of the cooling system involves heat transfer. The radiator is exposed to
airflow, via free air or routed ducting. Hot coolant from the engine is passed through the radiator
in certain configurations. Air passes through the radiator and heat from the hot coolant is
transferred to the passing air. The ideal scenario is when the inlet and the outlet temperatures
are nearly the same, or the temperature delta is low. This allows for the entire area of the
radiator to reject heat as air passes through. The outlet water returns to the engine where the
combustion process will generate heat and increase coolant temperatures. The water jacket
surrounds the cylinders and coolant is passed through that. The cycle then continues, with the
aid of a water or coolant pump. Before the water or coolant returns to the radiator, a swirl pot
removes air bubbles from the heated water or coolant through a centrifuge effect. The oil cooler
also utilizes the radiator, where water or coolant passes through the oil cooler and cools the
engine oil. An electric fan assists in drawing air through the radiator when the airflow through
the radiator, such as when the vehicle is not in motion.
For the Subsystem’s applications, a radiator and fan combination will be used. Distilled water is
the selected coolant. The oil cooler will either by the stock oil cooler mounted on the engine or a
stand-alone oil cooler. The radiator for the Formula SAE vehicle must be properly sized to reject
a sufficient amount of heat from the water. Size calculations are determined by heat introduced
into the system from the combustion process as well as heat transferred from the radiator to the
atmosphere.
The issue of cooling systems for Formula SAE vehicles is that most engines are subjected to
high engine speeds during low vehicle speeds. This results in high load on the cooling system.
Another thing to consider is the pumping speed of the water within the cooling system.
Turbulent water has a higher heat transfer rate and so the water within the system must be fast
enough to reach turbulence, however this decreases exposure time within the radiator. Pressure
within the system plays a vital role in temperature levels, as heated water creates more
pressure. The boiling temperature of water increases by three degrees Fahrenheit for every
pound per square inch of pressure within the system. The system pressure is regulated by a
radiator cap that increases the water pressure to raise the water boiling point. It also functions
as a limiter for the system pressure created by the thermostat, since the thermostat is pressure
driven due to increasing water temperatures as the engine warms up. However, excessive
pressurization can lead to leaks or ruptures.
The radiator core thickness can affect multiple factors so it is important to consider the benefits
and detriments.
Thinner Core Thicker Core
Decreased fin surface area Increased fin surface area
Decreased cooling capacity Increased cooling capacity (volume)
Decreased weight Increased weight
Less time across fin More time across fin
More cold air mass flow More hot air mass flow
Table 1. Pros and cons of thinner versus thicker radiator core.

The idea of cold or hot air mass flow is that as cool air passes through the radiator it picks up
heat from the fin, but as the temperature of the air increases, the heat transfer decreases. This
can be observed by the graph and governing below.
𝑞 = ℎ𝐴𝑆 (𝑇𝑆 − 𝑇∞ ) (Convective Heat Transfer Equation)
 Heat Transfer vs Air Tempeartures
140000
Core Thickness (in)
120000
Heat Transfer (W/m2K)

100000 0.50
0.75
80000 1.00
60000 1.25
1.50
40000 1.75
2.00
20000

0
70 80 90 100 110 120 130
Air Temperature (°F)

Figure 1. Convective heat transfer versus air temperature flowing through the radiator. The convection coefficient h is 27.16
W/m2 K.

There is a trade-off between core thickness and heat transfer. Thicker cores allow more heat
transfer but have poorer performance.
A new addition to this year’s design is the fan shroud. The purpose of the shroud is to increase
the flow rate through the radiator. According to the Bernoulli’s principle, a decrease in cross-
sectional area will result in an increase in velocity, assuming the pressure difference is the
same. Using the conservation of volumetric airflow reaffirms this theory.
𝑉𝐴 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 Conservation of Air Flow
𝑃 𝑉2
+ + 𝑔𝑧 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 Bernoulli’s Equation
𝜌 2

After further thought, it was determined that the Bernoulli’s principle would not be an accurate
representation of the flow dynamics in the shroud, since too many assumptions are required to
make any decent calculations. Rather, the principle of conservation of linear momentum may
serve to be a more accurate representation.

One aspect to keep in mind is the change from a rectangular cross section to a circular cross
section and the flow effects that may take place there. Furthermore, it is important to design the
distance that the fan must be spaced from the radiator in order to effectively pull air from all
sides of the radiator.
When the vehicle reaches high speeds, the flow through the shroud can become restrictive
once the air flow rate is higher than the fan’s CFM rating. In order to prevent this pressure build-
up, pressure relief flaps are implemented in the shroud design. These are meant to remain
closed by suction forces when the fan is on, but once pressure begins to build up within the
shroud, pressure forces cause the flap to open and allow more air flow.

Design Constraints
Radiator
One of the more prominent factors for design specifications is the allowable size of the radiator.
This is especially notable with radiators fitted inside a sidepod, in which the radiator must be
oriented such that it can fit within the sidepod as well as seal around the outside edges of the
radiator to the sidepod inside walls to ensure all air is being forced through the radiator fins. To
have a large surface area radiator, the radiator itself must be tilted at an angle to fit inside the
sidepod. This means that the radiator can still maintain the necessary size for it to cool.
However, when the vehicle is low speeds, a proper radiator fan must be installed to keep air
moving through the radiator to continue cooling of the car in low speeds.
Radiator placement is constrained by the spacing from the rear tire. According to Rule T2.1c,
nothing should come within 75mm (2.9 in) from the outside diameter of both tires. The radiator
will be mounted on the main roll hoop, which should give ample room between the rear tire and
the fan shroud and water pump piping.
It was thought the radiator sizing was constrained by the rear-view surface envelope defined by
Rule IC1.4.1. However, this rule applies to the air intake system. The radiator will however
remain inside the outside walls of the tires for general safety and protection.
The radiator will be placed above the ground plane by 2.00 inches to ensure ground clearance
during chassis roll.
Fan
The design constraint regarding the fan is the power draw of the fan from the battery. This year
a carbon fiber fan shroud will be utilized and so the geometry of it must fit within the sidepod if a
sidepod is used, however this is not a concern in an open radiator. Hard lines and piping must
not contact the ground under any hard cornering or suspension travel.

Concept Generation
Radiator
The radiator has been through a couple of iterations. The focus of the radiator design was to
keep it perpendicular to the airflow, so the angle of the radiator was not considered in the
iterations. This left a tall or wide radiator as two different options.
Besides a custom aluminum radiator, an aftermarket radiator was also considered. Mezzo
Technologies offers a kart radiator for quite a price, however uses special technology to aid in
the heat transfer through the core. Through microtubes, the volume of water is much smaller as
it flows through the tubes but the same flow rate is maintained as normal. This allows lots of
heat transfer as the water is easier cooled in less volume.
Piping
Piping has undergone some changes considering the engine change for 2018. Typically, the
radiator is placed on the driver’s right. When considering pipe routing, the camshaft chain
tensioner obstructed the path of the piping significantly. An alternative option was raised,
suggesting that the cooling system could possibly switch to the driver’s left side. This will also
alleviate complicated piping or fabricating a custom engine coolant outlet fitting for the radiator
piping.
Pump
Pump placement had some limiting factors that determined its location, which were outlet
horizontal distance from the engine coolant inlet and the inlet vertical position from the radiator
outlet. Less work would be required of the pump if water did not have to travel up before
reaching the pump, but the outlet had to be far rearward enough that piping to the engine
coolant inlet does end up excessively restrictive. The stator cover was also limiting where the
pump could go.
Thermostat
In the past, the thermostat was removed due to overheating issues. The idea is that the
thermostat continually regulates water flow through the engine via bypass pressure valve that
keeps water inside the engine to allow the water temperatures to rise and to maintain operating
temperatures at all times. Removing the thermostat would remove that regulation and allow
continuous flow of water through the engine and radiator. This is effective in keeping water
temperatures low and can even possibly overcool the water, which is a good remedy to
overheating engines. However, removing the thermostat might result in water not spending not
enough time in the radiator. Keeping the thermostat will allow the engine to heat up to operating
temperature, more efficient combustion, reduced fuel consumption, lower emissions, and
improved power output at full load.

Concept Selection
Radiator
The Subsystem decided to use the Mezzo kart radiator instead of a typical aluminum radiator.
The cooling design of the Mezzo has significant potential improvements and the Subsystem will
aim to maximize its efficiency is a low-speed environment such as FSAE dynamic events. The
cooling capacity of the Mezzo is very promising, and any research and data collected this year
will be used to build a relationship with Mezzo Technologies and to build a better suited Mezzo
radiator for next year.
Piping
Discussing with the exhaust and oil subsystems, it was agreed that switching the cooling system
to the driver’s left side would be better for pipe routing. This approach would allow for less
restrictive flow since the number of bends was reduced and the angles were smoother. This
also meant that modifications to the housing were not necessary since the thermostat housing
outlet now flows in the direction towards the radiator.
It was deemed that the restrictive piping would theoretically create more of a loss than the
upward water travel before the pump. In addition, piping would have to stick out further the more
forward the pump was, and that caused risk of taking more heat from the exhaust headers.
Thermostat
Regarding the thermostat, the thermostat will be removed and a custom engine outlet flange will
need to be fabricated. This is to assist in keeping temperatures down while using a smaller
radiator and no ducting.

Pros Cons
Increased flow rate Slow to reach operating temperature
Less weight Low efficiency combustion below op temp
Cooler temperatures (possible overcooling) Reduced power at full load
Less time water spends in radiator
Table 2. Pros and cons of the thermostat.

Design Changes
Radiator
The Mezzo radiator had a few design changes in order to integrate into the cooling system. The
inlet and outlet fittings were remade to be straight pieces, rather than angled as they were.
Using support bracing, the radiator was mounted on the main roll hoop and reinforced with a
bracket on the outside lower corner which
mounted to the bottom tube of the side
impact area.
Fan
The fan was reevaluated after seeing the
different selections of fans provided and
aspects of each kind. There are puller and
pusher fans, curved and straight blades, a
selection of the number of blades, and the
ribbing that would support the fan hub.
According to Davies Craig, the same
company that sells our water pump, a fan is
designed either for high performance or for
low noise. More blades and curved blades are both to reduce fan noise, but in our application,
noise isn’t a factor. Curved blades also Figure 2. Straight blade versus curved blade air flow rate
experience a stalling condition at lower flow
rates, sacrificing performance. This year, the
Subsystem had to make some compromises. In order to fit the Mezzo radiator as close as
possible, the Subsystem chose the best 10”, low profile, puller fan. The VA11-AP8/C-29A *
10"S/12V (#30100360) was the best option, with low amp draw and straight blade design.
Incidentally, it was the same fan used in 2016.
Fan Shroud
The fan shroud is a new addition to the 2018 design. The main aspects of the shroud are the
inlet and outlet areas, the distance from the radiator, the fan placement, and the pressure relief
plate. The inlet and outlet areas are determined by the radiator core area and the fan’s effective
area (excluding the hub, blades, and support frontal areas). The distance from the radiator is
simply to give air room to travel as it leaves the radiator. It must be at least 1 inch from the
radiator for clearance issues, but 4 inches is an accepted value for Formula SAE use. Some
testing may have to take place to validate that value. This year’s fan shroud has a 4.38 inch
spacing from the radiator to the fan.
Sidepods
The sidepods from this year were removed due to a conclusion that the sidepods designed in
2017 were constricting airflow. This year the Subsystem decided to remove them all together in
hopes that it would improve airflow. To prove this, a simple test of driving the car with the
sidepods and without the sidepods. The graph below shows how removing sidepods reduced
water temperatures by about 60 degrees F, where water temperatures reached 216°F with
sidepods and 151°F without sidepods. This was enough to conclude that no sidepods bring
more airflow to the radiator.

Figure 3. Sidepod removal validation.

Engineering Analysis
Radiator
In the first iterations of the radiator, a radiator calculator was developed using different
approaches. The first approach was strictly a heat transfer calculator, using equations to
calculate combustion energy and then calculating how much energy went to engine component
friction, energy absorbed by the engine block, energy used to push the pistons, and energy
absorbed by the cooling system. This however was extremely complex because combustion
energy required lots of theoretical calculations and data that exceeded the team’s current
capabilities, such as calculating Reynold’s number and Nusselt number of the airflow.
The next approach was the fuel consumption approach, used in 2014. This method used the
total fuel consumption during the endurance event over the time it took to complete the event.
From this fuel consumption rate, the fuel energy density of gasoline was used to find the total
energy output from the fuel combustion, and 35% of that was taken to be the amount of energy
absorbed by the cooling system. 35% is an accepted industry standard that must be verified.
Then, using radiator core data provided by the radiator manufacturer, the correct radiator size
was extrapolated from tabulated data of air speed and required dissipated energy. However,
since 2014, the Subsystem has changed manufacturers from C&R to Saldana Racing, thus the
data for their radiator cores are not available to us yet.
Finally, another method is the peak horsepower approach used in 2017, where the max energy
output is assumed to be at peak horsepower. The peak horsepower is essentially an energy
rate, thus the same 35% would be taken from this converted peak horsepower to calculate the
energy dissipated to the cooling system. However, in lieu of the engine change to a Yamaha
R6, it can be assumed that this engine will be more efficient in creating useful work, thus it can
be assumed that 10% less energy will be absorbed by the cooling system, effectively 25% in
total. This method also used the same tabulated core data to extrapolate the radiator core size.
The fuel consumption approach was used as it required less significant assumptions. Data from
both 2017 competitions at Michigan and Lincoln, average fuel mass consumption was used to
calculate dissipated heat. Calculating required heat dissipation for the Honda CBR 600 F4i
resulted in 38.34 kW of heat. Assuming the Yamaha R6 requires 10% less dissipated heat then
the F4i, it is estimated to dissipate 34.51 kW of heat. This 10% approximation lacks and
requires validation.
This dissipated heat was used to calculate the radiator core size. Using the basic heat
exchanger principle of a long fin, the following convection equation was used:
𝑞𝑎𝑖𝑟
𝐴=
ℎ(𝑇𝑆 − 𝑇∞ )

The heat dissipated to the air (𝑞𝑎𝑖𝑟 )

uses the required heat dissipation
values calculated earlier. The
convection coefficient is calculated
using the following equation, which is
also represented by Figure 3.

ℎ𝐶 = 10.45 − 𝑣 + 10𝑣 0.5

Fin temperature (𝑇𝑠 ) is assumed to be
377.40 K, which is the ideal water
temperature. The air temperature (𝑇∞ )
is assumed to be air temperature at the
rear of the radiator. Plugging this into
the equation, the area of the long fin is Figure 4. Heat transfer coefficient versus velocity.
18.17 m2. Approximating the fin pattern
based off the 2017 radiator and choosing a 44 mm (1.75 in) thick core, the radiator area for the
2018 radiator is 0.31 mm2 (504 in2) with dimensions of 600 x 517.4 mm2 (24 x 21 in2). The
radiator core thickness can affect multiple factors so it is important to consider the benefits and
detriments.
This year, the radiator was sized to its maximum to be within the outside walls of the tires and
the surface envelope detailed in Rule IC1.4.1. This resulted in an overall radiator size of 14
inches by 15 inches, including the side tanks. The effective core size is 11 inches by 14.5
inches, which is an area of 159.5 square inches.
Earlier a Mezzo kart radiator was mentioned as an alternative. The Mezzo radiator is 10 inches
by 18.25 inches, not including the radiator cap. According to the company, the radiator weighs 6
pounds with water. The custom aluminum radiator that was designed weighs approximately
9.96 pounds without water. This is a significant weight difference.
Fan
The fan the Subsystem chooses will be from SPAL USA. SPAL offers several options of fans,
with three main design elements that must be taken into consideration: size, airflow, and
amperage. The fan must fit to the radiator, supply a sufficient airflow for proper cooling, and not
have a huge impact on the electronics system.
The Mezzo radiator core is 9.75 inches wide. However, with the use of a radiator shroud, a 10
or 11 inch fan will still work. See Appendix X for more details
In order to determine which fans are more suitable for FSAE application, two things must be
calculated: required airflow and static pressure.
To calculate airflow, a simple heat equation of air will be used.
𝑄
𝑄 = 𝑚 × 𝑐𝑝 × ∆𝑇 𝑚=
𝑐𝑝 ×∆𝑇

Assuming steady-state, constant properties, no losses, ambient air temperature of 100°F and a
temperature difference of 65°F, the mass air flow is calculated. The engine heat rejection of
34.51 kW is converted to horsepower.
𝐵𝑇𝑈/𝑚𝑖𝑛
46.28 𝐻𝑃 × 42.44 𝐻𝑃
𝑚= = 1563.72 𝐶𝐹𝑀 = 2656.78 𝑚3 /ℎ𝑟
𝐵𝑇𝑈 𝑙𝑏
0.241 × 0.08018 3 × 65℉
𝑙𝑏℉ 𝑓𝑡

Since the fans that are capable of this airflow is considered high-performance, these fans
require more amps to run. Which is the last criteria to be considered, which is amp draw. Thus,
the Subsystem chose the fan with decent performance and a good amp draw.
Test Results
A couple of simple tests were performed to gauge the performance of the system. The first test
was a stationary test where the car was running and elevated water temperatures were
achieved. At a fixed water pump flow rate, the fan was set to activate at 180°F and to shut-off at
175°F. The results of the test are below.

Temperature vs Time
190
185
Temperature (°F)

180
175
170
165
160
155
0 20 40 60 80 100 120 140
Time (s)

PE3_ECT [°F] AfterRadTemp [°F] BeforeRadTemp [°F]

Fan Turn On Fan Shut Off

Figure 5. Temperature measured over time in stationary cooling using the fan (no shroud).

The results show that the fan was able to drop the temperature by 6°F over a time period of
around 20 seconds, for a cooling rate of 0.3°F/second. Battery voltages remained above 13.5 V
throughout the operation which is satisfactory.
The temperature delta across the radiator was calculated from this data to generate the
following plot.

Temperature Delta (°F)

7
6
5
Temperature (°F)

4
3
2
1
0
0 20 40 60 80 100 120 140
-1
-2
Time (s)

Figure 6. Temperature delta across the radiator over time

The fan turns on around 40 seconds and 75 seconds, where temperature drop reaches to
values of approximately 6°F. Then, when before-radiator temperatures reach 175°F around 70
and 110 seconds, the fan shuts off and the both before and after temperatures start to equalize
as the after-radiator temperatures rise faster than before-radiator temperatures. By estimating
linear curve fits at the rises and falls of the temperature delta curve, the slopes of these linear
curve fits can be approximated to be the rate of cooling and heating. Cooling rates are defined
by the upward rises and heating rates are defined by the downward falls.
It was found that the average cooling rate is 0.249°F per second and the average heating rate is
0.404°F per second.
The next test involved a water pump calibration where the pump curve was to be extrapolated
from a set of data points. The car was turned on and elevated water temperatures were
achieved. The PWM% (pulse-width modulation percentage) was adjusted using the PE3
software and the flow meter was used to collect the flow rates. Beforehand, the flow meter was
calibrated by using the specified flow rate at the max PWM% for the corresponding output
voltage the sensor read. The results are below.

Pump Curve
35
y = -0.0024x2 + 0.5439x + 0.2164
30
R² = 0.9978
Flow Rate ( Gal/min)

25

20

15

10

0
0 20 40 60 80 100 120
Pump PWM %

Figure 7. Pump performance measured by flow rate for a specified PWM.

According to SPAL USA’s website, they offer two 10” puller fans that fits our criteria. 11” inch
fans don’t offer puller fans, but it is a possibility that pusher fans can be reverse mounted.
Below, Figure 6 shows the airflow and current input comparisons from this year’s fan and last
year’s.

Airflow vs Static Pressure

1200

1000
Airflow (CFM)

800

600
2017
400 2018

200

0
0 2 4 6 8 10 12 14 16
Static Pressure (mm H20)

Figure 8. Fan airflow versus static pressure at the fan face.

 Current Input vs Static Pressure
7.3
7.2
7.1
Current Input (A)

7
6.9
6.8
2017
6.7
6.6 2018
6.5
6.4
6.3
0 1 2 3 4 5 6 7 8
Static Pressure (mm H20)

Figure 9. Current input comparison of this year’s and last year’s fan.

Airflow CFM vs Static Pressure

800
700
600
Airflow (CFM)

500
400
VA09-AP8/C-27S * 11"S/12V
300
200 VA11-AP8/C-29A * 10"S/12V

100
0
0 5 10 15 20 25
Static Pressure (mm H20)

Figure 10. Airflow comparison of alternative options chosen from SPAL fans.
 Current Input vs Static Pressure
7.6

7.4
Current Input (A)

7.2

6.8 VA09-AP8/C-27S * 11"S/12V

6.6 VA11-AP8/C-29A * 10"S/12V

6.4

6.2
0 5 10 15 20
Static Pressure (mm H20)

Figure 11. Current input of alternative options chosen from SPAL.fans.

This year’s fan has slightly worse performance in comparison to last year’s, however has much
less amp draw (See Figure 4 and 5). This is attributed to the smaller fan size, however limiting
airflow. Compared to the other options however, this fan had about the same performance with
a much lesser amp draw, which is desirable (See Figure 6 and 7). Not only that, but it will fit
better to the radiator.
Fan Shroud
The fan shroud’s dimensions were determined by the radiator area as the inlet and the fan area
as the outlet. The area of the radiator is 159.5 square inches and the area of the fan is 95
square inches. Subtracting fan blade, hub, and support frontal area results in an effective fan
area of 52.97 square inches. When the fan is on it can produce 39600 in3/sec of airflow at 0 psi
of static pressure. Assuming this airflow through the fan, the exit velocity is 62.3 ft/sec Using the
volumetric flow equation, the inlet velocity is determined to be 20.69 ft/sec.
𝑄 = 𝑉𝐴
Using Bernoulli’s principle, the inlet-outlet pressure difference is calculated to be 132.08 psi,
assuming a constant density of 0.0765 lb/ft3.
𝑃 𝑉2
+ + 𝑔𝑧 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡
𝜌 2

Testing
Sensor List
1. Temperature sensors (upstream, downstream)
2. Pressure sensors (upstream, downstream)
3. Flow sensor (upstream, must flow ~150 L/min (2016 spec))
Testing Plan
1. Place a fan in front of the radiator at a constant speed, then vary water pump rates and
collect ECT data for different pump rates
2. Create flush spacers for the shroud to find best distance between the fan and the
radiator
3. Make spoiler plate to mount on top of radiator or top of shroud exit, attach/detach to test
if theoretical pressure difference improves air flow.
4. Skidpad test
a. Perform competition-like skidpad run to ensure temperatures don’t rise due to
one side getting air for half the event.
5. Endurance test
a. Perform competition-like endurance run to ensure temperatures don’t rise above
acceptable numbers.
b. Mezzo will require data for the following:
i. Temperature (inlet, outlet)
ii. Pressure (inlet, outlet)
iii. Flow rate
iv. Ambient temperature
v. Car speed and time

Conclusions and Recommendations

This year’s design incorporated a new radiator, the Mezzo kart radiator. With the decision to run
without sidepods, it was logical to also implement a fan shroud to encourage air flow. These
new design features have shown to be a significant improvement in past cooling systems on an
efficiency-to-weight ratio.
Recommendations
Some recommendations for future design and process changes include a few things. Design
was finished midnight of Design Freeze (October 16). Design continued to vary until February. It
is vital that the design be absolute from the very beginning. Testing for cores needs to occur
very early on if the company does not provide data. Otherwise, engineering analysis is useless
without a form of physical validation. We need to build a modular, adaptable apparatus for
testing flow and cooling rates for future radiators.
Possible Changes
The Mezzo contact said that Indy cars have radiators angled inside sidepods, so it’s possible to
revisit that design. Sidepods in 2017 were constrictive and did not promote airflow inside the
radiator, only aerodynamic flow on the outside. For the future, a large, wide opening should
nozzle into the radiator. The frame of the fan can be ditched if the fan shroud is designed to
mount the fan via just the hub and blade. This can reduce weight and the area of the shroud exit
and be designed.
Design Tips
Remember to keep the inlet pipe to the swirl pot out of the way of access to the upper engine
mounting bolts for maintenance. Radiator should be inside the outside walls of the tires.
Currently, there isn’t a rule that can be found specifying the cooling system to be within the roll
envelope, however the radiator will still be inside the roll envelope just so that cones are not
caught by the radiator.
The Mezzo radiator started leaking from the top and bottom caps at elevated operating
conditions. The fix was sealing the caps with Hondabond which has seemed to resolve the
issue. The team had determined that a possible issue was the thermostat, which may be
creating a pressure rise in the system. The thermostat was removed, but it is uncertain whether
the water flow will flow less through the oil cooler due to the higher-pressure region. It’s a
possibility that the oil may not cool as well unless testing is performed to validate that oil
temperatures are acceptable.
Manufacturing
Radiator
The custom aluminum radiator was fabricated by Saldana Racing Products, a company that
accommodates for FSAE cars. This year we went with a cross-flow double pass radiator. The
parameters for the radiator sizing is listed on Saldana Racing’s website. The approximate core
length is 11 inches, core thickness is 1.75 inches, the overall width is 14 inches, and the overall
height is 15 inches. It has one row and no filler neck (filler neck is part of the swirl pot). The inlet
size is 1 inch OD and is placed on the top right (#2). The outlet size is 1 inch OD and is place on
the bottom right (#4). There is not bleeder adapter (also part of the swirl pot).
Mezzo Radiator
One of the objectives of using the new Mezzo radiator was to first mount it to the 2017 car to
perform testing, with the appropriate temperature, pressure, and flow sensors (See Sensor List).
After proper data is collected, the original radiator (which was non-custom) will be sent back,
and a custom radiator will be sent back to us with custom tube patterns to better suit our
application.
How Bleed the Mezzo Radiator

1. Split the hoses at the top of the radiator

2. Use swirl pot and connect the engine-side hose to the bottom of the swirl pot
3. Attach the bleeder pipe to the radiator-side of the hose
4. Connect the suction tube of the vacuum pump to the bung on the bleeder pipe
5. Fill the swirl pot with distilled water
6. Turn on the vacuum pump and open the valve on the collector
7. Continually fill the swirl pot as vacuum pulls water. Ensure no air is sucked in the system
8. When the collector gets full, turn off the pump and shut the valve, and empty the
collector
9. Repeat steps 5-8 until the stream of water into the collector is steady and consistent.
Mezzo Radiator Mounting
The Mezzo radiator must be mounted to the 2017 for testing. To do so, we will use any means
necessary for it to bolt to the 2017 chassis. For the 2018 chassis, proper models will be
generated for a well-engineered fit and function. Three mounting points will hold the radiator;
two on the side face and one spanning from the bottom outside face of the radiator to the frame
itself. The two side mounts will be water cut tabs that bolt directly to the triangular mounting
points on the radiator and will be welded to the frame. The bottom brace will be a combination of
a bracket and the brace. The bracket will bolt to the outside bottom triangular mount
accompanied by the two small bolt holes on the side. The bracket features a bent bottom
section that wrap around the bottom corner of the radiator, to act as protection in the event of
large debris or hard cornering. The bent portion will be welded to 90 degrees, and has a hole to
bolt the bracket to the brace. The brace spans to the frame at a 45-degree angle from the
centerline of the car, and is welded or tabbed to the frame.
Swirl Pot
The swirl pot is constructed of 0.035-inch aluminum pipe with a 3 inch OD. Top and bottom
plates are water cut by Custom Metal Works, also 3 inch OD, however the top plate has a
center hole cut out with an OD to fit the fill neck. 0.0625 pipes were ordered from McMaster-
Carr which are coped and welded to the swirl pot tangentially, one at the top and bottom, on the
same tangent plane, such that the water flow will enter and exit on the same side due to the
circular flow motion.
Cooling Piping
Aluminum piping and silicone hose couplers will be ordered from HPS Performance. A
combination of straight and 90 degree bent piping was used to fabricate the system. Using the
CAD model, bend angle and lengths were found, and the pipes were cut to size. It’s important to
know that the axial rotation of bends is important to know for marking before welding.
Shroud
The shroud will be lightweight, using 3-ply 3k carbon fiber wet layup. The mold was
manufactured using assorted tooling board that were cut to the correct overall dimensions. The
tooling board was CNC milled using acceptable tooling methods. For example, inside corners
on the outer edge of the mold were difficult to machine and so the smallest ball nose tool was
used. The shroud also had concave sides which is impossible without five-axis milling. So the
entire side profile of the shroud was defined by the top surface profile, which has the curves to
hold the fan that extend out and create the concavity. Two layers of wax then two layers of PVA
were sprayed on the mold. It’s recommended that the molds be pulled out while they are still
soft (approximately five to six hours of cure time). The shroud will also carry and mount the
cooling fan via zip ties.
Shroud Mounting
The shroud is taped to the radiator to ensure an adequate seal.
Parts and Purchasing

Item Company Qty Adjusted Total Price

Radiator Saldana 1 $ 250.00 $ 250.00
Radiator Mezzo 1 $ 500.00 $ 500.00
Water Pump RallySport 1 $ 246.60 $ 246.60
Radiator Fan Spal USA 1 $ - $ -
Coolant Fill Neck Summit 1 $ 15.00 $ 15.00
Pressure Cap Summit 1 $ 17.99 $ 17.99
Pressure Cap
Rubber Hose Summit 1 $ 14.97 $ 14.97
In-line Sensor Hose Adapter JEGS 4 $ 22.50 $ 90.00
Silicone Hose 45 Elbow HPS 2 $ 12.79 $ 25.58
Silicone Hose Hump Couplers HPS 1 $ 7.50 $ 7.50
Silicone Hose Reducer HPS 2 $ 11.09 $ 22.18
Silicone Hose Reducer HPS 1 $ 10.12 $ 10.12
Aluminum 1"OD 90 Elbow HPS 6 $ 13.34 $ 80.03
Aluminum 1" Straight Pipe HPS 1 $ 4.01 $ 4.01
Aluminum 1.25" Straight Pipe HPS 2 $ 4.61 $ 9.23
Aluminum 1.25" 90 Elbow HPS 6 $ 15.03 $ 90.18
Hardware
1" T-Bolt Hose Clamp HPS 17 $ 3.60 $ 61.20
1.125" T-Bolt Hose Clamp HPS 1 $ 3.60 $ 3.60
1.5" T-Bolt Hose Clamp HPS 2 $ 3.60 $ 7.20
Sensors
Flow Meter Amazon 1 $ 26.99 $ 26.99
Pressure Sensor 2
Temperature Sensor 2
Raw Materials
Swirl Pot Velocity Air 1 $ 5.11 $ 5.11
Swirl Pot Inlet/Outlet McMaster Carr 1 $ 14.00 $ 14.00
Swirl Pot Endplates CMW 1 $ - $ -
Aluminum Plate
Carbon Fiber $ - $ -
Hardware
1" T-Bolt Hose Clamp HPS 17 $ 3.60 $ 61.20
1.125" T-Bolt Hose Clamp HPS 1 $ 3.60 $ 3.60
1.5" T-Bolt Hose Clamp HPS 2 $ 3.60 $ 7.20
$ 1,573.49
Suggested Schedule
June – begin Concept Generation
July – begin Engineering Analysis and Design
August – continue and complete Design
September – begin ordering parts (Attn: radiator, swirl pot, sensors, water pump)
October – continue other designs and order other parts (Attn: hard line, in-line adapters, silicone
hosing)
November – continue other designs and order other parts
December – manufacture and assemble parts
January – manufacture and assemble parts
February – complete subsystem and Design

Appendices
1. References
a. http://www.chevelles.com/forums/13-performance/697762-motor-oil-thermal-
breakdown-test-data.html
b. http://www.engineeringtoolbox.com/convective-heat-transfer-d_430.html
c. http://daviescraig.com.au/blog/straight-vs-curved-fan-blades-dispelling-the-myth
d. https://webstore.spalusa.com/content/files/content/PDF/30100467_SPEC.pdf
e. https://webstore.spalusa.com/content/files/content/PDF/30102040_2054_2178_S
PEC.pdf
2. Figures and Tables
a. Operating Temperature and Cylinder Wall Wear
b. Engine Heat Rejection Distribution

c. 2017 Michigan Dynamic Event – Engine Coolant Temperature and RPM

i. Run 6 – Autocross Michigan

ii. Run 5 – Autocross Michigan

d. 10 inch fans from SPAL
e. 11 inch fans from SPAL
 f. Pump Curve

Pump Curve
35
y = -0.0024x2 + 0.5439x + 0.2164
30
R² = 0.9978
Flow Rate ( Gal/min)

25

20

15

10

0
0 20 40 60 80 100 120
Pump PWM %

g. Fan Effect on Temperature

Temperature vs Time
190
Temperature (°F)

185
180
175
170
165
160
155
0 20 40 60 80 100 120 140
Time (s)

PE3_ECT [°F] AfterRadTemp [°F] BeforeRadTemp [°F]

Fan Turn On Fan Shut Off
h. Temperature Delta

Temperature Delta (°F)

7
6
5
Temperature (°F)

4
3
2
1
0
0 20 40 60 80 100 120 140
-1
-2
Time (s)

i. Sidepod Validation (with and without Sidepods)

 j. Oil Temperature and Water Temperature versus Time

160

140

120

100

80

60

40

20

0
0 20 40 60 80 100 120 140 160

Oil Temperature [?F] BeforeRadTemp [?F]

3. Design Questions
a. Are modifications well planned and executed?
i. The radiator required newly developed piping that were designed and
fabricated early on. The piping was fabricated to match the original solid
model and has done so successfully.
b. Has sufficient testing been conducted utilizing a dynamometer or other objective
measuring techniques?
i. Physical driving tests have been used to measure adequate performance
of the radiator
c. Has the team demonstrated adequate working knowledge of simulation tools?
i. The should has not undergone CFD analysis
d. How well is the entire system packaged, and is it well integrated into the rest of
the vehicle?
i. The cooling system has been relocated to the left side of the vehicle to
accommodate the engine water outlet, Otherwise, the necessary piping
required for the radiator to be on the right would lead to flow restrictions.
e. Has the team demonstrated understanding of tribology, viscosity characteristics,
viscous drag, additive packages, coatings, etc.?
f. Have special materials or surface prep been used to reduced drag, weight,
increased strength, or heat management? (Ti, Inconel, ceramic bearings,
coatings, heat-treat, peening, etc.)
i. No special materials were used to improve heat management