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SIMULATION OF AUTOMOTIVE ENGINE IN LOTUS SIMULATION TOOLS
Ing. Branislav Duleba, PhD.
Technical University of Kosice
Faculty of mechanical engineering
Institute of Technologies and Management
Masiarska 74, 040 01 Kosice
e-mail: branislav.duleba@tuke.sk
Abstract
The use of engine simulation tools is an
essential tool to the performance engine parts
developing process. This simulation and design can
drastically reduce time and costs. In this article LES
(Lotus engine simulation V5) was used to simulate
Subaru EJ20 engine – stock and modified. After
simulation, real engine was built with selected
components and the performance characteristics of
engine were measured and compared with outputs
of simulation.
Key words: engine simulation, LES, Lotus Engine
Simulation, EJ20 engine
INTRODUCTION
Computer simulation is now an
inextricable component of many automotive
engineering projects. At the start of the
development of a new engine extensive
optimization is performed using performance
simulation and base-engine analysis software which
directly drives the prototype design function.
Various commercial packages have been developed
and are available to solve engineering problems
related to design and optimization of internal
combustion engines (ICEs). There are four primary
engine simulation commercial packages used in the
automotive industry today: Ricardo Wave (RW),
Lotus Engine Simulation (LESoft), AVL fire, and
GT-Power. The commercially availability of the
analysis codes constituting Lotus Engineering
Software have arisen from the successful use of
these programs on many powertrain and vehicle
projects at Lotus over the past 15 years. These
packages are similar in purpose and functionality.
They require detailed input parameters to simulate
the engine operation in an integrated manner rather
than using different subsystems.
The Lotus Engine Simulation program is
capable of modelling the combustion and gas flow
processes, computing the indicated and brake
parameters while considering the influence of the
heat transfer and the friction phenomena. Lotus
Engine Simulation program represents a powerful
tool for optimization of engine dynamic parameters
and processes.
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Lotus Vehicle Simulation can be used to
specify the torque curve and gearbox specification
required to produce a given vehicle performance.
Having established a target engine torque curve
Lotus Engine Simulation can be used to define the
bore / stroke ratio, valve sizes, cam profiles, and
intake and exhaust manifold geometry which enable
the powertrain unit to meet the performance target.
With this first phase of the engine simulation
complete the resulting basic engine dimensions,
cam period, valve lifts and cylinder gas pressure
loading can be fed into the appropriate software for
initial component sizing. A starting point for
camshaft profile definition is obtained using Lotus
Concept Valve Train. This data can be used to set
up a valve train sub-system template for use in
ADAMS/Engine Valve Train where a full valve
train system model can be constructed.
Fig. 1 Inter-relation of Lotus and ADAMS
powertrain analysis codes
Next pages presents the model building
process and simulation of Subaru EJ20 engine
(turbocharged 2.0litre Impreza engine), which will
be compared to stock parameters. As follows, few
chosen parameters will be changed for values of
aftermarket racing parts. After simulation, engine
was built with use of these components and tested
on dynamometer.
THE MODEL BUILDING PROCESS AND
SIMULATION
For simulation, the solver reads a model
from a main input file which contains all data
required for a simulation (the model network, initial
conditions for the flow field and all control data for
the run). The solver produces an output file when
run. The output file contains information, important
in understanding the input, run-time processing and
output of a model (time step output, engine
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summary, fuel burn progress summary, engine
geometry, operating conditions, engine cylinder
heat transfer, performance). A general flow diagram
for the development of a model is shown in Figure
2.
Fig. 2 Development of engine model
The basic engine data include engine
Fig. 3 LES Combustion chamber tool
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geometry (bore, stroke, connector rod length,
compression ratio), engine inertia (mass and inertia
of various components), cylinder and valve event
phasing. Initial conditions such as exhaust
temperatures, intake temperatures, and wall
temperatures need to be input as reasonable values.
The motion of the piston is calculated based on the
data specified for bore, stroke, and connecting rod
length. The clearance volume is calculated based on
the compression ratio.
Once the basic inputs are defined, the
advanced inputs need to be defined. These inputs
are port flow coefficients, valve lift per crankshaft
rotation, combustion and heat transfer modeling
(types of models to be used for representing the
combustion and heat transfer processes and the
surface areas and temperatures of various
components within the cylinder, phasing of cylinder
firing with respect to TDC). Some intuition is used
to determine the parameters due to the large
difference in engine operating speed and difference
in engine type.
To define the operation of the cylinder
head, the valve lift per incremental camshaft
rotation is defined. The results of valve lift versus
incremental camshaft rotation are related to
crankshaft rotation based on published valve
opening points with reference to crankshaft
position. Flow versus valve lift is defined. The
input is in the form of flow coefficients or
discharge coefficients taken from the empirical
data.
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Tab.1 Main values of stock EJ20 engine SIMULATION OF MODIFIED EJ20 ENGINE
Power/RPM 220HP/600 Stroke 75mm
Next step in model simulation was to build
Torque 260Nm/6000 Compression 8.0:1 modified engine model. Over 90 parameters were
ratio
changed – compression ratio, thickness of head
Displacement 1994cc Turbocharger MHI gasket, diameter of exhaust and intake valves,
TD05 diameter and type of intake and exhaust, type of
Bore 92mm TCH 0,8 turbocharger and its map, complete camshaft
pressure bar profile and valve lift and another. Fig.5 displays the
modified camshaft characteristics (related to Brian
Firs part of model built was to define Crower BC0601). Movement of complete valve
combustion chamber, what was done in Lotus train was simulated in Valvetrain tool and is
Combustion Chamber tool – Fig.3. After that, type showed on Fig. 6.
of engine was defined, in our case Boxer engine.
After that, more than 300 parameters were defined,
like length and type of intake pipes, diameter of
throttle body, type and complete map of
supercharger, shape and diameters of exhaust, heat
transfer model, scavenging model, material types to
friction analysis tool and other… Whole simulation
was set to calculate only the values at 7 exact RPMs
(1000-7000, step by 1000).
Whole simulation took about 9 hours
(3,5GHz X4, 4Gb ddr3). Simulation showed, that
maximum power of model engine was 158kW
(211,8Hp). Compared to the value specified by the
manufacturer, this represents a deviation 8,2Hp,
representing a deviation of less than 4% of the
difference, which can be considered negligible.
This showed that the motor model can be used for
further analysis.
Fig.5 Camshaft characteristics

Fig. 4 Simulation model of EJ20 engine

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Fig.6 LES Valve train simulation tool
Simulation estimated the resulting
performance of modified engine with selected
components to 345HP (257 kilowatts) and torque of
416Nm. (Fig. 7, Fig. 8). This value corresponds
best to the intended use of the vehicle. As the
highest speed was chosen value of 7200 rev / min.
In practice, the engine can be used in the short term
and over that limit. Progress of power and torque is
at such a high power output per liter of engine very
favorable. Program recorded only 7 points, which
were subsequently connected by the graph, the real
power curve and torque will therefore have a
somewhat different shape.
Fig.7 Estimated progress of power and torque
Fig. 8 Simulated performance characteristics of
moddified model
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REALIZATION OF ENGINE
MODIFICATIONS
Objective of the build was engine suitable
for everyday use, but the occasional also for
competition purposes. Progress of power and torque
in this case was as important as its maximum value.
Target values were more than 300HP and 400Nm.
Simulation showed that these values will be
probably exceeded. Only mechanical modification
and complete built was realized, complete engine
management system was tuned at Red Sun Service,
Budapest. Power measurements were performed on
roller test MAHA - IW2 that allows performance
measurement and tuning the car with four-wheel
drive.
The original engine block has been
replaced by a stronger block from the Japanese
version of the Subaru Impreza STI Ra, which is
dimensionally identical, but due to a smaller holes
for coolant can withstand higher internal pressures.
Main internals of engine were replaced: forged
pistons Mahle SUB287642I12 for bore 92,5mm and
forged Manley 14024-4 con rods, which can handle
the power improvement. Crankshaft was left stock,
only polished. Head gasket Cometic and head studs
ARP can also handle up to 600+Hp. Biggest
differences can be found in cylinder head assembly-
head was ported and polished, oversized +1 forged
valves were installed, camshafts were replaced by
Brian Crower BC0601 (10,16mm lift, 272°),
titanium retainers and dual valve springs were
installed.
Fig. 9 Complete engine short block assembly
Main difference was in selected
turbocharger – original TD05 was replaced by ball-
bearing Garrett GT2871R. Subsequently, the whole
intake and exhaust tract had to be modified (Tomei
stainless steel manifold, exhaust pipe diameter
change from 45mm to 63,5mm). As injectors the
low-impedance RC555 were installed.
As seen on Fig.10, the resulting power
output from this engine was 327Hp and 410 Nm,
what is gain of 112Hp and 105Nm.
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References
[1] Pearson, R.J., Bassett, M.D., Fleming, N.P.
Rodemann, T.: Lotus Engineering Software –
An Approach to Model-Based Design, The 2002
North American ADAMS Conference in
Scottsdale, Arizona, 2002
[2] Winterbone, D.E., Pearson, R.J.: Theory of
engine manifold design: Wave action methods
for IC engines. Professional Engineering
Publications Ltd, London, 2000. ISBN 1 86058
Fig. 10 The resulting graph of power and torque 209 5.
[3] Chan, K.Y, Ordys, A., Volkov, K., Duran, O.:
Comparison of Engine Simulation Software for
CONCLUSION Development of Control System, Modelling and
The paper has shown how Lotus Simulation in Engineering, vol. 2013, Article ID
Engineering Software can be used as an integral 401643, 2013. doi:10.1155/2013/401643
part of the powertrain design and development [4] http://performancetrends.com
process. Lotus Vehicle Simulation can be used to
set engine performance targets required to achieve a This article was created by
stipulated vehicle performance envelope. The implementation of the grant project VEGA
quality of engine simulation results is directly 1/0824/12.
related to the effort exerted in assembling the data
which comprises the model. Thorough preparation
of information describing the engine and its
operating conditions is essential to achieving
reliable predictions.
In this paper, the simulation of stock EJ20
Subaru engine was presented. Model with stock
components produced 158kW, what is only 6 less
than the original engine. Modified model produced
345HP (257 kilowatts) and torque of 416Nm. On
the basis of these results, the complete engine was
build. The resulting power output from this engine
was 327Hp and 410 Nm, what is gain of 112Hp and
105Nm compared to stock engine and difference
only 18Hp compared to modified model.

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