fswiki.us - User contributions [en]

Thread:Talk:Intake/Theoretical hp limit/reply (2)

2020-05-22T18:18:11Z

AndrewNovotny: Reply to Theoretical hp limit

Teams have shared chassis dyno sheets for 107 HP, it was a CBR600 that had a lot of work done to it. Unsure how well their dyno was calibrated or what conditions they were running in, but it is impressive nonetheless. Simon's answer probably better answers your question, but I wanted to share that some teams were close.

Engine

2020-05-15T23:31:14Z

AndrewNovotny: /* Goals */

[[Category: Internal Combustion]]

The purpose of an internal combustion engine is to convert the chemical energy in gasoline or ethanol into mechanical energy used to propel the car. The engine is one of the most complicated single parts of any vehicle. The engine is often the [[Weight|heaviest]] single part of the vehicle.

Current/proposed outline:

Engine
* Basic ICE theory
* structure of typical engine
* Goals for engine in FS context -reliability, efficiency, power, weight, packaging
* Common engines
* Best Practices
* rant about wankels not being allowed

not sure where to put:
* oil info
* discussion about nitty gritty like piston head shape, pre-mixing, heat transfer to cyl walls, swirl, etc
* piston speed limit in comp - impact on max power

=Theory=
Thermo - stick to the basics, there's enough thermo explanations in the world as is i think.

I've just copy/pasted this from my old documentation, so it's written pretty informally. '''probably want a separate page for this tbh - I dont think it fits here'''

A typical gasoline engine has four strokes:(1) Induction, (2) Compression, (3) Combustion, and (4) Exhaust.

 Strokes (4) and (1) are used to exchange the burned fuel air mixture from each stroke and replace it with clean fresh air from outside respectively. Stroke (2) is used to increase the density of the charge, greatly improving the amount of work that can be obtained from each unit of fuel. Stroke (3) is the result of the detonation and explosion of the charge forcing the combustion chamber to expand, converting the chemical energy of the gasoline to mechanical work.When each stroke is plotted on a chart comparing pressure and volume of the combustion chamber, the cycle analysis becomes easier.

[insert pv diagram]

Strokes (4) and (1) perform the gas exchange process, allowing the engine to “breathe”. In a simplified case, the engine inducts and exhausts to atmospheric pressure. This is called pump work, but is negligible for the model used here. The difference in the work done by the engine to compress the charge and the work done by the exploding charge on the piston, strokes (2) and (3), is the engine work. From this analysis, we have two simple ways to characterize an engine: how much work we get each cycle, and how much we have to pay for the work we get, or the cycle’s efficiency. ''The sum of the work for the entire cycle can be visualized as the area circled by the cycle on the PV diagram. This is called the net cycle work. Because it is the net cycle work found in a simplified, ideal case, we call it the ideal net work or otto cycle net work.The efficiency of the cycle is more difficult to visualize as it is a ratio of the work produced by the engine to the chemical energy supplied. From the PV diagram, this can be the ratio of the area inside the curve to the line segment 23, or the difference in the lengths of line segments 23 and 41. However, these visualizations are non-intuitive and can be better expressed numerically.However, this simplified model won’t hold much water when we need to improve engine performance.''There are a few key things glossed over for ease of theoretical calculations that play a significant role in the operation of the engine. The first, and largest factor in differentiating real engine performance from theoretical is that all of the processes in the cycle take time. The key example of this is the combustion of the charge in a real engine is not instantaneous and occurs over a drawn out period of time. This removes the sharp peak on the PV diagram. Our limited power over the physics of flame propagation speed will put this factor far beyond the scope of this section and we will not discuss it’s finer points here. - we should absolutely talk about this somewhere

Another key characteristic of real engine performance is cylinder pressure during gas exchange processes. To induce induction into the combustion chamber, the pressure inside must be lower than the pressure of the atmosphere. Similarly, the exhaust pressure inside the cylinder must be higher than atmospheric or else the charge would not exit the cylinder. Thus, the work done by the air on the engine during induction is less than the work done on the engine to the exhaust charge. This work done to facilitate the gas exchange process is known as pump work. Because the intake charge is at a lower pressure and thus less dense than the theoretical maximum of atmospheric air, this allows us to analyze the performance of the engine based on how much air it actually breathes in versus the theoretical maximum. This is known as volumetric efficiency. The lower the manifold, or cylinder, pressure is, the lower its volumetric efficiency. Special tricks can be played with manifold tuning and resonances to increase engine performance or even temporarily achieve greater than 100% volumetric efficiency. One trick that is particularly important in high revving engines is scavenging. Scavenging is the harnessing of exhaust manifold kinetic energy to help draw additional clean air into the cylinder or using similarly using intake air energy to aid in the removal of low energy exhaust gasses. This is achieved by elegant cylinder head and port geometry, but also camshaft timing. If the intake and exhaust valves are open simultaneously, the scavenging effect can be further tuned. This is known as valve-overlap. For high engine speeds, the volumetric efficiency plummets as it is much more difficult to fill the cylinder adequately, so greater valve overlap is used to compensate. Another factor that is seen in real engine performance is what happens when the engine is not allowed to breathe as much as it wants. This is known as throttling. This is done to modulate speed when driving, as one opens and closes the throttle. Throttling is an isenthalpic process that drops the pressure and temperature of a gas at the expense of increase entropy, turbulence and/or friction against the throttle body. This pressure drop has three large effects. One, the volumetric efficiency plummets. Two, the pump work of each cycle increases. Three, less power can be drawn from the engine.
=Structure=
I think wikipedia does a very detailed explanation on general engine layout, i think we should probably focus on bike engines w.r.t. fsae competitions.

The structure and operation of motorcycle engines differs from typical car engines in a few key places: size, layout, redline bb. Engines used in these competitions are all under 150 lbs with 600cc 4 cyl coming in at about 125-140, depending on brand or custom parts. Single cylinder engines typically weigh in the neighborhood of 70-90 pounds. These engines are almost exclusively overhead cam layout.

structure: cams, ports, valves, cylinder, piston, conrods/crank, oil and wp, case and covers.
crossflow cylinder discussion?
Yamaha yzf that have intake in front and exhaust in the rear - contrast to every other engine

I dont know anything about snowmobile engines so someone else is gonna have to do that.
=Goals=
==Reliability==
If the engine finishes endurance, it was reliable.

Michael Royce in Learn & Compete states that “[reliability] must be the number one technical objective of the team”.

Engine to engine comparisons are difficult, and the literature is sparse at best. Most available engine specific reliability reports are anecdotal. However, brand comparisons are both easier and more widely available. Consumer Reports performed such a comprehensive [https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm study] on motorcycle reliability. The reliability study is focused on how often the bikes would need to have repairs within the first four years of purchase. The three big Japanese motorcycle companies, Yamaha, Suzuki, and Honda, are the only three with under 15% of the bikes with repairs needed. Yamaha leads the brands with 11% compared to the 12% for Honda and Suzuki each. It is important to consider that this study included the bike as a whole, and that for all of the studied motorcycles“mechanical engine problems were relatively rare, with only 3 percent having trouble with the cylinder head or valvetrain, or with the crankcase, crankshaft, or pistons. Similarly, only 3 percent needed transmission repairs, although 7 percent had clutch problems.”LA Times researching this study reported an interview stating "European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,". This sentiment can be found echoed in the FSAE online forums.

==Power==
An obvious goal of an engine is to produce enough power to accomplish your designed team goals. How much is enough? What RPM should we make peak power? Torque? To all of these questions, it depends heavily upon your team's design philosophy. All could be relatively determined from a rudimentary laptime simulation, but will need to be confirmed via testing.
Also worth noting theory on how to determine ideal peak power position (histogram of engine speeds, peak torque at roughly that speed. Can also loosely perform an "integral" by multiplying engine speed occurances with the power output at that point as when the integral is maximized, the most power was put down to the track)

I imagine there is a lot more to expand upon here - Novotny

==Efficiency==
high speed low drag babey

=Oil System=
{{Main|Oil}}
=Best Practices=
How to care for an engine.

How/when to service.

How to diagnose issues.

Why combustion is more romantic than electric.
=Common Engines=
I think bc the cbr, r6, and a few of the 450s are so common, we can use this to list what we have done to optimize for FSAE use.

Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recomendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors

Honda CBR 600RR

Yamaha R6

Yamaha WR/YZ450

see all engines [[List of Engines|here]]

Category:Internal Combustion

2020-05-15T23:18:40Z

AndrewNovotny: /* Cooling */

[[Category:Powertrain]]

The goal of the powertrain is to move the car forward. In an internal combustion engine, this is accomplished by converting chemical energy stored in a combustible [[Fuel|fuel]] source into mechanical energy. An internal combustion engine burns the fuel to create rotational energy. This is transmitted to the ground through the drivetrain. Should this be a system level analysis? 

=Engine=
{{Main|Engine}}The engine is the center of the internal combustion powertrain system. All other components of the greater system exist to service the engine in different ways. This means the engine is sensitive to design changes made across the entire powertrain. As of 2019, the FSAE rules require an internal combustion engine with a displacement of 710cc or less. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles.[citation needed]
==Engine Control==
{{Main|Engine control}}

overview of engine control - system level, detail and design on main page
=Intake=
{{Main|Intake}}

The intake system has a dominant effect on the torque curve and behavior of the powertrain system. All air used by the engine(s) for combustion must pass through a 20 mm or 19 mm opening for gasoline or E85 fueled vehicles respectively, commonly referred to as a 'restrictor'. For naturally aspirated engines, this restriction limits the maximum power output from the engine to about 120 hp [link restrictor calcs].
=Exhaust=
{{Main|Exhaust}}

The exhaust system is designed to aid in the removal of burnt fuel and air from the engine. A sound limit is placed on the exhaust in competition.
=Fuel=
{{Main|Fuel}}

Internal combustion engines can use a variety of fuels, the fuels available at US competitions are gasoline of octane ratings 93 and 100, and E85. No fuel additives can be used. Info on fuel itself and system design on main page.
=Cooling=
{{Main|Cooling}}

More than 50% of energy used in combustion goes into heat. Heat is also generated by the turbulence of the air in the intake and cylinder, as well as friction from the engine's internals. A system is needed to keep the engine within it's operational temperature range. System details and design in main page.

=Drivetrain=
{{Main|Drivetrain}}

A system is needed to transfer mechanical energy from the engine to the ground (are we including tires here? I always think a drivetrain discussion without talking about tires isnt complete -simon). System details and design are in main page.
=System Testing=
==Chassis Dynamometer==
==Test Procedures==
==System Data and Data Collection==
=System Simulation=
==Multi-component model==
=Health and Safety=
==Fire Hazards==
==Best Practices==
=Advanced System Design=
==Traction Control==
needs own page
==Vibration reduction==
own page?
==Industrial Motors==
not sure if anyone uses these, but they have special rules so warrant discussion i think
==Theoretical Powertrain Designs==
hydraulic awd?

custom engines?

energy recovery?
=Notable History=
==Trends==
four banger

rise of single

turbo
==Notable Alternative designs==
AWD teams

first turbo team?

V8 team - WWU and maybe another

Engine on side - ergo UTA 2018

Thread:Category talk:Electric Vehicle/Page structure

2020-05-15T22:40:11Z

AndrewNovotny:

My current thoughts are

-Accumualtor design

--Sizing

--Structure

--Cell selection

--Cell layout

-Motor selection/options

-Inverter selection/options

--Inverter design?

-DAQ output?

-BMS options

--BMS design?

-Validation

--Driving

--Cell testing?

Thread:Category talk:Electric Vehicle/Page structure

2020-05-15T22:39:43Z

AndrewNovotny:

My current thoughts are

-Accumualtor design
--Sizing
--Structure
--Cell selection
--Cell layout
-Motor selection/options
-Inverter selection/options
--Inverter design?
-DAQ output?
-BMS options
--BMS design?
-Validation
--Driving
--Cell testing?

Thread:Category talk:Electric Vehicle/Page structure

2020-05-15T22:39:26Z

AndrewNovotny: New thread: Page structure

My current thoughts are
-Accumualtor design
--Sizing
--Structure
--Cell selection
--Cell layout
-Motor selection/options
-Inverter selection/options
--Inverter design?
-DAQ output?
-BMS options
--BMS design?
-Validation
--Driving
--Cell testing?

Category talk:Electric Vehicle

2020-05-15T22:39:26Z

AndrewNovotny: Talk page autocreated when first thread was posted

Cooling

2020-05-15T21:37:37Z

AndrewNovotny: Page describing the theory and methods to cool a FS race car

[[Category: Internal Combustion]]
* radiator designs/form factors
* radiator placements
* other cooling applications: oil or intercooler
=Theory =
Cooling systems are designed to dissipate the unwanted thermal energy. Systems are often designed around heat exchangers (HEXs), allowing for efficient exchange of heat from a hot fluid to a cooler one. There are three main methods of heat transfer;
* Conduction: Heat transfer over a temperature differential without motion between the materials
* Convection: Heat transfer over a temperature differential with fluid motion between the materials
* Radiation: Heat transfer due to by energy emitted from the unstable nature of a hot material (shitty definition, but the best I have)
HEXs are normally designed to optimize the heat transfer between two fluids using conduction and convection. The most common HEX is an water to air cooler, meaning it transfers heat between the hot water and the cooler air. These HEXs have a few distinct characteristics, full metal construction, thin metal fins in the streamwise direction, water inlets on top and bottom, with air inlets on the front and back. The metal construction is due to a low conductive heat transfer coefficient within the metal in addition to a low specific heat. These factors allow the metal rapidly conduct heat from the hotter internal water channels to the cooler metal fin tips. The fin structure is to maximize convection heat transfer by increasing the surface area the air flows over. The convection heat transfer coefficient is also a function of the airspeed passing the fin, allowing for 'forced convection' where a fan and or vehicle speed is used to impart an inlet speed to the system.Characteristics of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Radiator types =
cross flow radiator and why we all use it
=Radiator Placement =
* side
* rear
* multiple
=System design =
* hosing
** type
** sizing
* routing
* filling and bleeding
* Data and Data collection
=Other applications =
==Brake cooling==
==Oil cooling==
==Driver cooling==

* why you would want to cool oil
** If it boils or denatures bad things happen - Novotny
** thanks, lol, just a placeholder, isnt meant to be a question, poor phrasing on my end - simon
** all good, I was confused :')

Cooling

2020-05-15T21:34:31Z

AndrewNovotny: /* Theory */

[[Category: Internal Combustion]]
* radiator designs/form factors
* radiator placements
* other cooling applications: oil or intercooler
=Theory =
Cooling systems are designed to dissipate the unwanted thermal energy. Systems are often designed around heat exchangers (HEXs), allowing for efficient exchange of heat from a hot fluid to a cooler one. There are three main methods of heat transfer;
* Conduction: Heat transfer over a temperature differential without motion between the materials
* Convection: Heat transfer over a temperature differential with fluid motion between the materials
* Radiation: Heat transfer due to by energy emitted from the unstable nature of a hot material (shitty definition, but the best I have)
HEXs are normally designed to optimize the heat transfer between two fluids using conduction and convection. The most common HEX is an water to air cooler, meaning it transfers heat between the hot water and the cooler air. These HEXs have a few distinct characteristics, full metal construction, thin metal fins in the streamwise direction, water inlets on top and bottom, with air inlets on the front and back. The metal construction is due to a low conductive heat transfer coefficient within the metal in addition to a low specific heat. These factors allow the metal rapidly conduct heat from the hotter internal water channels to the cooler metal fin tips. The fin structure is to maximize convection heat transfer by increasing the surface area the air flows over. The convection heat transfer coefficient is also a function of the airspeed passing the fin, allowing for 'forced convection' where a fan and or vehicle speed is used to impart an inlet speed to the system.Characteristics of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Radiator types =
cross flow radiator and why we all use it
=Radiator Placement =
* side
* rear
* multiple
=System design =
* hosing
** type
** sizing
* routing
* filling and bleeding
* Data and Data collection
=Other applications =

* why you would want to cool oil
** If it boils or denatures bad things happen - Novotny
** thanks, lol, just a placeholder, isnt meant to be a question, poor phrasing on my end - simon

Cooling

2020-05-15T21:34:04Z

AndrewNovotny: /* Theory */

[[Category: Internal Combustion]]
* radiator designs/form factors
* radiator placements
* other cooling applications: oil or intercooler
=Theory =
Cooling systems are designed to dissipate the unwanted thermal energy. Systems are often designed around heat exchangers (HEXs), allowing for efficient exchange of heat from a hot fluid to a cooler one. There are three main methods of heat transfer;

* Conduction: Heat transfer over a temperature differential without motion between the materials

* Convection: Heat transfer over a temperature differential with fluid motion between the materials

* Radiation: Heat transfer due to by energy emitted from the unstable nature of a hot material (shitty definition, but the best I have)

HEXs are normally designed to optimize the heat transfer between two fluids using conduction and convection. The most common HEX is an water to air cooler, meaning it transfers heat between the hot water and the cooler air. These HEXs have a few distinct characteristics, full metal construction, thin metal fins in the streamwise direction, water inlets on top and bottom, with air inlets on the front and back. The metal construction is due to a low conductive heat transfer coefficient within the metal in addition to a low specific heat. These factors allow the metal rapidly conduct heat from the hotter internal water channels to the cooler metal fin tips. The fin structure is to maximize convection heat transfer by increasing the surface area the air flows over. The convection heat transfer coefficient is also a function of the airspeed passing the fin, allowing for 'forced convection' where a fan and or vehicle speed is used to impart an inlet speed to the system.Characteristics of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Radiator types =
cross flow radiator and why we all use it
=Radiator Placement =
* side
* rear
* multiple
=System design =
* hosing
** type
** sizing
* routing
* filling and bleeding
* Data and Data collection
=Other applications =

* why you would want to cool oil
** If it boils or denatures bad things happen - Novotny
** thanks, lol, just a placeholder, isnt meant to be a question, poor phrasing on my end - simon

Cooling

2020-05-15T21:04:27Z

AndrewNovotny: /* Other applications */

[[Category: Internal Combustion]]
* radiator designs/form factors
* radiator placements
* other cooling applications: oil or intercooler
=Theory =
air to water radiators, thin metal fins, heat tranfer, convection, forced convection
=Radiator types =
cross flow radiator and why we all use it
=Radiator Placement =
* side
* rear
* multiple
=System design =
* hosing
** type
** sizing
* routing
* filling and bleeding
* Data and Data collection
=Other applications =

* why you would want to cool oil
** If it boils or denatures bad things happen - Novotny

Teams

2020-05-15T20:58:03Z

AndrewNovotny: /* United States */

[[Category:Team]]
==North American Teams==
===Canada===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[https://www.facebook.com/ConcordiaFormulaRacing/ Concordia Formula Racing]
| align="left"|Montréal, QC
|-
| align="left"|Formula uOttawa
| align="left"|Ottawa, ON
|-
| align="left"|Formule ETS
| align="left"|Montréal, QC
|-
| align="left"|Gryphon Racing
| align="left"|Guelph, ON
|-
| align="left"|McGill Formula Electric (MFE)
| align="left"|Montréal, QC
|-
| align="left"|Queen's Formula SAE
| align="left"|Kingston, ON
|-
| align="left"|Schulich Racing
| align="left"|Calgary, AB
|-
| align="left"|[https://www.umsae.com/formula-ic UMSAE Polar Bear Racing]
| align="left"|Winnipeg, MB
|-
| align="left"|[https://www.umsae.com/formula-e UMSAE Polar Bear Racing Electric]
| align="left"|Winnipeg, MB
|-
| align="left"|UTFR - UofT Formula Racing
| align="left"|Toronto, ON
|-
| align="left"|Waterloo Formula Electric
| align="left"|Waterloo, ON
|-
| align="left"|Lancer Motorsports
| align="left"|Windsor, ON
|-
| align="left"|[http://ravensracing.com/ Ravens Racing]
| align="left"|Ottawa, ON
|}

===United States===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[https://www.bruinracing.com/ Bruin Racing FSAE]
| align="left"|Los Angeles, CA
|-
| align="left"|[http://calbaptistracing.com/ CalBaptist Racing ]
| align="left"|Riverside, CA
|-
| align="left"|[https://www.carnegiemellonracing.org/ Carnegie Mellon Racing ]
| align="left"|Pittsburgh, PA
|-
| align="left"|[http://www.clemsonfsae.com/ Clemson University Formula SAE]
| align="left"|Clemson, SC
|-
| align="left"|[https://www.alabamafsae.com/ Crimson Racing]
| align="left"|Tuscaloosa, AL
|-
| align="left"|CSUF Titan Racing
| align="left"|Fullerton, CA
|-
| align="left"|[http://fsae.cooper.edu/ Cooper Union Motorsports]
| align="left"|New York City, NY
|-
| align="left"|[https://stuorgs.engineering.iastate.edu/sae/formula/ Cyclone Racing]
| align="left"|Ames, IA
|-
| align="left"|[https://formulabuckeyes.engineering.osu.edu/ Formula Buckeyes]
| align="left"|Columbus, OH
|-
| align="left"|[https://www.global-formula-racing.com/en/ Global Formula Racing]
| align="left"|Corvallis, OR
|-
| align="left"|[https://www.gophermotorsports.com/ Gopher Motorsports]
| align="left"|Minneapolis, MN
|-
| align="left"|[https://www.gtms.gatech.edu/ GT Motorsports]
| align="left"|Atlanta, GA
|-
| align="left"|[https://stcloudstate.campuslabs.com/engage/organization/huskyformularacing Husky Formula Racing]
| align="left"|St. Could, MN
|-
| align="left"|[https://www.jayhawkmotorsports.org/ Jayhawk Motorsports]
| align="left"|Lawrence, KS
|-
| align="left"|[https://www.kettering.edu/partnerships/formulasae Kettering University Formula SAE]
| align="left"|Flint, MI
|-
| align="left"|[https://www.ksumotorsports.com/ KSU Motorsports]
| align="left"|Kennesaw, GA
|-
| align="left"|[https://www.egr.msu.edu/fsae/ Michigan State Formula Racing]
| align="left"|East Lansing, MI
|-
| align="left"|[https://www.minesformula.com/ Mines Formula]
| align="left"|Golden, CO
|-
| align="left"|Mizzou Racing
| align="left"|Columbia, MO
|-
| align="left"|[https://sae.fiu.edu/ Panther Motorsports]
| align="left"|Miami, FL
|-
| align="left"|[//facebook.com/pittfsae Panther Racing]
| align="left"|Pittsburgh, PA
|-
| align="left"|[https://sites.psu.edu/pennstateracing/ Penn State Racing]
| align="left"|University Park, PA
|-
| align="left"|[https://www.k-state.edu/powercatmotorsports/ Powercat Motorsports]
| align="left"|Manhattan, KS
|-
| align="left"|[https://engineering.purdue.edu/fsae/wordpress/ Purdue Formula SAE]
| align="left"|W. Lafayette, IN
|-
| align="left"|[https://www.parksracingfsae.com/ SLU – Parks Racing]
| align="left"|St. Louis, MO
|-
| align="left"|[http://www.formularpi.org/ Rensselaer Motorsport]
| align="left"|Troy, NY
|-
| align="left"|[https://www.rit.edu/kgcoe/formula/ RIT Racing]
| align="left"|Rochester, NY
|-
| align="left"|RoadRunner Racing
| align="left"|San Antonio, TX
|-
| align="left"|[https://www.instagram.com/rosegpeofficial/?hl=en RoseGPE]
| align="left"|Terre Haute, IN
|-
| align="left"|[https://www.rutgersformularacing.com/ Rutgers Formula Racing]
| align="left"|Piscataway, NJ
|-
| align="left"|[https://www.facebook.com/asufsae/ Sun Devil Motorsports]
| align="left"|Tempe, AZ
|-
| align="left"|[http://racing.umd.edu/ Terps Racing]
| align="left"|College Park, MD
|-
| align="left"|[https://sae.ou.edu/ The Sooner Racing Team]
| align="left"|Norman, OK
|-
| align="left"|[http://ttumotorsports.com/ TTU Motorsports]
| align="left"|Cookeville, TN
|-
| align="left"|[http://frucd.org/ UC Davis Formula Racing]
| align="left"|Davis, CA
|-
| align="left"|[http://www.uscformulasae.com/ USC Racing]
| align="left"|Los Angeles, CA, USA
|-
| align="left"|[https://www.utaracing.com/about/ UTA Racing Formula SAE]
| align="left"|Arlington, TX
|-
| align="left"|Velox Racing
| align="left"|San Antonio, TX
|-
| align="left"|[https://sites.google.com/pdx.edu/viking-motorsports Viking Motorsports]
| align="left"|Portland, OR
|-
| align="left"|[http://www.me.vt.edu/teams/sae-formula-team/ VT Motorsports]
| align="left"|Blacksburg, VA
|-
| align="left"|[http://fsae.eng.wayne.edu/ Warrior Racing]
| align="left"|Detroit, MI
|-
| align="left"|[https://uaformula.wordpress.com/ Wildcat Formula Racing]
| align="left"|Tucson, AZ
|-
| align="left"|[https://wisconsinracing.org/ Wisconsin Racing (Combustion & Electric]
| align="left"|Madison, WI
|-
| align="left"|[https://www.wwuracing.com WWU Racing]
| align="left"|Bellingham, WA
|}

----

==European Teams==
===Austria===

{| class="wikitable" style="width: 354px;" data-mce-style="width: 354px;"
|-
! style="width: 188px;" align="left" data-mce-style="width: 188px;"|Team Link
! style="width: 140px;" align="left" data-mce-style="width: 140px;"|Location
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://www.ct-motorsport.at/ Campus Tirol Motorsport]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Innsbruck, Austria
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://www.joanneum-racing.at/ Joanneum Racing Graz]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Graz, Austria
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://racing.tugraz.at/de/ TU Graz Racing Team]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Graz, Austria
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://www.tuwienracing.at/ TU Wien Racing]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Vienna, Austria
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://campus-racing.at/ Os.car Racing Team]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Vienna, Austria
|}

===Bosnia and Herzegovina===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FSRacing Team
| align="left"|Mostar, Bosnia and Herzegovina
|}

===Denmark===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[https://aauracing.dk/ AAU Racing]
| align="left"|Aalborg, Denmark
|-
| align="left"|[http://www.sdu-vikings.dk/ SDU Vikings]
| align="left"|Odense, Denmark
|-
| align="left"|[https://vermilionracing.com/ Vermilion Racing]
| align="left"|Kongens Lyngby, Denmark
|}

===Finland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[http://metropolia-motorsport.fi/ Metropolia Motorsport]
| align="left"|Helsinki, Finland
|-
| align="left"|[http://www.tampereformulastudent.fi/ Tampere Formula Student] 
| align="left"|Tampere, Finland
|-
| align="left"|[//www.fsoulu.fi Formula Student Oulu]
| align="left"|Oulu, Finland
|}

===Germany===

{| class="wikitable" style="width: 412px;" data-mce-style="width: 412px;"
|-
! style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|Team Link
! style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Location
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://fh-aachen.de/forschung/formula-student/ Aixtreme Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Aachen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.amda-racing.de AMDA]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Darmstadt
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.balticracing.de Baltic Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Stralsund
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://blueflash-hawk.de/ Blue Flash Mobility Concepts ]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Göttingen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.btu-motorsport.de BTU-Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Cottbus
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.campus-motorsport.de Campus Motorsport Hannover]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Hannover
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://seagulls-luebeck.de/ CAT racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Cobrug
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://dart-racing.de/ Dart Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Darmstadt
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.deefholt-dynamics.de/ Deefholt Dynamics e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Diepholz
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.dual-racing.com Dual Racing DHBW Campus Horb]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Horb am Neckar
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://dynamics-regensburg.de/ Dynamics e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Regensburg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.estallesslingen.de/ E.Stall Esslingen]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Göppingen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://ecurie-aix.de/ Ecurie Aix]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Aachen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.egnition-hamburg.de/ e-gnition Hamburg]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Hamburg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.einstein-motorsport.com Einstein Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Ulm
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.elbflorace.de Elbflorace]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Dresden
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.elefantracing.de Elefant Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Bayreuth
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.eosracing.de/ Eleven-O-Six Racing Team]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Hamburg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.fastforest.de Fast Forest]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Deggendorf
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.fastda-racing.de/ FaSTDa]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Darmstadt
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.fasttube.de FaSTTUBe]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Berlin
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.get-racing.de/ GET racing Dortmund]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Dortmund
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://gvr-clausthal.de/ Green Voltage Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Clausthal
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://hawksracing.de HAWKS Racing e. V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Hamburg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.herkulesracing.de/ Herkules Racing Team Kassel]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Kassel
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.hhn-racing.de HHN Racing e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Heilbronn
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.high-octane-motorsports.de High-Octane Motorsports e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Erlangen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.highspeed-karlsruhe.de/ High Speed Karlsruhe]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Karlsruhe
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.horsepower-hannover.de HorsePower Hannover e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Hannover
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.hsnrracing.de HSNR Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Krefeld
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.infinity-racing.de Infinity Racing]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Kempten
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.ka-raceing.de/ KA-RaceIng Combustion]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Karlsruhe
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.karat-racing.de KaRaT]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Kaiserslautern
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.lionsracing.de Lions Racing Team]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Braunschweig
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.race-ing.de/ Race-Ing Team] 
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Dortmund
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.racetech-racingteam.de/ Racetech Racing Team]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Freiberg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://raceyard.de/ raceyard]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Kiel
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.rennteam-stuttgart.de/ Rennteam Uni Stuttgart e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Stuttgart
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://rennstall-esslingen.de/ Rennstall Esslingen]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Esslingen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.rhein-mosel-motorsport.de Rhein-Mosel-Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Koblenz
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.rubmotorsport.de RUB Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Bochum
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://runningsnail.oth-aw.de/ Running Snail Racing Team]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Amberg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://seagulls-luebeck.de/ Seagulls Lübeck]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Lübeck
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.skyline-motorsport.de Skyline Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Frankfurt a.M.
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.s3racing.de/ Speeding Scientists Siegen e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Siegen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.strohmundsoehne.de/ Strohm + Söhne] 
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Nürnberg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.teamstarcraft.de Team StarCraft e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Ilmenau
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://www.thm.de/motorsport/racing/ THM Motorsport]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Gießen
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[http://www.umdracing.de UMD Racing e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Magdeburg
|-
| style="width: 253.2px;" align="left" data-mce-style="width: 253.2px;"|[https://formulastudent.uni-paderborn.de/ UPBracingTeam e.V.]
| style="width: 133.8px;" align="left" data-mce-style="width: 133.8px;"|Paderborn
|}

===Greece===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|TEIWM Racing Team
| align="left"|Kozani
|}

===Hungary===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[http://frt.bme.hu/?id=hu/index BME Formula Racing Team]
| align="left"|Budapest
|}

===Iceland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[https://www.ruracing.is/ RU Racing]
| align="left"|Reykjavik
|-
| align="left"|[https://teamspark.is/en Team Spark]
| align="left"|Reykjavik
|}

===Ireland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Formula Trinity
| align="left"|Dublin
|}

===Netherlands===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FS Team Delft
| align="left"|Delft
|-
| align="left"|University Racing Eindhoven
| align="left"|Eindhoven
|-
| align="left"|Hanze Racing Division
| align="left"|Groningen
|}

===Norway===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[https://www.revolve.no/ Revolve NTNU]
| align="left"|Trondheim, Norway
|-
| align="left"|[https://www.alignracing.no/ Align Racing]
| align="left"|Agder, Norway
|-
| align="left"|[https://ionracing.no/ ION Racing]
| align="left"|Stavanger, Norway
|}

===Poland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|AGH Racing
| align="left"|Krakow, Poland
|-
| align="left"|Silesia Automotive
| align="left"|Katowice, Poland
|-
| align="left"|PWR Racing Team
| align="left"|Wroclaw, Poland
|}

===Portugal===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://fstlisboa.com/ FST Lisboa]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Lisbon, Portugal
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://www.facebook.com/IselFormulaStudent/ FS ISEL]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Lisbon, Portugal
|}

===Slovenia===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Superior Engineering
| align="left"|Ljubljana
|-
| align="left"|UNI Maribor GPE
| align="left"|Maribor
|}

===Spain===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[http://fsupv2017.webs.upv.es// FSUPV Team]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Valencia
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://tecnuneracing.wixsite.com/tecnuneracing/ Tecnun eRacing]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|San Sebastian
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[https://www.e-techracing.es/ UPC EEBE e-Tech Racing ]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Barcelona
|-
| style="width: 188px;" align="left" data-mce-style="width: 188px;"|[http://www.upmracing.es// UPM Racing]
| style="width: 140px;" align="left" data-mce-style="width: 140px;"|Madrid
|}

===Switzerland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|AMZracing
| align="left"|Zürich
|}

===Sweden===

{| class="wikitable" style="height: 151px;" width="301" cellspacing="0" cellpadding="0" data-mce-style="height: 151px;"
|- style="height: 16px;" data-mce-style="height: 16px;"
! style="height: 16px; width: 190.813px;" align="left" data-mce-style="height: 16px; width: 190.813px;"|Team Link
! style="height: 16px; width: 84.8125px;" align="left" data-mce-style="height: 16px; width: 84.8125px;"|Location
|- style="height: 2px;" data-mce-style="height: 2px;"
| style="height: 2px; width: 190.813px;" align="left" data-mce-style="height: 2px; width: 190.813px;"|[http://www.chalmersformulastudent.se/ Chalmers Formula Student]
| style="height: 2px; width: 84.8125px;" align="left" data-mce-style="height: 2px; width: 84.8125px;"|Gothenburg
|- style="height: 4px;" data-mce-style="height: 4px;"
| style="height: 4px; width: 190.813px;" align="left" data-mce-style="height: 4px; width: 190.813px;"|[https://www.clearriverracing.se/wp/ Clear River Racing]
| style="height: 4px; width: 84.8125px;" align="left" data-mce-style="height: 4px; width: 84.8125px;"|Karlstad
|- style="height: 7px;" data-mce-style="height: 7px;"
| style="height: 7px; width: 190.813px;" align="left" data-mce-style="height: 7px; width: 190.813px;"|[https://www.kthformulastudent.se/ KTH Formula Student]
| style="height: 7px; width: 84.8125px;" align="left" data-mce-style="height: 7px; width: 84.8125px;"|Stockholm
|- style="height: 1px;" data-mce-style="height: 1px;"
| style="height: 1px; width: 190.813px;" align="left" data-mce-style="height: 1px; width: 190.813px;"|[https://liuformulastudent.se/ LiU Formula Student]
| style="height: 1px; width: 84.8125px;" align="left" data-mce-style="height: 1px; width: 84.8125px;"|Linköping
|- style="height: 1.625px;" data-mce-style="height: 1.625px;"
| style="height: 1.625px; width: 190.813px;" align="left" data-mce-style="height: 1.625px; width: 190.813px;"|[https://lundformulastudent.se/ Lund Formula Student]
| style="height: 1.625px; width: 84.8125px;" align="left" data-mce-style="height: 1.625px; width: 84.8125px;"|Lund
|}

===Ukraine===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FS ONPU
| align="left"|Odessa
|}

===United Kingdom===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Cardiff Racing
| align="left"|Cardiff, UK
|-
| align="left"|Oxford Brooks Racing
| align="left"|Oxford, UK
|-
| align="left"|Leeds Formula Race Team
| align="left"|Leeds, UK
|-
| align="left"|LJMU e-Racing
| align="left"|Liverpool, UK
|-
| align="left"|Team Bath Racing Electric
| align="left"|Bath, UK
|-
| align="left"|UBRacing
| align="left"|Birmingham, UK
|-
| align="left"|Sheffield Formula Racing
| align="left"|Sheffield, UK
|-
| align="left"|[http://hullfs.co.uk HUFS]
| align="left"|Hull, UK
|}

----

==South American Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|EESC USP Formula SAE
| align="left"|São Carlos, Brazil
|-
| align="left"|Equipe Poli Racing
| align="left"|São Paulo, Brazil
|-
| align="left"|[https://fsaeunicamp.com/ FSAE Unicamp]
| align="left"|Campinas, Brazil
|}

----

==Asian & Pacific Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|TaipeiTechRacing
| align="left"|Taipei, Taiwan
|-
| align="left"|TDU Racing
| align="left"|Tokyo, Japan
|-
| align="left"|University of Auckland
| align="left"|Auckland, New Zealand
|-
| align="left"|University of Canterbury Motorsport
| align="left"|Christchurch, New Zealand
|}

===Australia===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[//www.edithcowanuniracing.com Edith Cowan University Racing ]
| align="left"|Perth
|-
| align="left"|Curtin Motorsport Team
| align="left"|Perth
|-
| align="left"|UWA Motorsport
| align="left"|Perth
|-
| align="left"|Griffith Racing Team
| align="left"|Gold Coast
|-
| align="left"|Monash Motorsport
| align="left"|Melbourne
|-
| align="left"|RMIT Racing
| align="left"|Melbourne
|-
| align="left"|RMIT Electric Racing
| align="left"|Melbourne
|-
| align="left"|Team Swinburne
| align="left"|Melbourne
|-
| align="left"|UOW Motorsport
| align="left"|Wollongong
|-
| align="left"|UNSW Redback Racing
| align="left"|Sydney
|-
| align="left"|UNSW ADFA
| align="left"|Canberra
|-
| align="left"|[//www.uqracing.com UQ Racing ]
| align="left"|Brisbane, QLD
|}

===China(Mainland)===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|[//www.jluracing.com Gspeed Formula Racing ]
| align="left"|Changchun, Jilin
|-
| align="left"|Gspeed Electric Racing
| align="left"|Changchun, Jilin
|}

===India===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Raftar Formula Racing, IIT-Madras
| align="left"|Chennai, India
|-
| align="left"|DJS Racing
| align="left"|Mumbai
|-
| align="left"|Fierce formula India
| align="left"|Hyderabad, India
|-
| align="left"|Pravega Racing
| align="left"|India
|-
| align="left"|Team Acceleracers
| align="left"|Pune, India
|-
| align="left"|Team Defianz Racing
| align="left"|New Delhi, India
|-
| align="left"|VITC Formula Electric
| align="left"|India
|-
| align="left"|Zurra Formula Racing
| align="left"|Chennai, India
|-
| align="left"|[http://www.orion-racing.com/ Orion Racing India]
| align="left"|Mumbai, India
|}

----

==Middle East & African Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Formula Electric Racing NUST
| align="left"|Karachi, Pakistan
|-
| align="left"|NED Racers
| align="left"|Karachi, Pakistan
|-
| align="left"|NUST Formula Student Team
| align="left"|Karachi, Pakistan
|}

Intake

2020-05-15T20:53:35Z

AndrewNovotny: /* Blow off valve */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.
=Throttle control=
should probably move down - not important enough to be all the way up here. The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info
=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency. Helmholtz resonators are most effective in single cylinder systems, as the flow through the intake can be dominated by pulsed flow characteristics at high rpms [citation definitely needed]
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
** conical spline
** top/center feed
** side feed
** <a href="http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf">http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf</a> source for intake shape
** dual plenum
** variable volume

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.
=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?|| i can go through my FSAE MI 2018 handbook this weekend, but its only 120 teams, out of the hundreds in the world, maybe a FB and reddit poll?]
==Turbocharging==
===Theory===
[[File:Turbo Diagram.gif|right|middle|thumb|Turbo system diagram]]A turbocharger works by compressing intake air by harvesting thermal energy, traditionally discarded, from the exhaust. The general flow of air through a turbocharged system can be seen to the right. Theoretically, the higher plenum pressure you can run and not produce knock, the more power you can extract from your engine package. The liability to knock is based upon many factors, including but not limited to, fuel choice, fuel injection location, and compression ratio.
====Cooling charge air====
The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according to the [https://www.grc.nasa.gov/WWW/K-12/airplane/compth.html equation].
<math>(P_2/P_1)=(T_2/T_1)^{\gamma/(\gamma-1)}</math>, where gamma is 1.4 for air. This equation must be used with absolute pressure and temperature.<math>P_2/P_1</math>is also known as pressure ratio. For example, a pressure ratio of two (1 atm to 2 atm) will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, intercooler may be able to be avoided. Alternatively, injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture, howeverrequires an extremely solid tune otherwise your plenum is liable to turn into shrapnel.
====Blow off valve====
The purpose of a blow off valve (BOV) is to control your plenum/manifold pressure and prevent excess boost. This works in conjunction with a wastegate to manage plenum pressure to your desired pressure.

===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Drum Chargers==
p sure no one has done it in fsae, but they're out there and meme-worthy enough for a paragraph
==Forced induction manifold designs==

Intake

2020-05-15T20:38:42Z

AndrewNovotny: /* Theory */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.
=Throttle control=
should probably move down - not important enough to be all the way up here. The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info
=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency. Helmholtz resonators are most effective in single cylinder systems, as the flow through the intake can be dominated by pulsed flow characteristics at high rpms [citation definitely needed]
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
** conical spline
** top/center feed
** side feed
** <a href="http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf">http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf</a> source for intake shape
** dual plenum
** variable volume

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.
=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?|| i can go through my FSAE MI 2018 handbook this weekend, but its only 120 teams, out of the hundreds in the world, maybe a FB and reddit poll?]
==Turbocharging==
===Theory===
[[File:Turbo Diagram.gif|right|middle|thumb|Turbo system diagram]]A turbocharger works by compressing intake air by harvesting thermal energy, traditionally discarded, from the exhaust. The general flow of air through a turbocharged system can be seen to the right. Theoretically, the higher plenum pressure you can run and not produce knock, the more power you can extract from your engine package. The liability to knock is based upon many factors, including but not limited to, fuel choice, fuel injection location, and compression ratio.
====Cooling charge air====
The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according to the [https://www.grc.nasa.gov/WWW/K-12/airplane/compth.html equation].
<math>(P_2/P_1)=(T_2/T_1)^{\gamma/(\gamma-1)}</math>, where gamma is 1.4 for air. This equation must be used with absolute pressure and temperature.<math>P_2/P_1</math>is also known as pressure ratio. For example, a pressure ratio of two (1 atm to 2 atm) will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, intercooler may be able to be avoided. Alternatively, injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture, howeverrequires an extremely solid tune otherwise your plenum is liable to turn into shrapnel.
====Blow off valve====

===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Drum Chargers==
p sure no one has done it in fsae, but they're out there and meme-worthy enough for a paragraph
==Forced induction manifold designs==

Intake

2020-05-15T20:37:21Z

AndrewNovotny: /* Cooling charge air */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.
=Throttle control=
should probably move down - not important enough to be all the way up here. The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info
=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency. Helmholtz resonators are most effective in single cylinder systems, as the flow through the intake can be dominated by pulsed flow characteristics at high rpms [citation definitely needed]
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
** conical spline
** top/center feed
** side feed
** <a href="http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf">http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf</a> source for intake shape
** dual plenum
** variable volume

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.
=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?|| i can go through my FSAE MI 2018 handbook this weekend, but its only 120 teams, out of the hundreds in the world, maybe a FB and reddit poll?]
==Turbocharging==
===Theory===
[[File:Turbo Diagram.gif|right|middle|thumb|Turbo system diagram]]A turbocharger works by compressing intake air by harvesting thermal energy, traditionally discarded, from the exhaust. The general flow of air through a turbocharged system can be seen to the right. Theoretically, the higher plenum pressure you can run and not produce knock, the more power you can extract from your engine package. The liability to knock is based upon many factors, including but not limited to, fuel choice, fuel injection location, and compression ratio.
====Cooling charge air====
The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according to the [https://www.grc.nasa.gov/WWW/K-12/airplane/compth.html equation].
<math>(P_2/P_1)=(T_2/T_1)^{\gamma/(\gamma-1)}</math>, where gamma is 1.4 for air. This equation must be used with absolute pressure and temperature.<math>P_2/P_1</math>is also known as pressure ratio. For example, a pressure ratio of two (1 atm to 2 atm) will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, intercooler may be able to be avoided. Alternatively, injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture, howeverrequires an extremely solid tune otherwise your plenum is liable to turn into shrapnel.

===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Drum Chargers==
p sure no one has done it in fsae, but they're out there and meme-worthy enough for a paragraph
==Forced induction manifold designs==

Intake

2020-05-15T20:35:50Z

AndrewNovotny: /* Cooling charge air */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.
=Throttle control=
should probably move down - not important enough to be all the way up here. The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info
=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency. Helmholtz resonators are most effective in single cylinder systems, as the flow through the intake can be dominated by pulsed flow characteristics at high rpms [citation definitely needed]
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
** conical spline
** top/center feed
** side feed
** <a href="http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf">http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf</a> source for intake shape
** dual plenum
** variable volume

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.
=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?|| i can go through my FSAE MI 2018 handbook this weekend, but its only 120 teams, out of the hundreds in the world, maybe a FB and reddit poll?]
==Turbocharging==
===Theory===
[[File:Turbo Diagram.gif|right|middle|thumb|Turbo system diagram]]A turbocharger works by compressing intake air by harvesting thermal energy, traditionally discarded, from the exhaust. The general flow of air through a turbocharged system can be seen to the right. Theoretically, the higher plenum pressure you can run and not produce knock, the more power you can extract from your engine package. The liability to knock is based upon many factors, including but not limited to, fuel choice, fuel injection location, and compression ratio.
====Cooling charge air====
The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according to the [https://www.grc.nasa.gov/WWW/K-12/airplane/compth.html equation].
<math>(P_2/P_1)=(T_2/T_1)^{\gamma/(\gamma-1)}</math>, where gamma is 1.4 for air. This equation must be used with absolute pressure and temperature.<math>P_2/P_1</math>is also known as pressure ratio. In one example case, a pressure ratio of two will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, intercooler may be able to be avoided. Alternatively,injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture, howeverrequires an extremely solid tune otherwise your plenum is liable to turn into shrapnel.

===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Drum Chargers==
p sure no one has done it in fsae, but they're out there and meme-worthy enough for a paragraph
==Forced induction manifold designs==

Intake

2020-05-15T19:51:05Z

AndrewNovotny: /* theory */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.
=Throttle control=
should probably move down - not important enough to be all the way up here. The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info
=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===
=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
** conical spline
** top/center feed
** side feed
** <a href="http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf">http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.582.6654&rep=rep1&type=pdf</a> source for intake shape
** dual plenum
** variable volume

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.
=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?]
==Turbocharging==
===Theory===
[[File:Turbo Diagram.gif|right|middle|thumb|Turbo system diagram]]A turbocharger works by compressing intake air by harvesting thermal energy, traditionally discarded, from the exhaust. The general flow of air through a turbocharged system can be seen to the right. Theoretically, the higher plenum pressure you can run and not produce knock, the more power you can extract from your engine package. The liability to knock is based upon many factors, including but not limited to, fuel choice, fuel injection location, and compression ratio.
====Cooling charge air====
The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according the equation

<pre id="results">latexmath:[$(P_2/P_1)=(T_2/T_1)^{\gamma/(\gamma-1)}$]</pre>

optional and may be disregarded should your intake air temperature, measured in the plenum, be acceptable. Different methodologies to cool intake air include injecting E85 upstream of the runner to cool the air via the evaporation. This is functional, but requires an extremely solid tune otherwise your plenum is liable to turn into shrapnel.

Additionally, complexity of the turbocharged system can be increased by electronic actuation of the blow-off valve (BOV) and

In FSAE systems, special attention must be given to the affect of the restrictor on compressor inlet and throttle body on compressor outlet due to

===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Drum Chargers==
p sure no one has done it in fsae, but they're out there and meme-worthy enough for a paragraph
==Forced induction manifold designs==

File:Turbo Diagram.gif

2020-05-15T19:01:40Z

AndrewNovotny:

Basic system diagram for a turbocharged engine package. Taken from https://www.redline-motorsports.net/how-does-a-turbocharger-work-2/ . Unsure how to cite an image.

Intake

2020-05-15T18:57:50Z

AndrewNovotny: /* Forced induction */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?, not sure how to cite that I saw like 5/100 at competition in Michigan and Lincoln, maybe the competition handbooks?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T18:56:41Z

AndrewNovotny: /* Supercharging/Procharging */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
ETS pls
===theory===
===trade-offs===

==Forced induction manifold designs==

Intake

2020-05-15T18:46:59Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon)

Maybe make an intake system terminology section? I agree though, probably better to have more than less information

{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T18:43:24Z

AndrewNovotny: /* == */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning (ram, helmholtz)=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon){{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T18:43:10Z

AndrewNovotny: /* Trade-offs */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning (ram, helmholtz)=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon){{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system
* Allows for movement of your torque curve 

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance
* Can only tune to one optimal frequency, unless baffles are integrated

======

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T18:42:42Z

AndrewNovotny: /* Ram tuning */

[[Category: Internal Combustion]]

'''Topics to add:'''

packaging

material choice

heat management

heating from restrictor

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
now that I think about this, I think the rabbit hole details for throttle like cabling and non-butterfly throttles should get a separate page - will do later if y'all dont (-simon)
===Butterfly===
===Barrel===
===Iris===

==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''
==ETC==
{{Main|Electronic Throttle Control}}
overview and driving rationale
how it fits into system
not specific design info

=Intake tuning (ram, helmholtz)=
(I dont know where this should go: The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors. (i think this is a great place for it, maybe a section about intake structure above this to clear up all the terminology? -simon){{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
==Ram tuning==

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.The parameters to adjust regarding ram tuning is the diameter and length of your intake runner, in port injection applications, this is also known as the injector body.

In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
===Trade-offs===
====Pros====

* Relatively simple system

* Allows for movement of your torque curve

====Cons====

* Simulations are often inaccurate and may require on vehicle testing to confirm optimal performance

* Can only tune to one optimal frequency, unless baffles are integrated

======

==Helmholtz resonators==
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.
===trade-offs===
===mounting===

=Plenum=

* why we have plunem
* sizing considerations
* shape/ form factor?
=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

agreed, also is a good lead-in to forced induction

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency. 
This limit can be exceeded by increasing the upstream pressure to greater than 1 atmosphere. This pressure increase is called forced induction.

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. A denser charge will also combust faster, yielding greater energy utilization and efficiency. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated. [citation?]
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T18:09:55Z

AndrewNovotny: /* Manifold design */

Intake

2020-05-15T18:00:53Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
If using a cable actuated throttle, the choice and routing of cable are important considerations. A push-pull cable has negligible stretch/flex over time and will give the greatest consistency [citation needed for strecth comparison]. 
Other popular choices are shifting and brake cables used on bicycles. [structure of bike brake cable v shifter cable]. A brake cable will always have some stretch, and a thicker gage will stretch less.

Cable fittings are either swage or swageless. Swage fittings are permanently attached by crimping (swaging). Swawgeless fittings can be attached to the cable in a number of ways including set screws or collets. [citation for fittings] Swageless fittings allow for a degree of adjustment as the cable stretches.

[insert image of swageless v swage fittings]

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or slightly damaged, a liberal dose of a high quality oil such as motor oil is desirable[ciitation needed]. Non-synthetic oils like mineral oil can degrade the cable housing [citation needed]. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer [citation needed].

Further reading here: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a>

'''add routing info also'''

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

==trade-offs==
==mounting==

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated.
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T17:56:36Z

AndrewNovotny: /* Supercharging/Turbocharging */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

==trade-offs==
==mounting==

=Forced induction=
Forced induction is done by utilizing a compressor to increase the pressure seen in your manifold/plenum, leading to increased engine power and efficiency. This is accomplished by the higher manifold pressures being able to force more air into the cylinder/s on each intake stroke. The increased air in the cylinder means you can burn more fuel and maintain the same air-fuel-ratio. Common methods of implementing forced induction is by turbocharging, supercharging, or procharging. Within FSAE, a fair number of teams run forced induction, but the majority remain naturally aspirated.
==Turbocharging==
===theory===
===trade-offs===
==Supercharging/Procharging==
===theory===
===trade-offs===
==Forced induction manifold designs==

Intake

2020-05-15T17:39:07Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:38:00Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|align=right}}

Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:37:32Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying t{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|align=right}}he length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:36:21Z

AndrewNovotny: /* Restrictor Power Limit Derivation */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor power limit derivation =
'''Should we put in separate page?'''

I think it is good information, but shouldn't be at the top because it isn't the most important aspect of the intake system. Probably put the limit in basic info and reference the calculation further down in the page.

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk}}

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:34:18Z

AndrewNovotny: /* Basic theory */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=
[[File:MiscIntake.JPG|right|middle|thumb|Intake system diagram]]The intake system's purpose is to direct ambient air to your engine's air intake. On more traditional road cars and unrestricted race cars, the throttle is generally placed at the inlet of your intake runner (probably should have a source) to promote fast engine response. However, allowing a manifold between the restrictor and throttle body will limit the effects of the restriction(citation). This is negated in FSAE by preventing a large volume (plenum/manifold, intercooler, etc.) prior to the throttle body. The order of system components defined by rules can be seen in the figure right and each component is discussed further down this page.

=Restrictor Power Limit Derivation =
'''Should we put in separate page?'''

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk}}

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

File:MiscIntake.JPG

2020-05-15T17:19:28Z

AndrewNovotny:

Intake system diagram take directly from 2020 FSAE rule book

Intake

2020-05-15T17:12:23Z

AndrewNovotny: /* Manifold design */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
'''Should we put in separate page?'''

general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk}}

==trade-offs==
==mounting==

=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:09:21Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

go for it boss

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk}}

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:08:49Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

go for it boss

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=left}}

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:08:26Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

go for it boss

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).
The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.
Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:07:44Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

go for it boss

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

<pre>{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}</pre>

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T17:07:06Z

AndrewNovotny: /* Intake tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

go for it boss

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimize performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine. This phenomena can be seen in the video below.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine. Both ram tuning and Helmholtz resonators are simple methods to increase engine efficiency.

<pre>{{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}</pre> 

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T16:53:45Z

AndrewNovotny: /* Form fact */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa
|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energy output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

Agree, I think moving this to manifold would be beneficial

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimise performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine.

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T16:51:09Z

AndrewNovotny: /* tuning (ram, helmholtz) */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa

|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energey output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

==Intake tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimise performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine.

==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T16:50:43Z

AndrewNovotny: /* basic theory */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=Basic theory=

=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa

|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energey output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

==tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimise performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine.
==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T16:50:30Z

AndrewNovotny: /* throttle control */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=basic theory=
=Restrictor Power Limit Derivation =
general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa

|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energey output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=Throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==Throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==Cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

==tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimise performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine.
==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==

Intake

2020-05-15T16:48:32Z

AndrewNovotny: /* throttle control */

[[Category: Internal Combustion]]

Current/Proposed Outline:
=basic theory=
=restrictor implications=
we don't have the math extension yet, so this is gonna look wack until we do general [https://www.grc.nasa.gov/WWW/K-12/airplane/mflchk.html equation] for ideal compressible gas flow:
{| class="wikitable"
|-
|A 
|Area 
|-
|R 
|Gas Constant 
|-
|<math>T_t</math> 
|Total Temperature 
|-
|<math>\gamma</math> 
|Specific Heat Ratio 
|-
|M 
|Mach number 
|-
|<math>P_t</math>
|Total Pressure 
|}
 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}*\sqrt{\frac{\gamma}{R}}*M*(1+\frac{\gamma-1}{2}*M^2)^{-\frac{\gamma+1}{2(\gamma-1)}}</math> when M becomes 1, the flow is considered choked. The equation becomes: 
<math>mdot = \frac{A*p_t}{\sqrt{T_t}}\sqrt{\frac{\gamma}{R}}(1+\frac{\gamma-1}{2})^{-\frac{\gamma+1}{2(\gamma-1)}}</math> With some basic assumed values at sea level, the maximum mass air flow through the restrictor can be found: 
{| class="wikitable"
|-
|A 
|3.14 e-4 
|m^2
|-
|R 
|0.286 
|kJ/kg-K
|-
|<math>T_t</math> 
|300 
|K
|-
|<math>\gamma</math> 
|1.4 
|
|-
|M 
|1 
|
|-
|<math>P_t</math>
|101.325
|kPa

|}
[citation needed for above values?]

 Plugging these into the equation above yields a steady state mass flow rate of 0.074 kg air per second If we assume an AFR of 13.1 (typical lambda for high torque for NA engines[citation needed]), and a QLHV of 46 MJ/kg [citation needed], the mass air flow yields a power limit of 265.5 kW or 356 hp total energey output. If the thermal efficiency of the engine is assumed to be a nominal 33%, the maximum available mechanical power is 88.5 kW or 118 horsepower with 100% volumetric efficiency.

=throttle control=
The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between your turbocharger/supercharger and manifold. Common solutions include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).
==throttle form factors==
===Butterfly===
===Barrel===
===Iris===
==cabling==
just copy/paste from old documentation, will clean up in another edit:

Foregoing a push pull cable, a bicycle brake cable will work perfectly fine. There is a lot of slack in the cable however, so a thicker gauge will stretch less. If the bike-cable is kept, proper, preferably swageless ends are to be usedswageless:
https://www.electrolineusa.com/industrial/wire-rope-fittings/Swaged: <a href="https://www.nicopress.com/products/category/wire-rope?type=Stop">https://www.nicopress.com/products/category/wire-rope?type=Stop</a>

Dry lube like graphite or molybdenum disulfide are the best go to for high quality cable sheathing. However, if the cable is in a wet/humid environment or the sheathing is old or looks shady[word choice], a liberal dose of a high quality oil is desirable. Non-synthetic oils like mineral oil degrade the cable housing, so don’t use. WD-40 may also degrade the housing and will dissolve the lubricant applied to the cable by the manufacturer so be careful if used. Motor oil is a good default.Read for cabling how to’s: <a href="https://www.sheldonbrown.com/cables.html">https://www.sheldonbrown.com/cables.html</a> [change to "further reading" or smth]

==ETC==

=Manifold design=
The intake manifold typically runs from the plenum to the cylinder heads / air intake ports on the engine. It's design can be adjusted to increase performance using the tuning methods below. The manifold also contains ports for the fuel injectors.
==Form fact==
Not sure if an extra section is needed for plenum or if that is included in 'manifold'? Always thought that manifold was just the intake runners leaving the plenum...

I definitely think plenum and plenum tuning should get its own bit! good catch. i had form factor here as just a place to put all the different ways to lay runners: 4x1, 2x2, angles, lengths (i know some teams run two cyl w very short runners ans 2 with long runners even) ,plenum shapes etc, but maybe its not needed as a section here?

==tuning (ram, helmholtz)==
Tuning takes two forms for the intake manifold: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold (including Helmholtz resonators).

The basic principle behind ram tuning is that a cylinder intakes air at a particular frequency, i.e. a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence ram tuning is done to optimise performance at a selected rpm. The way in which it is implemented is to modify the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next lot of air. This means that the pressure at the inlet will be higher whenever the engine needs air, giving better volumetric efficiency for the engine.

Helmholtz resonators work by having a thin neck followed by an open cavity attached to the engine's intake. Their design result in low pressure at the neck, sucking in more air, and resulting in higher pressure air in the cavity, which can then feed the engine.
==trade-offs==
==mounting==
=Supercharging/Turbocharging=
==theory==
==trade-offs==
==manifold design==