fswiki.us - User contributions [en]

Tires

2020-05-20T12:51:35Z

Marius:

Good smelling round things
=Theory Stuff=
[[G-g Diagram|G-g Diagram]]

=List of Tires=
[https://www.millikenresearch.com/fsaettc.html Formula SAE Tire Test Consortium]

==Dry==

{| class="wikitable"
|-
|'''Make'''
|'''Model'''
|'''Size'''
|'''Weight'''
|'''Comments'''
|'''TTC'''
|-
|Continental
|
|
|
|
|
|-
|Goodyear
|
|
|
|
|
|-
| rowspan="9"|Hoosier <code><ref>https://www.hoosiertire.com/images/content/files/FormulaSAE19(1).pdf</ref></code> 
|
|16.0 x 6.0-10 
|~3.2kg 
|
|
|-
|
|16.0 x 7.5-10
|~3.6kg
|
|
|-
|
|6.0/18.0-10
|~3.6kg
|
|
|-
|
|18.0 x 6.0-10
|~4kg
|
|
|-
|
|18.0 x 7.5-10
|~4.5kg
|
|
|-
|
|19.5 x 6.5-10
|~4.5kg
|
|
|-
|
|19.5 x 7.5-10
|~5kg
|
|
|-
|
|20.5 x 7.0-13
|~5kg
|
|
|-
|
|20.0 x 7.5-13 
|~5.4kg
|
|
|-
|Pirelli 
|
|
|
|
|
|}

==Wet==

{| class="wikitable"
|-
|'''Make'''
|'''Model'''
|'''Size'''
|'''Weight'''
|'''Comments'''
|'''TTC'''
|-
| rowspan="2"|Hoosier
|
|
|
|
|
|-
|
|
|
|
|
|-
|
|
|
|
|
|
|}

[[Category:Suspension]]
=References=
<code><references /></code>

List of Engines

2020-05-20T12:19:13Z

Marius:

Stock engine stats, if you want to put your custom high compression boosted r6 pumping out 150 hp, make another table stuttgart

Guys we dont need to list every school that runs a yamaha r6 or other common engines, there are 500 teams who run the common engines. There's only one who runs a rotax, or a B&S, just cause the columns there, doesn't mean it needs to be filled.
==Single Cylinder Engines==

{| class="wikitable"
|- style="height: 18px;" data-mce-style="height: 18px;"
! style="height: 18px;" data-mce-style="height: 18px;"|Make
! style="height: 18px;" data-mce-style="height: 18px;"|Model 
! style="height: 18px;" data-mce-style="height: 18px;"|Year
! style="height: 18px;" data-mce-style="height: 18px;"|Displacement [cc] 
! style="height: 18px;" data-mce-style="height: 18px;"|Peak Torque 
! style="height: 18px;" data-mce-style="height: 18px;"|Peak Power 
! style="height: 18px;" data-mce-style="height: 18px;"|Weight 
! style="height: 18px;" data-mce-style="height: 18px;"|Power to Weight Ratio 
! style="height: 18px;" data-mce-style="height: 18px;"|School(s)
! style="height: 18px;" data-mce-style="height: 18px;"|Notes 
|- style="height: 18px;" data-mce-style="height: 18px;"
| style="height: 18px;" data-mce-style="height: 18px;"|Briggs and Stratton
| style="height: 18px;" data-mce-style="height: 18px;"|Model 20
| style="height: 18px;" data-mce-style="height: 18px;"|1872-2016
| style="height: 18px;" data-mce-style="height: 18px;"|305
| style="height: 18px;" data-mce-style="height: 18px;"|2.1 lb-ft
| style="height: 18px;" data-mce-style="height: 18px;"|Unlimited HP
| style="height: 18px;" data-mce-style="height: 18px;"|5.5lbs
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
|- style="height: 36px;" data-mce-style="height: 36px;"
| style="height: 36px;" data-mce-style="height: 36px;"|Honda
| style="height: 36px;" data-mce-style="height: 36px;"|CRF450X
| style="height: 36px;" data-mce-style="height: 36px;"|
| style="height: 36px;" data-mce-style="height: 36px;"|449.7
| style="height: 36px;" data-mce-style="height: 36px;"|45.6 Nm (33.63 lb-ft)
| style="height: 36px;" data-mce-style="height: 36px;"|39.5 kW (53.03 HP)
| style="height: 36px;" data-mce-style="height: 36px;"|29.5 kg (65lbs)
| style="height: 36px;" data-mce-style="height: 36px;"|1.34 kW/kg (0.82 HP/lb)
| style="height: 36px;" data-mce-style="height: 36px;"| 
| style="height: 36px;" data-mce-style="height: 36px;"| 
|- style="height: 18px;" data-mce-style="height: 18px;"
| style="height: 36px;" rowspan="2" data-mce-style="height: 36px;"|Yamaha 
| style="height: 18px;" data-mce-style="height: 18px;"|WR450 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
| style="height: 18px;" data-mce-style="height: 18px;"| 
|- style="height: 18px;" data-mce-style="height: 18px;"
| style="height: 18px;" data-mce-style="height: 18px;"|YZF450
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|ATV motor
|- style="height: 36px;" data-mce-style="height: 36px;"
| style="height: 48.0333px;" rowspan="3" data-mce-style="height: 48.0333px;"|KTM
| style="height: 36px;" data-mce-style="height: 36px;"|450 SX-F
| style="height: 36px;" data-mce-style="height: 36px;"|2016-20
| style="height: 36px;" data-mce-style="height: 36px;"|449
| style="height: 36px;" data-mce-style="height: 36px;"|45.7 Nm (33.7 lb-ft)
| style="height: 36px;" data-mce-style="height: 36px;"|39.7 kW (53.2 HP)
| style="height: 36px;" data-mce-style="height: 36px;"|26.8 kg (59lbs)
| style="height: 36px;" data-mce-style="height: 36px;"|1.48 kW/kg (0.902 HP/lb)
| style="height: 36px;" data-mce-style="height: 36px;"|
| style="height: 36px;" data-mce-style="height: 36px;"|Internal Dry-sump system [//https://www.dirtrider.com/resizer/vKifA1QP8QAmI0UjI6VJ8lNYPiY=/2068x1232/arc-anglerfish-arc2-prod-bonnier.s3.amazonaws.com/public/3KLGLV3COBGOXOTK2KAOYMO6VM.jpg 2020 Dyno Graph ] 
|- style="height: 29px;" data-mce-style="height: 29px;"
| style="height: 29px;" data-mce-style="height: 29px;"|690 Gen III
| style="height: 29px;" data-mce-style="height: 29px;"|2008-2011
| style="height: 29px;" data-mce-style="height: 29px;"|653.7
| style="height: 29px;" data-mce-style="height: 29px;"|65 Nm (48 lb-ft)
| style="height: 29px;" data-mce-style="height: 29px;"|45.9 kW (61.6 HP)
| style="height: 29px;" data-mce-style="height: 29px;"|
| style="height: 29px;" data-mce-style="height: 29px;"|
| style="height: 29px;" data-mce-style="height: 29px;"|Texas Tech
| style="height: 29px;" data-mce-style="height: 29px;"| 
|- style="height: 15px;" data-mce-style="height: 15px;"
| style="height: 15px;" data-mce-style="height: 15px;"|690 Gen V(?)
| style="height: 15px;" data-mce-style="height: 15px;"|2016-
| style="height: 15px;" data-mce-style="height: 15px;"|693
| style="height: 15px;" data-mce-style="height: 15px;"|75N⋅m (55lb⋅ft)
| style="height: 15px;" data-mce-style="height: 15px;"|54kW (73hp)
| style="height: 15px;" data-mce-style="height: 15px;"|40.8kg (90 lbs) 
| style="height: 15px;" data-mce-style="height: 15px;"|1.32 kW/kg (0.811 HP/lb)
| style="height: 15px;" data-mce-style="height: 15px;"|
| style="height: 15px;" data-mce-style="height: 15px;"|We got 68hp and 47lb⋅ft 
|- style="height: 18px;" data-mce-style="height: 18px;"
| style="height: 18px;" data-mce-style="height: 18px;"|Rotax
| style="height: 18px;" data-mce-style="height: 18px;"|DS450
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|449
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|Polytechnique Montreal
| style="height: 18px;" data-mce-style="height: 18px;"|ATV motor
|- style="height: 18px;" data-mce-style="height: 18px;"
| style="height: 18px;" data-mce-style="height: 18px;"|Suzuki
| style="height: 18px;" data-mce-style="height: 18px;"|LTR450
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|
| style="height: 18px;" data-mce-style="height: 18px;"|Air Force
| style="height: 18px;" data-mce-style="height: 18px;"| 
|}

==Two Cylinder Engines==

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Aprilia
|450 SXV
|
|
|
|
|
|
|York College
| 
|-
|Briggs and Stratton
|Vanguard V-Twin
|
|
|
|
|
|
|Tennessee Tech
|[[Industrial Motors|Industrial engine]]
|-
|Honda
|CBR500RR
|
|474
|
|
|
|
|Bradley University
| 
|-
|Kawasaki
|Ninja 650
|2006-
|649
|64N⋅m (47lb⋅ft)
|53 kW (71hp)
|
|
|
|
|-
| rowspan="2"|Yamaha 
|YZF-R3 
|
|321
|29.6 Nm 
(21.8 lb-ft)
|31 kW 
(42 lb-ft)
|40 kg 
(88 lb)
|0.775 kW/kg 
(0.48 HP/lb)
|U of North Dakota, U of Texas - Arlington
|Weight includes some factory hoses. 
|-
|Genesis 80FI
| 
|499
|
|
|
| 
|U of Michigan - Dearborn
|Parallel twin, used for snowmobiles
|}

==Three Cylinder Engines==

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Triumph 
|675 Daytona 
|
| 
| 
| 
| 
| 
|San Jose State, Rutgers(not currently) 
| 
|}

==Four Cylinder Engines==

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
| rowspan="5"|Honda
|CBR 600F4i
|2001-2006 
(there are 2 iterations in there)
| rowspan="5"|599
|
|
|~61 kg (~135 lbs)
|
|Used by many teams 
|
|-
| rowspan="4"|CBR 600RR 
|2003-2006
|
|
|
|
|
|not sure if anyone runs an RR this old, but hey fair game
|-
|2007-2008
|66 Nm (48.7 lb-ft)
|88 kW (118 HP)
|62 kg (137 lb)
|1,42 W/g (0.86 HP/lb)
|Used by many teams 
|weight includes oil 
|-
|2009-2012
| 
| 
| 
| 
|
| 
|-
|2013-2017
| 
| 
| 
| 
|
| 
|-
|Kawasaki
|Ninja ZX6R 
|2012-2018
|636
|
|
|
|
|U of Nebraska - Lincoln
| 
|-
| rowspan="2"|Suzuki
| rowspan="2"|GSX-R600
|2001-2003
| rowspan="2"|599
| 
| 
| 
| 
|University of Arizona
|
|-
|??-??
|
|
|
|
|
|lighter transmission
|-
|Yamaha 
|R6 
|2003-2005
|599 
| 
| 
|52 kg (115 lb)
| 
|TU Dortmund, Uni Stuttgart, UAS Kempten, UAS Aachen, UAS Coburg 
|Weight without fluids 
|}

==Greater than Four Cylinder Engines==
Although technically feasible, no OEM engines that are less than 710cc have more than 4 cylinders; so to have more than 4 cylinders would require either a custom crankshaft on a larger engine, or a completely custom engine block. Western Washington University built a custom V8 engine for their 2001 car, and are the only team to have had more than four cylinders.

[[category:Internal Combustion]]

Fuel

2020-05-20T10:19:04Z

Marius:

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. Fuels and the fuel system are covered in IC.5 of the FSAE Rules. [find fs rules and say what they are here too] No fuel additives can be used<ref>(2020).''Formula SAE Rules 2020''(v2.1) Location: FSAEonline. https://www.fsaeonline.com/cdsweb/gen/DocumentResources.aspx.</ref>
=Chemistry=
==Gasoline==
Although the gasoline supplied at the pump, and in US competition is 5-10% ethanol (check about in other countries), gasoline is typically approached chemically as pure octane. 
<math> 2\text{C}_8\text{H}_{18}(l)+25\text{O}_2(g) \rightarrow 16\text{CO}_2(g) + 18\text{H}_2\text{O}(g) </math> 

if we use atomic weights for carbon, hydrogen, and oxygen, we find that 2 mol of octane is 224 grams, 25 mol of oxygen is 800 grams which comes from 3809 grams of 21 percent air. This yields an air fuel ratio of 17.

Since gasoline is not pure octane and air is not exactly 21% oxygen. Experimentation yields the stoichiometric ratio of 14.7 grams of air per gram of fuel<ref><cite id="CITEREFHillierPittuck1966" class="citation book">Hillier, V.A.W.; Pittuck, F.W. (1966). "Sub-section 3.2".''Fundamentals of Motor Vehicle Technology''. London:Hutchinson Educational.ISBN 0 09 110711 3.</ref>.
==Ethanol==
The ethanol used in competition is E85, nominally 85% ethanol and 15% gasoline,.
=System Design=
==Fuel Storage==
[[File:Intake and fuel packaging.PNG|right|middle|thumb|I.C.1.2 Packaging Restrictions]] The fuel tank design rules can be found in IC.5.2 for FSAE and ___ for FS.
volume determination
* ways to pick factor of safety
** competition strategy
fixed volume only

===Rigid Container===
mounting 
* cannot be stressed or loaded in any way by frame - no 3 hard points for mounting
material 
form factor (exterior and interior) 
sloshing is a meme
===Bladder===
just pour the gas in a kroger bag and let it flop in the wind /s must be enclosed by a non-flexible container that is rigidly connected to the chassis and may be load bearing
==Fuel Lines==

{| class="wikitable"
|-
!|Material 
!|Internal Diameter [in]
!|Pressure [psi]
!|Cost [per foot]
!|Minimum Bend Radius [in] 
!|Supplier
!|Notes
|-
| style="text-align:center" colspan="7"|Hard Lines 
|-
|Aluminum 
|3/8-1/2 (OD) 
|250 
|2+
|
|Russell
|[https://www.jegs.com/p/Russell/Russell-Aluminum-Hard-Lines/2861386/10002/-1 link] 
pressure rating is wall thickness dependent
|-
|Aluminum (0.035 wall thickness)
|1/4-5/8 (OD) 
|200
|0.68
|
|Summit
|
[https://www.summitracing.com/parts/sum-g2538 link] pressure rating not specified formally, only mentioned in Q&A with conflicting answers, trust with caution
|-
|Nickel/Copper Alloy (0.028 wall thickness)
|.132
|unspecified
|1.28
|
|Summit
|[https://www.summitracing.com/parts/sum-220216-25 link] sold as pressure rated comparable to mild steel brake line
|-
|304 Steel (0.028 wall thickness)
|.257-.319 
(5.16-3/8 OD)
|3500
|2
|
|JEGS
|
[https://www.jegs.com/i/JEGS/555/635202/10002/-1 link]
|-
| style="text-align:center" colspan="7"|Soft Lines
|-
|Nitrile Rubber* 
|3/8 
|50 
|0.88
|
|JEGS
|[https://www.jegs.com/i/JEGS/555/15998/10002/-1 link]
|-
|Nitrile* (Neoprene* cover)
|1/8
|50
|0.8
|
|Dayco
|[http://www.daycoproducts.com/dayco®-fuel-line-hose product details] cannot buy direct
|-
|Buna-N*
|3/16+
|50
|1.1
|1.25
|McMaster
|[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link] yarn reinforced
|-
|Buna-N*
|3/4+
|150
|7
|3
|McMaster
|[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link]
steel wire reinforced
|-
| style="text-align:center" colspan="7"|Braided Lines
|-
|Nitrile Rubber* and Steel 
|1/4+
|50
|3.50+
|
|Spectre
|[https://www.jegs.com/i/Spectre/865/29225/10002/-1 link]
|-
|Nitrile Rubber* and Stainless Steel
|0.22+ (4AN+)
|1000
|6+
|2
|Pegasus
|[https://www.pegasusautoracing.com/productselection.asp?Product=3270 link]
|-
|PTFE and Stainless Steel
|0.27+ (4AN+)
|1320
|11.3+
|0.75
|Pegasus
|[https://www.pegasusautoracing.com/productselection.asp?Product=3480 link]
|-
|PTFE and Aramid
|0.27+ (4AN+)
|1320
|21.3+
|0.92
|Pegasus
|[https://www.pegasusautoracing.com/productselection.asp?Product=3490 link]
|-
|PTFE and Polyester
|0.38+
|305+
|15.8+
|2
|Pegasus
|[https://www.pegasusautoracing.com/productselection.asp?Product=3495 link]
|}
<nowiki>*</nowiki> [https://www.highpowermedia.com/Archive/elastomer-compatibility-with-ethanol-in-fuel not compatible with e85]
===Hard Lines===
only legends do this [citation needed]
+weight - cost -manufacturing +pressure - not as reusable year to year 
===Soft Lines===
pressure and solvent rated e85 sucks for this +cost +manufacturing +reusable year to year / design to design -pressure 
===Braided===
you're gonna poke you're eye out kid - cost - mfg - i hate + reusable + pressure rated
==Filling==
===Filler Neck===
===Sight Tube===
==Venting==
==Pump and Pressures==
===Low Pressure===
under 10 bar depends on injectors, we ran 3 bar, not sure what other people did low pressure if for tbi and pi
====Fuel Rail====
critical fasteners
===High Pressure===
systems running at or above 10 bar
high pressure is for di FSAE - Fuel lines must be stainless steel hard-line or "Aeroquip FC807 smooth bore PTFE hose with stainless steel reinforcement and visible Nomex tracer yarn" (although you can run something similar if you get approval before comp) supply before boost pump is considered low pressure
====Fuel Rail====
must be able to withstand max force not including cyl pressure critical fasteners

----talk about filters here? contribute to pressure loss...
==Injectors==
===Placement===
====Throttle Body Injection====
basically electornic carb
====Port Fuel Injection====
Fuel Injected into the [[Intake|ports]] just before entering the combustion chamber. Usually leads to well mixed charge [citation needed]
====Direct Fuel Injection====
big boys do this [citation needed]
===Classification by Resistance===
====Low Resistance====
Usually 0.5 - 5 Ohm. Also called "peak-and-hold-injectors". From this name you can directly infer the mode of operation. In the beginning the ECU has to give a high current to the valve to open it quickly. This is the peak. Then a lower current is sufficient to keep the valve open. A common ratio of the currents is 4:1.

However, for this the ECU must also have a controller that can supply the different currents. The advantage of this system is that due to the high current at the beginning the valve can be opened very quickly. However, this is no longer necessary nowadays, because even valves with high resistance can provide the necessary flow.
====High Resistance====
Usisally 8 - 15 Ohm. Also known as a "saturated drive injector". These are much easier to control, as only the circuit has to be closed and the resistance of the valve controls the current.
==Firewall==
do we need to talk about this here? its in rules, but covered mainly in T.1.8 which isnt fuel
=Fuel Strategy=
==How it's scored at comp==
==Efficiency==
===Consumption vs. Thermal Efficiency===
===BSFC===
link for calc citations[https://x-engineer.org/automotive-engineering/internal-combustion-engines/performance/brake-specific-fuel-consumption-bsfc/] copying from old school notes so i'll have to add context later -simon

this is for finding fuel consumption (mpg or equivalent) w bsfc chart

P_me (mean effective pressure)

n_mot (motor speed)

i_G (gear ratio for selected gear)

i_sec (FDR)

r_dyn (dynamic radius of tire)

V_d (displacement volume of engine)

i (constant for 4 stroke)

F_req (tractive force required)

p_me = (2pi*T_motor_required)/(V_d * i) = (2pi)/(V_d*i) * ((Freq * rdyn)/(i_G * i_sec) + T_low)

n_mot = (Velocity*i_g*i_sec)/(2*pi*r_dyn)

be (fuel consumption) usually experimentally determined

B_time = b_e*Pe/rho_fuel = b_e*p_me*V_d*n_mot*i/rho_fuel

B_distance = B_time/V

i = 0.5 for 4-stroke engine

[[Category: Internal Combustion]]

User:Marius

2020-05-20T10:10:20Z

Marius: Created page with "Know a little bit of everything, so please don't quote me on the details. Usually get the engine to run though, so can't be all wrong."

Know a little bit of everything, so please don't quote me on the details. Usually get the engine to run though, so can't be all wrong.

Thread:Talk:Fuel/Sould we break this up into multiple articles?

2020-05-20T10:07:55Z

Marius: New thread: Sould we break this up into multiple articles?

The article is already quite long while many chapters are basically empty. I'd say we need dedicated articles for fuel storage, injectors, pump and pressure, and maybe strategy. what do you guys think?

List of Engines

2020-05-18T13:21:01Z

Marius:

Stock engine stats, if you want to put your custom high compression boosted r6 pumping out 150 hp, make another table stuttgart

=Single Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Honda
|CRF450X
|
|449.7
|33.63 lb-ft
|53.03 HP
|65lbs
|0.82 HP/lb
| 
| 
|-
| rowspan="2"|Yamaha 
|WR450 
|2018
|449
|31.4 lb-ft
|46.4 HP
|~62lbs
|~0.75 HP/lb
|Worcester Polytechnic Institute
|WiSECO high compression piston 
-the engine doesnt have a high compression piston stock (if it did it wouldnt be called a high compression piston), if WPI runs it with that, maybe mention it in the common engines section of the [[Engine|engine article]] or the wr450 its own page, it probably deserves it, this table is more a place for engine comparisons, the schools column is a who's who to reach out to for the weird engines some teams run, i dont wanna be rude but theres a lot of literature about the 450 out there
|-
|YZF450
|
|
|
|
|
|
|
|ATV motor
|-
| rowspan="2"|KTM
|450 SX-F
|2016-20
|449
|33.7 lb-ft
|53.2 HP
|59lbs
|0.902 HP/lb
|
|Internal Dry-sump system [//https://www.dirtrider.com/resizer/vKifA1QP8QAmI0UjI6VJ8lNYPiY=/2068x1232/arc-anglerfish-arc2-prod-bonnier.s3.amazonaws.com/public/3KLGLV3COBGOXOTK2KAOYMO6VM.jpg 2020 Dyno Graph ] 
|-
|690 Gen III
|2008-2011
|653.7
|48 lb-ft
|61.6 HP
|
|
|Texas Tech
| 
|-
|Rotax
|DS450
|
|449
|
|
|
|
|Polytechnique Montreal
|ATV motor
|-
|Suzuki
|LTR450
|
|
|
|
|
|
|Air Force
| 
|}

=Two Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Aprilia
|450 SXV
|
|
|
|
|
|
|York College
| 
|-
|Briggs and Stratton
|Vanguard V-Twin
|
|
|
|
|
|
|Tennessee Tech
|[[Industrial Motors|Industrial engine]]
|-
|Honda
|CBR500RR
|
|474
|
|
|
|
|Bradley University
| 
|-
| rowspan="2"|Yamaha 
|YZF-R3 
|
|321
|29.6 Nm 
|31 kW 
|40 kg 
|0.775 kW/kg 
|U of North Dakota, U of Texas - Arlington
|Weight includes some factory hoses. 
|-
|Genesis 80FI
| 
|499
|
|
|
| 
|U of Michigan - Dearborn
|Parallel twin, used for snowmobiles
|}

=Three Cylinder Engines =

{| class="wikitable"
|-
|Make
|Model 
|Year
|Displacement [cc] 
|Peak Torque 
|Peak Power 
|Weight 
|Power to Weight Ratio 
|School(s)
|Notes 
|-
|Triumph 
|675 Daytona 
|
| 
| 
| 
| 
| 
|San Jose State, Rutgers(not currently) 
| 
|}

=Four Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
| rowspan="5"|Honda
|CBR 600F4i
|2001-2006 
(there are 2 iterations in there)
| rowspan="5"|599
|
|
|~61 kg
|
|
|
|-
| rowspan="4"|CBR 600RR 
|pre 2007
|
|
|
|
|
|not sure if anyone runs an RR this old, but hey fair game
|-
|2007-2008
|66 Nm 
|88 kW 
|62 kg 
|1,42 W/g 
|
|weight includes oil 
|-
|2009-2012
| 
| 
| 
| 
|
| 
|-
|2013-2017
| 
| 
| 
| 
|
| 
|-
|Kawasaki
|Ninja ZX6R 636
|2012-2018
|
|
|
|
|
|U of Nebraska - Lincoln
| 
|-
|Suzuki 
|GSX-R 
|
| 
| 
| 
| 
| 
|
| 
|-
| 
| 
|
| 
| 
| 
| 
| 
|
| 
|-
|Yamaha 
|R6 
|2003-2005
|599 
| 
| 
|52 kg 
| 
|TU Dortmund, Uni Stuttgart, UAS Kempten, UAS Aachen
|Weight without fluids 
|}

=Greater than Four Cylinder Engines =
i think these are all custom
{| class="wikitable"
|-
|Make
|Model 
|Year
|Displacement [cc] 
|Peak Torque 
|Peak Power 
|Weight 
|Power to Weight Ratio 
|School(s)
|Notes 
|-
| 
| 
|
| 
| 
| 
| 
| 
|
|
|}
[[category:Internal Combustion]]

[[Engine|Engine]]

List of Engines

2020-05-18T13:17:19Z

Marius:

Stock engine stats, if you want to put your custom high compression boosted r6 pumping out 150 hp, make another table stuttgart

=Single Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Honda
|CRF450X
|
|449.7
|33.63 lb-ft
|53.03 HP
|65lbs
|0.82 HP/lb
| 
| 
|-
| rowspan="2"|Yamaha 
|WR450 
|2018
|449
|31.4 lb-ft
|46.4 HP
|~62lbs
|~0.75 HP/lb
|Worcester Polytechnic Institute
|WiSECO high compression piston 
-the engine doesnt have a high compression piston stock (if it did it wouldnt be called a high compression piston), if WPI runs it with that, maybe mention it in the common engines section of the [[Engine|engine article]] or the wr450 its own page, it probably deserves it, this table is more a place for engine comparisons, the schools column is a who's who to reach out to for the weird engines some teams run, i dont wanna be rude but theres a lot of literature about the 450 out there
|-
|YZF450
|
|
|
|
|
|
|
|ATV motor
|-
| rowspan="2"|KTM
|450 SX-F
|2016-20
|449
|33.7 lb-ft
|53.2 HP
|59lbs
|0.902 HP/lb
|
|Internal Dry-sump system [//https://www.dirtrider.com/resizer/vKifA1QP8QAmI0UjI6VJ8lNYPiY=/2068x1232/arc-anglerfish-arc2-prod-bonnier.s3.amazonaws.com/public/3KLGLV3COBGOXOTK2KAOYMO6VM.jpg 2020 Dyno Graph ] 
|-
|690 Gen III
|2008-2011
|653.7
|48 lb-ft
|61.6 HP
|
|
|Texas Tech
| 
|-
|Rotax
|DS450
|
|449
|
|
|
|
|Polytechnique Montreal
|ATV motor
|-
|Suzuki
|LTR450
|
|
|
|
|
|
|Air Force
| 
|}

=Two Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
|Aprilia
|450 SXV
|
|
|
|
|
|
|York College
| 
|-
|Briggs and Stratton
|Vanguard V-Twin
|
|
|
|
|
|
|Tennessee Tech
|[[Industrial Motors|Industrial engine]]
|-
|Honda
|CBR500RR
|
|474
|
|
|
|
|Bradley University
| 
|-
| rowspan="2"|Yamaha 
|YZF-R3 
|
|321
|29.6 Nm 
|31 kW 
|40 kg 
|0.775 kW/kg 
|U of North Dakota, U of Texas - Arlington
|Weight includes some factory hoses. 
|-
|Genesis 80FI
| 
|499
|
|
|
| 
|U of Michigan - Dearborn
|Parallel twin, used for snowmobiles
|}

=Three Cylinder Engines =

{| class="wikitable"
|-
|Make
|Model 
|Year
|Displacement [cc] 
|Peak Torque 
|Peak Power 
|Weight 
|Power to Weight Ratio 
|School(s)
|Notes 
|-
|Triumph 
|675 Daytona 
|
| 
| 
| 
| 
| 
|San Jose State, Rutgers(not currently) 
| 
|}

=Four Cylinder Engines =

{| class="wikitable"
|-
!|Make
!|Model 
!|Year
!|Displacement [cc] 
!|Peak Torque 
!|Peak Power 
!|Weight 
!|Power to Weight Ratio 
!|School(s)
!|Notes 
|-
| rowspan="5"|Honda
|CBR 600F4i
|2001-2006 
(there are 2 iterations in there)
| rowspan="5"|599
|
|
|~135 lbs
|
|
|
|-
| rowspan="4"|CBR 600RR 
|pre 2007
|
|
|
|
|
|not sure if anyone runs an RR this old, but hey fair game
|-
|2007-2008
|49 lb-ft 
|118 hp 
|137 lbs 
|0.86 hp/lb 
|
|weight includes oil 
|-
|2009-2012
| 
| 
| 
| 
|
| 
|-
|2013-2017
| 
| 
| 
| 
|
| 
|-
|Kawasaki
|Ninja ZX6R 636
|2012-2018
|
|
|
|
|
|U of Nebraska - Lincoln
| 
|-
|Suzuki 
|GSX-R 
|
| 
| 
| 
| 
| 
|
| 
|-
| 
| 
|
| 
| 
| 
| 
| 
|
| 
|-
|Yamaha 
|R6 
|
| 
| 
| 
| 
| 
|
| 
|}

=Greater than Four Cylinder Engines =
i think these are all custom
{| class="wikitable"
|-
|Make
|Model 
|Year
|Displacement [cc] 
|Peak Torque 
|Peak Power 
|Weight 
|Power to Weight Ratio 
|School(s)
|Notes 
|-
| 
| 
|
| 
| 
| 
| 
| 
|
|
|}
[[category:Internal Combustion]]

[[Engine|Engine]]

Cooling

2020-05-18T13:02:41Z

Marius:

More than 50% of energy used in combustion goes into heat[citation needed]. 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.
=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)
** Heat transfer in the form of electromagnetic radiation emitted by bodies above absolute 0 (wikipedia says its a function of distributing entropy, not sure we're gonna get a simple, and easy answer here)
A heat exchanger (HEX) is 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.Behavior(function?) of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Cooling Power=
The amount of thermal power that the engine puts into the water has to be the same as the thermal power the radiator dissipates. Guess that's clear.
==Needed Cooling Power==
The rule of thumb is that 1/3 of the power you put into the engine in the form of fuel flow turns into heat. 1/3 becomes the power that turns the wheels and the last third comes out the exhaust or gets dissipated over the air. This means that the power the radiator has to dissipate is the same that gets to the wheels. You have to keep in mind though that you don't drive full throttle all the time, so you have to average the engine power over the hole stint. You can do that for example by measuring the fuel consumption of your engine. I don't know how accurate that it though, because I've never done it. Also don't mind power peaks, like on a long straight, because the thermal capacity of your coolant is so big that it compensates that easily.
==Getting that cooling Power==
There are a couple of things that influence how much power the cooling system has:
* Radiator size: This is that you want to get right. It has by far the biggest impact.
* Water flow rate: Basically neglegtible. If you switch from a average sized pump to one with twice the flow rate you just get 1 or 2 Watt of additional power. Let's say the air has 30°C and your water 100°C when it enters the radiator and 95°C at the exit of it. Now you swap pumps and the bigger one makes the water leave the radiator at 97°C. You now have increased the temperature difference between the air and water from 67.5K to 68.5K or by 1.5%. This means your cooling power also increased by 1.5%.
* The angle of the radiator: You can angle it to about 30° (some even say 45°) relative to the airflow without any significant loss in cooling power.
* Airflow: A front wing could make the air go over your radiator and make the engine go boom. Also shrouds are said to do stuff.
* Fan
* things I forgot

=Radiator Types=
cross flow / downflow radiator, radiator form factors, and why we all use them
=Radiator Placement=
======Side======
======Rear======
======Multiple======
=System Design=
===Hosing===
type and sizing
===Routing===
keep it short and straight
===Filling and Bleeding===
===Data and Data collection===
see [[:Category:Data Acquisition|Data Acquisition]]
=Other applications=
===Brake cooling===

* Convective
** ducting
** theyre spinning hot disks, they have natural convection
* Radiation

===Oil 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 :')

===Intercooler===
===Driver cooling===
lmao

[[Category: Internal Combustion]]

Cooling

2020-05-18T13:02:16Z

Marius:

More than 50% of energy used in combustion goes into heat[citation needed]. 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.
=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)
** Heat transfer in the form of electromagnetic radiation emitted by bodies above absolute 0 (wikipedia says its a function of distributing entropy, not sure we're gonna get a simple, and easy answer here)
A heat exchanger (HEX) is 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.Behavior(function?) of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Cooling Power=
The amount of thermal power that the engine puts into the water has to be the same as the thermal power the radiator dissipates. Guess that's clear.
==Needed Cooling Power==
The rule of thumb is that 1/3 of the power you put into the engine in the form of fuel flow turns into heat. 1/3 becomes the power that turns the wheels and the last third comes out the exhaust or gets dissipated over the air. This means that the power the radiator has to dissipate is the same that gets to the wheels. You have to keep in mind though that you don't drive full throttle all the time, so you have to average the engine power over the hole stint. You can do that for example by measuring the fuel consumption of your engine. I don't know how accurate that it though, because I've never done it. Also don't mind power peaks, like on a long straight, because the thermal capacity of your coolant is so big that it compensates that easily.

==Getting that cooling Power==
There are a couple of things that influence how much power the cooling system has:
* Radiator size: This is that you want to get right. It has by far the biggest impact.
* Water flow rate: Basically neglegtible. If you switch from a average sized pump to one with twice the flow rate you just get 1 or 2 Watt of additional power. Let's say the air has 30°C and your water 100°C when it enters the radiator and 95°C at the exit of it. Now you swap pumps and the bigger one makes the water leave the radiator at 97°C. You now have increased the temperature difference between the air and water from 67.5K to 68.5K or by 1.5%. This means your cooling power also increased by 1.5%.
* The angle of the radiator: You can angle it to about 30° (some even say 45°) relative to the airflow without any significant loss in cooling power.
* Airflow: A front wing could make the air go over your radiator and make the engine go boom. Also shrouds are said to do stuff.
* Fan
* things I forgot

=Radiator Types=
cross flow / downflow radiator, radiator form factors, and why we all use them
=Radiator Placement=
======Side======
======Rear======
======Multiple======
=System Design=
===Hosing===
type and sizing
===Routing===
keep it short and straight
===Filling and Bleeding===
===Data and Data collection===
see [[:Category:Data Acquisition|Data Acquisition]]
=Other applications=
===Brake cooling===

* Convective
** ducting
** theyre spinning hot disks, they have natural convection
* Radiation

===Oil 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 :')

===Intercooler===
===Driver cooling===
lmao

[[Category: Internal Combustion]]

Cooling

2020-05-18T12:46:46Z

Marius:

More than 50% of energy used in combustion goes into heat[citation needed]. 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.
=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)
** Heat transfer in the form of electromagnetic radiation emitted by bodies above absolute 0 (wikipedia says its a function of distributing entropy, not sure we're gonna get a simple, and easy answer here)
A heat exchanger (HEX) is 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.Behavior(function?) of radiators vary heavily based upon water channel sizes, fin spacing, and a plethora of other characteristics.

=Cooling Power=
The amount of thermal power that the engine puts into the water has to be the same as the thermal power the radiator dissipates. Guess that's clear.
==Needed Cooling Power==
The rule of thumb is that 1/3 of the power you put into the engine in the form of fuel flow turns into heat. 1/3 becomes the power that turns the wheels and the last third comes out the exhaust or gets dissipated over the air. This means that the power the radiator has to dissipate is the same that gets to the wheels. You have to keep in mind though that you don't drive full throttle all the time, so you have to average the engine power over the hole stint. You can do that for example by measuring the fuel consumption of your engine. I don't know how accurate that it though, because I've never done it. Also don't mind power peaks, like on a long straight, because the thermal capacity of your coolant is so big that it compensates that easily.

=Radiator Types=
cross flow / downflow radiator, radiator form factors, and why we all use them
=Radiator Placement=
======Side======
======Rear======
======Multiple======
=System Design=
===Hosing===
type and sizing
===Routing===
keep it short and straight
===Filling and Bleeding===
===Data and Data collection===
see [[:Category:Data Acquisition|Data Acquisition]]
=Other applications=
===Brake cooling===

* Convective
** ducting
** theyre spinning hot disks, they have natural convection
* Radiation

===Oil 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 :')

===Intercooler===
===Driver cooling===
lmao

[[Category: Internal Combustion]]