http://fswiki.us/api.php?action=feedcontributions&feedformat=atom&user=Satiric 2026-07-26T14:10:20Z User contributions MediaWiki 1.34.1 http://fswiki.us/index.php?title=Wire&diff=3125 2024-12-16T19:32:26Z

<p>Satiric: Add EN 3197, EN 2853</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 726px;&quot; data-mce-style=&quot;height: 505px; width: 726px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; 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width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 112px;&quot; data-mce-style=&quot;height: 4.21668px; width: 112px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 135px;&quot; data-mce-style=&quot;height: 4.21668px; width: 135px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 163.4px;&quot; data-mce-style=&quot;height: 4.21668px; width: 163.4px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 130.6px;&quot; data-mce-style=&quot;height: 4.21668px; width: 130.6px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 162px;&quot; data-mce-style=&quot;height: 4.21668px; width: 162px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 155px;&quot; data-mce-style=&quot;height: 4.21668px; width: 155px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> The impedance of a wire is its resistance at a given frequency. Generally speaking, its impedance will be low at low frequencies and higher at higher frequencies.<br /> <br /> Usually, you only have to think about this when dealing with high frequency signals. CAN bus, for instance, specifies an impedance of 120 ohms at whatever frequency your bus is operating at. So in theory for CAN bus you should be looking for cable that has an impedance of 120 ohms (in practice, often this doesn't matter and you can just use any old shielded twisted pair 22 gauge or whatever. The designers of CAN chose 120 ohms in part because twisted pair cable often has an impedance around 120 ohms).<br /> <br /> One other place you may see an impedance specification for wiring is for coax cables, which often specify an impedance of 50 ohms.<br /> <br /> ===Capacitance===<br /> Wires do have a small amount of capacitance, i.e. their resistance decreases slightly as you increase frequency (until the inductance takes over, and the resistance starts increasing again). Its effect is almost always extremely minimal and can generally be ignored.<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===CEN EN 3197, EN 2853===<br /> These seem to be the European version of SAE AS50881, but I don't have access to them. If you have access to these standards, please update this page with some more info.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of. This method can be helpful for high-power cables, like those used in the tractive system of an EV car.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Thread:Talk:Rivets/maybe_kill_this_page%3F/reply&diff=3085 2024-04-19T19:25:03Z

<p>Satiric: Reply to maybe kill this page?</p> <hr /> <div>I mean it's good for people to realize that rivets can be used. Agreed that this page is pretty dumb though. Maybe there could be one page for all types of fastener, and then separate pages for fasteners that need them?</div>

Satiric http://fswiki.us/index.php?title=Fuel&diff=3033 2023-10-18T23:10:09Z

<p>Satiric: Make a column smaller</p> <hr /> <div>[[Category: Internal Combustion]]<br /> The energy needed to propel a combustion vehicle is stored as chemical potential energy in a liquid '''fuel''' that is burned by the [[Engine|engine]]. The fuels available at [[List_of_competitions|US competitions]] are gasoline of octane ratings 93 and 100, and E85. Fuels available in [[List_of_competitions|FS competitions]] are 98RON gasoline and E85 &lt;ref&gt; Formula Student Rules 2020 https://www.formulastudent.de/fileadmin/user_upload/all/2020/rules/FS-Rules_2020_V1.0.pdf &lt;/ref&gt;. Fuels and the fuel system are covered in IC.5 of the FSAE Rules, and CV 2 in the FS rules. No fuel additives can be used&lt;ref&gt;(2020).''Formula SAE Rules 2020''(v2.1) Location: FSAEonline. https://www.fsaeonline.com/cdsweb/gen/DocumentResources.aspx.&lt;/ref&gt;.<br /> =Chemistry=<br /> ==Gasoline==<br /> &lt;!-- wiki formatting recommends not using &lt;math&gt; or &lt;chem&gt; libraries to display equations... but im not really sure how else you'd do it --&gt;<br /> Although the gasoline readily available in the US, and in US competition, is 5-10% ethanol (check about in other countries), gasoline is typically approached chemically as pure octane.<br /> &lt;br&gt;<br /> : 2C&lt;sub&gt;8&lt;/sub&gt;H&lt;sub&gt;18&lt;/sub&gt;(l) + 25O&lt;sub&gt;2&lt;/sub&gt;(g) &amp;rarr; 16CO&lt;sub&gt;2&lt;/sub&gt;(g) + 18H&lt;sub&gt;2&lt;/sub&gt;(g)<br /> <br /> 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&lt;ref&gt;&lt;span&gt;&lt;span&gt;&lt;/span&gt;&lt;/span&gt;&lt;span class=&quot;reference-text&quot;&gt;&lt;cite id=&quot;CITEREFHillierPittuck1966&quot; class=&quot;citation book&quot;&gt;Hillier, V.A.W.; Pittuck, F.W. (1966). &quot;Sub-section 3.2&quot;.&lt;span&gt;&lt;/span&gt;''Fundamentals of Motor Vehicle Technology''. London:&lt;span&gt;&lt;/span&gt;Hutchinson Educational.&lt;span&gt;&lt;/span&gt;ISBN 0 09 110711 3.&lt;/ref&gt;. Gasoline sold in America has varying levels of ethanol content varying a few percent around a nominal 10% with no way of knowing what exactly is being offered besides testing&lt;ref&gt;U.S. Energy Information Administration &quot;Issues and Methods for Estimating the Share of Ethanol in the Motor Gasoline Supply&quot; https://www.eia.gov/workingpapers/pdf/ethanol_blend_ratio.pdf&lt;/ref&gt;. Usually the 100 Octane gasoline is more consistent in this respect.<br /> <br /> ==Ethanol==<br /> The ethanol used in competition is E85, nominally 85% ethanol and 15% gasoline,.<br /> =System Design=<br /> ==Fuel Storage==<br /> [[File:Intake and fuel packaging.PNG|right|middle|thumb|I.C.1.2 Packaging Restrictions]]<br /> <br /> The fuel tank design rules can be found in IC.5.2 for FSAE and CV 2.3 for FS.<br /> <br /> There are two main compromises that the fuel storage system must navigate. The first is Quantity of Fuel. A car will always be faster with less weight, but cutting too close to the minimum fuel level for your car can lead to disastrous consequences such as running out of fuel or temporary fuel starvation, as well as minor inconveniences such as cg changing with fuel level. The second compromise is Fuel Sloshing. As the car accelerates, the fuel itself can move about in the tank, possibly uncovering the fuel pickup and making the car more difficult to drive. Combatting this usually involves a system of internal baffles as well as tank geometry, but the cost is weight, CG height, and the possibility that you design a tank that prevents the fuel from making it back to the pickup fast enough to supply the engine when needed.<br /> &lt;!-- please list more compromises if any are missing--&gt;<br /> ===Volume Determination===<br /> There are two ways to size a fuel tank. The first is to carefully restrict the volume of fuel as to ensure a lighter car. The second method is to ensure the fuel tank has enough fuel to be used during extended drive cycles such as those found on test days. Because refueling a car takes so little time and is generally regarded as a safe practice, the first method is often chosen for combustion cars, while the second is more commonly found in [[Battery_pack|EV batteries]].<br /> <br /> The minimum quantity of fuel should be enough to barely finish the endurance race at competition. However, this limits the functionality of the car by limiting run time, and increases the likelihood that you will run out of fuel early. The quantity of fuel used in an endurance competition should be determined by experimental data, but can be estimated based on past usage, or usage of similar teams, or if masochistic, be predicted based on average speed of the vehicle, the track length, and the consumption of your engine.<br /> <br /> Below are tables showing average fuel consumption by race finishers in the 2019, 2021, and 2022 Michigan Competitions&lt;ref&gt;https://www.sae.org/attend/student-events/formula-sae-michigan/awards-results&lt;/ref&gt;.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |+ Average FSAE Michigan May Competition Fuel Use [L] by Type<br /> |-<br /> ! Year !! 93 Octane !! 100 Octane !! E85<br /> |-<br /> | 2022 || 3.7 || 3.8&lt;ref&gt;Villanova was so efficient that this average becomes 4.2 L without including them&lt;/ref&gt; || 5.4<br /> |-<br /> | 2021 || 4.0 || 4.3 || 5.6<br /> |-<br /> | 2019 || 4.0 || 3.9 || 5.5<br /> |-<br /> | 2019 (4 cyl engines) || 4.4 || 4.6 || 5.9<br /> |}<br /> <br /> {| class=&quot;wikitable&quot;<br /> |+ Average FSAE Michigan May Efficiency Score by Fuel Type<br /> |-<br /> ! Year !! 93 Octane !! 100 Octane !! E85<br /> |-<br /> | 2022&lt;ref&gt;2022 is a fascinating year, as the most efficient car (Villanova used almost 1/2 the fuel of the second place car as well as being one of the fastest cars, placing them 14 point ahead). The lowest scoring team above 0 (Ottowa) managed to score a 5.7 which is 20 points below the team just ahead of them. In fact for all three years studied here, no team has been so much more efficient and so much less efficient than these two. Villanova is so far more efficient than any other car on track in the last 10 years that someone uncharitable may be tempted to accuse them of cheating. They averaged 21 mpg around the racetrack.<br /> &lt;/ref&gt; || 56.5 || 49.4 || 57.0<br /> |-<br /> | 2021 || 77.2 || 66.8 || 77.3<br /> |-<br /> | 2019 || 59.1 || 62.0 || 66.0<br /> |}<br /> <br /> ===Fuel Sloshing===<br /> Similar to [[Oil|oil sloshing]], fuel will move around in the tank as the car goes around corners or accelerates/brakes. The design of the fuel tank should reduce this phenomenon. Each team will face different levels of sloshing and some may never encounter a problem. Generalized advice cannot really be furnished here except to consider it. <br /> <br /> Internal baffles are a frequently employed solution to this. The baffles can be solid, sometimes made of the same material as the tank itself, or the baffle can be a gasoline-resistant open cell foam that resists the movement of fuel inside the tank. <br /> <br /> An alternative to, or in addition to an internally baffled fuel tank is placing an absorbent mat at the bottom of the fuel tank connected to the fuel pickup. Anecdotal evidence indicates that a fuel mat like Holley's HydraMat seem to solve fuel pickup issues for teams of all levels&lt;ref&gt;This is from 3 years of talking to teams during tech inspection&lt;/ref&gt;.<br /> <br /> ===Rigid Container===<br /> Most fuel tanks in FSAE are solid. The important considerations for rigid fuel tanks are mounting and material.<br /> <br /> '''Mounting'''&lt;br&gt;<br /> The most important mounting consideration is to ensure the vibration and torsional forces going through the frame cannot pass through the fuel tank. A stressed fuel tank may fracture and leak fuel. The easiest method to ensure no torsional forces can be transferred into the fuel tank is to only use three points for mounting&lt;ref&gt;This method is recommended by competition volunteers and tech inspectors for teams who fail tech due to this rule&lt;/ref&gt;. If the fuel tank is attached by bolted connections, it is necessary to isolate the tank vibrationally. This can be achieved by inserting a rubber washer into the bolt/washer stackup between the frame and fuel tank. If rubber washers are used, ensure that the bolt is not tightened to the point that the connection becomes rigid again.<br /> <br /> '''Material'''&lt;br&gt;<br /> They can be made of sheet metal, or a gasoline resistant plastic or composite.<br /> <br /> Metal fuel cells cannot be re-welded after fuel has been used in the fuel tank without cleaning it of any trace of fuel or by welding it in an oxygen free environment.<br /> <br /> ===Bladder===<br /> A fuel bladder is an alternative to a rigid fuel tank. The bladder will expand and contract with the quantity of fuel inside the tank, with the intent of solving sloshing or fuel pickup issues.<br /> &lt;!--just pour the gas in a kroger bag and let it flop in the wind /s&lt;br /&gt;&lt;br /&gt;--&gt;<br /> <br /> The bladder must be enclosed by a non-flexible container that is rigidly connected to the chassis. The rigid casing is not subject to the same constraints as a rigid fuel tank and may be load bearing. This rigid container means that the fuel bladder is unlikely to be lighter than a rigid container.<br /> <br /> ==Fuel Lines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Material<br /> !|Internal Diameter [in]<br /> !|Pressure [psi]<br /> &lt;!--!|Cost [$/foot]--&gt;<br /> !|Weight [lb/ft]<br /> !|Min. Bend<br /> Radius&lt;ref&gt; Minimum Bend Radius for hardlines is considered to be 2*D if drawn and 7*D if rolled. This is a rule of thumb, YMMV https://www.listertube.com/links/tube-bending-design-guide/&lt;/ref&gt; [in]&lt;br /&gt;<br /> !|Supplier<br /> !|Notes<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Hard Lines&lt;br /&gt;<br /> |-<br /> |Aluminum<br /> |3/8-1/2 (OD)<br /> |250'''*'''<br /> &lt;!--|2+--&gt;<br /> |<br /> | <br /> |Russell<br /> |[https://www.jegs.com/p/Russell/Russell-Aluminum-Hard-Lines/2861386/10002/-1 link]&lt;br /&gt;'''*'''pressure rating is wall thickness dependent<br /> |-<br /> |Aluminum (0.035 wall thickness)<br /> |1/4-5/8 (OD)<br /> |200'''*'''<br /> &lt;!--|0.68--&gt;<br /> |for 3/8&quot;: 0.043 &lt;br/&gt;(.651g/cm)  <br /> | <br /> |Summit<br /> |[https://www.summitracing.com/parts/sum-g2538 link]&lt;br /&gt;'''*'''pressure rating not specified formally, only mentioned in Q&amp;A with conflicting answers, trust with caution<br /> |-<br /> |Nickel/Copper Alloy (0.028 wall thickness)<br /> |.132-0.319 (__ -3/8 OD)<br /> |unspecified<br /> &lt;!--|1.28--&gt;<br /> |for 3/8&quot;: 0.012&lt;br/&gt;(.175g/cm)   <br /> | <br /> |Summit<br /> |[https://www.summitracing.com/parts/sum-220216-25 link]&lt;br /&gt;sold as pressure rated comparable to mild steel brake line<br /> |-<br /> |304 Steel (0.028 wall thickness)<br /> |.257-.319&lt;br /&gt;(5/16-3/8 OD)<br /> |3500<br /> &lt;!--|2--&gt;<br /> |for 3/8&quot;: 0.010&lt;br/&gt;(.156g/cm)   <br /> | <br /> |JEGS<br /> |[https://www.jegs.com/i/JEGS/555/635202/10002/-1 link]<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Soft Lines<br /> |-<br /> |Nitrile Rubber*<br /> |3/8<br /> |50<br /> &lt;!--|0.88--&gt;<br /> | <br /> | <br /> |JEGS<br /> |[https://www.jegs.com/i/JEGS/555/15998/10002/-1 link]<br /> |-<br /> |Nitrile* (Neoprene* cover)<br /> |1/8<br /> |50<br /> &lt;!--|0.8--&gt;<br /> | <br /> | <br /> |Dayco<br /> |[http://www.daycoproducts.com/dayco®-fuel-line-hose product details]&lt;br /&gt; cannot buy direct<br /> |-<br /> |Buna-N*<br /> |3/16+<br /> |50<br /> &lt;!--|1.1--&gt;<br /> | <br /> |1.25<br /> |McMaster<br /> |[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link]&lt;br /&gt;yarn reinforced<br /> |-<br /> |Buna-N*<br /> |3/4+<br /> |150<br /> &lt;!--|7--&gt;<br /> | <br /> |3<br /> |McMaster<br /> |[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link]&lt;br /&gt;steel wire reinforced<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Braided Lines<br /> |-<br /> |Nitrile Rubber* and Steel<br /> |1/4+<br /> |50<br /> &lt;!--|3.50+--&gt;<br /> | <br /> | <br /> |Spectre<br /> |[https://www.jegs.com/i/Spectre/865/29225/10002/-1 link]<br /> |-<br /> |Nitrile Rubber* and Stainless Steel<br /> |0.22+ (4AN+)<br /> |1000<br /> &lt;!--|6+--&gt;<br /> | <br /> |2<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3270 link]<br /> |-<br /> |PTFE and Stainless Steel<br /> |0.27+ (4AN+)<br /> |1320<br /> &lt;!--|11.3+--&gt;<br /> | <br /> |0.75<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3480 link]<br /> |-<br /> |PTFE and Aramid<br /> |0.27+ (4AN+)<br /> |1320<br /> &lt;!--|21.3+--&gt;<br /> | <br /> |0.92<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3490 link]<br /> |-<br /> |PTFE and Polyester<br /> |0.38+<br /> |305+<br /> &lt;!--|15.8+--&gt;<br /> | <br /> |2<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3495 link]<br /> |}<br /> &lt;nowiki&gt;*&lt;/nowiki&gt; Not compatible with e85&lt;ref&gt;https://www.highpowermedia.com/Archive/elastomer-compatibility-with-ethanol-in-fuel&lt;/ref&gt;<br /> ===Comparison of Line Types===<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Quality!!Hard Lines!!Braided Lines!!Soft Lines<br /> |- <br /> |Weight<br /> | || ||-<br /> |-<br /> |Cost<br /> | ||-||+<br /> |-<br /> |Cost Tables (FSAE)<br /> | ||-||+<br /> |-<br /> |Manufacturability<br /> ||-|| ||+<br /> |-<br /> |Pressure Capacity<br /> ||+*|| ||-<br /> |-<br /> |Reusability**<br /> ||-|| ||+<br /> |-<br /> |e85 Compatibility<br /> ||+|| ||-<br /> |-<br /> |colspan=&quot;4&quot;|<br /> &lt;nowiki&gt;*&lt;/nowiki&gt;Depends on wall thickness, see table above<br /> <br /> &lt;nowiki&gt;**&lt;/nowiki&gt;New design or small adjustments that need to be made<br /> |}<br /> <br /> ==Filling==<br /> Fuel filling is critical to consider in the system design in three ways: safety, function, and rules compliance.<br /> To ensure a safe filling procedure, common sense should be used to prevent fuel spillage and ease of access. An easy process is a safe one. A rules mandated splash guard can further protect the vehicle, driver, and fuel filling team-mate.<br /> ===Filler Neck===<br /> The filler neck has a rules specified vertical height, maximum angle, and internal diameter. Meeting these requirements helps ensure the tank can be filled safely, easily, and will pass technical inspection. Because this is often overlooked in design, and creating a new fuel tank or modifying an existing one is quite difficult on the day of competition, it is recommended to strictly follow rules as written, and to ask rule questions if clarifications are needed. <br /> <br /> It is unusual but not unprecedented for a technical inspector to measure the internal diameter of the fuel filler neck, or the vertical height if it is visually unclear. Often in these cases, a gas can of the type used by the fuel filling team at competition is used to ensure that the vehicle can be safely fueled even if the rules are not entirely met. If the rules breach is egregious, the car will likely not be allowed to pass tech even if it may be safely fueled.<br /> ===Sight Tube===<br /> There are vertical height and routing requirements to the sight tube. A frequently discussed solution is a clear, fuel resistant plastic used as the filler neck material itself to comply with both filler neck and sight tube rules. The fuel filling team at US competitions ask the teams to &lt;em&gt;not&lt;/em&gt; mark the fuel fill line themselves and will mark it themselves at the fuel fill station to avoid incorrectly marked fill levels causing an accident.<br /> <br /> ==Venting==<br /> The fuel tank is required to be able to vent excess vapor pressure while the car is in the correct orientation, but not allow fuel leaking in the event of a vehicle rollover. A common solution is to purchase or create a custom vented fuel cap. Custom vented fuel caps may be subject to a water leak test during tech inspection.<br /> <br /> ==Pump and Pressures==<br /> Fuel pressures can be divided into two categories for different applications. Most FSAE/FS teams run fuel pressures under 10 bar, which are classified as ''low pressure''. Low pressure fuel is sufficient for single or multipoint manifold injection. Some teams chasing performance or academic goals may opt for high pressure fuel injection to facilitate direct injection. <br /> <br /> Pumps are usually specified to pressures greater than that used by the injectors. A fuel pressure regulator is used in-line to achieve final fuel pressure. Fuel pressure regulators can be blocking (returnless or non-return-style) or bypass (return-style). Returnless fuel injectors have only one input and and one output port allowing for a simpler routing system and thus reducing points of failure. These returnless fuel injectors do need a bypass valve at the pump to relieve pressure. The design of these regulators allows for pressure creep, is more sensitive to debris, and are not able to consistently/accurately read pressure without the engine running&lt;ref&gt;Fuller, David. Light, John. &quot;Quick Tech: Return- vs. Non Return-Style Fuel Pressure Regulators for Low-Pressure Fuel Systems&quot; ''On All Cylinders''. https://www.onallcylinders.com/2017/01/12/quick-tech-return-vs-non-return-style-fuel-pressure-regulators-low-pressure-fuel-systems/&lt;/ref&gt;. Bypass regulators can be more expensive and drive more complex routing, but yield more accurate fuel readings, have a longer life, and are easier on the fuel pump.<br /> ===Low Pressure===<br /> Low pressure is often the default injection pressure for FSAE as most motorcycle or snowmobile engines run at pressures around 3-3.5 bar &lt;ref&gt;Bacon. &quot;Fuel Pressure Specs&quot;. ''600RR.NET'', Mar. 4, 2009. https://www.600rr.net/threads/fuel-pressure-specs.131524/&lt;/ref&gt;&lt;ref&gt;gixxerkart504. &quot;Fuel Pressure???&quot; ''GIXXER.COM/'', Sep. 22, 2008. https://www.gixxer.com/threads/fuel-pressure.199809/&lt;/ref&gt;&lt;ref&gt;<br /> Be.St.MX. &quot;2012 yzf 450 fuel pressure, fuel pump symptoms bike wont start&quot;. ''Thumper Talk'', Sep. 4, 2017. https://www.thumpertalk.com/forums/topic/1240219-2012-yzf-450-fuel-pressure-fuel-pump-symptoms-bike-wont-start/&lt;/ref&gt;. Single point injection or throttle body injection (TBI) is when fuel is injected at the throttle, similar to a carburetor. Most modern fuel systems use multipoint injection or port injection (PI), placing the injectors after the plenum and as close as possible to the engine. This results in fuel being sprayed into the intake ports.<br /> ===High Pressure===<br /> In order to run a direct injection setup, fuel pressures need to exceed 10 bar. These extreme pressures force higher safety requirements by rules. The major regulation in FSAE is that fuel lines must be stainless steel hard-line or &quot;Aeroquip FC807 smooth bore PTFE hose with stainless steel reinforcement and visible Nomex tracer yarn&quot;. Teams can run something similar if the team gets approval before competition. Any fuel line before the boost pump is considered low pressure and is not subject to the fuel line restrictions.<br /> <br /> The fuel rail and it's attachments must be able to withstand maximum force from the fuel line (not including cylinder pressure).<br /> &lt;!--talk about filters here? contribute to pressure loss...--&gt;<br /> <br /> ==Injectors==<br /> ===Placement===<br /> The injector placement can be divided into two categories: manifold injection or direct injection. Manifold injection is easier to implement as the pressures are lower, rules are less strict, and it does not require modifications to most engines used in FSAE.<br /> ====Throttle Body Injection====<br /> Throttle body injection (TBI) or single point manifold injection is the oldest electronically controlled fuel injection. It is analogous to a carburetor in concept but allows much more precise and tunable control. This is uncommon as it is older technology and has less benefits for efficiency than other approaches. Because the fuel is injected so high in the intake, a greater proportion of the fuel is lost to the walls of the manifold so control is less precise.<br /> ====Port Fuel Injection====<br /> Fuel Injected into the [[Intake|ports]] or multipoint manifold injection just before entering the combustion chamber. The most common type of fuel injection in FSAE, port injection offers high levels of control at a lower cost than DI.<br /> &lt;!--Usually leads to well mixed charge [citation needed]--&gt;<br /> ====Direct Fuel Injection====<br /> &lt;!--big boys do this [citation needed]--&gt;<br /> <br /> ===Classification by Resistance===<br /> ====Low Resistance====<br /> Usually 0.5 - 5 Ohm. Also called &quot;peak-and-hold-injectors&quot;. 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.<br /> <br /> 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.<br /> ====High Resistance====<br /> Ususally 8 - 15 Ohm. Also known as a &quot;saturated drive injector&quot;. These are much easier to control, as only the circuit has to be closed and the resistance of the valve controls the current.<br /> ==Critical Fasteners==<br /> All fasteners on the fuel system are critical. Nylon locking fasteners are not appropriate near the engine such as the fuel rail. The nylon will soften and will not retain the nut. Most technical inspectors will not catch this but it's a pain to change and better to just do it right the first time.<br /> =Fuel Strategy=<br /> ==How it's scored at comp==<br /> [[File:ImpactofFuelUsageinCompetitionbyType.png|thumb|right|Points per L Fuel used in 2021 Michigan Competition]]<br /> Since FSAE and FS considers how much fuel is used as well as how fast each car goes, the cost of fuel in terms of competition score must be considered. There are many ways to analyze the impact of the fuel usage on the competition score.<br /> <br /> Unfortunately, there is no dial on the car that teams can turn to raise or lower their fuel consumption. Other factors that impact fuel use besides Efficiency Event scores are usually prioritized such as engine choice, torque, tuning, etc.<br /> <br /> A simplistic, black box analysis using the 2021 Michigan Efficiency Event scores shows that gasoline is worth about 17 points per gallon used, and E85 is worth about 15 points per gallon used. The lap-time of the car has almost no correlation to the efficiency scores&lt;ref&gt;Scatter plot of lap time v efficiency score is easy enough to create. I may add one here if I have time.&lt;/ref&gt;.<br /> {{clear}}<br /> &lt;!--[[Fuel Competition Strategy]] -Emily wants own page for comp strat--&gt;<br /> ==Fuel Choice==<br /> One of the biggest choices fueling system design engineers must make is which fuel to run. Teams with limited resources may find that cost and/or convenience may outweigh all other design considerations. Proper documentation and explanation of these restrictions will prevent this concession to real world conditions from being counted against a team in the design event.<br /> <br /> The team must decide whether or not to pursue running E85 before many other fuel system decisions. The octane rating of E85 lies around 100, but specific aspects of the fuel mean it is not a direct replacement. The largest difference is the specific energy. E85 has about 75% of the energy per unit mass that gasoline has&lt;ref&gt;https://dsportmag.com/the-tech/education/getting-tanked-the-e85-files-part-1/3/&lt;/ref&gt; so the fuel tank will have to be bigger.<br /> <br /> ==Efficiency==<br /> ===Consumption vs. Thermal Efficiency===<br /> ===BSFC===<br /> Brake specific fuel consumption is another way to view efficiency and is used to compare engine efficiency despite size differences&lt;ref&gt; The wikipedia page for BSFC is hilariously poorly written. It's inscrutable and incomplete but has this enormous table of various engine BSFC stats.&lt;/ref&gt;. It measures how much fuel is used (in lbs/hr) divided by power (hp). It is usually used to show a map of engine operating points to visualize engine efficiency across load (usually BMEP) and RPM.<br /> <br /> '''Calculation'''&lt;ref&gt;“Brake Specific Fuel Consumption (BSFC).” X-Engineer, https://x-engineer.org/automotive-engineering/internal-combustion-engines/performance/brake-specific-fuel-consumption-bsfc/&lt;/ref&gt;&lt;br /&gt;copying from old school notes so i'll have to add context later -simon<br /> <br /> this is for finding fuel consumption (mpg or equivalent) w bsfc chart<br /> {| class=&quot;wikitable&quot;<br /> |P&lt;sub&gt;me&lt;/sub&gt; ||Mean Effective Pressure<br /> |-<br /> |n&lt;sub&gt;mot&lt;/sub&gt; ||Motor speed<br /> |-<br /> |i&lt;sub&gt;G&lt;/sub&gt; ||Gear Ratio (for selected gear)<br /> |-<br /> |i&lt;sub&gt;sec&lt;/sub&gt; ||FDR<br /> |-<br /> |r&lt;sub&gt;dyn&lt;/sub&gt; ||Dynamic Radius of Tire<br /> |-<br /> |V&lt;sub&gt;d&lt;sub&gt; ||Displacement Volume of Engine<br /> |-<br /> |i ||Constant<br /> |-<br /> |F&lt;sub&gt;req&lt;/sub&gt; ||Tractive force required<br /> |}<br /> <br /> <br /> &lt;math&gt; P_{me} = \frac{(2\pi*T_{motor,required})}{(V_d * i)} = \frac{(2\pi)}{(V_d*i)} * \frac{(F_{req} * r_{dyn})}{(i_G * i_{sec})} &lt;/math&gt;<br /> <br /> &lt;math&gt; n_{motor} = \frac{Velocity*i_G*i_{sec}}{2\pi*r_{dyn}} &lt;/math&gt;<br /> <br /> b&lt;sub&gt;e&lt;/sub&gt; (fuel consumption) usually experimentally determined<br /> <br /> &lt;math&gt; B_{time} = \frac{b_e*P_{me}}{\rho_{fuel}} = \frac{b_e*P_{me}*V_d*n_{motor}*i}{\rho_{fuel}} &lt;/math&gt;<br /> <br /> &lt;math&gt; B_{distance} = \frac{B_{time}}{V} &lt;/math&gt;<br /> <br /> i = 0.5 for 4-stroke engine<br /> <br /> =References=</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3027 2023-09-06T18:56:40Z

<p>Satiric: Update heaviest electric car at competition</p> <hr /> <div>Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27 &lt;!--I believe this is for IC and EV, and should be recalculated to be just IC. Maybe add an overall category for most wins regardless of competition? --&gt;<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65 s<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606 s<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition<br /> |416.5 kg/918 lbs<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |388 kg/855 lbs<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598 s<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21 s<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition<br /> |483.5 kg/1066 lbs<br /> |Univ. of North Carolina - Asheville<br /> |FSAE Electric 2023<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/student-events/results/formula-sae/fsae_ev_2023_results.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136 s<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597 s<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition<br /> |286 kg/631 lbs<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |281.5 kg/621 lbs<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}<br /> [[Category:Competition]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=3026 2023-07-24T04:38:22Z

<p>Satiric: summarize wire capacitance</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 726px;&quot; data-mce-style=&quot;height: 505px; width: 726px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.1608&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.04901<br /> |- style=&quot;height: 17px;&quot; data-mce-style=&quot;height: 17px;&quot;<br /> | style=&quot;height: 17px; width: 112px;&quot; data-mce-style=&quot;height: 17px; width: 112px;&quot;|000 (3/0)<br /> | style=&quot;height: 17px; width: 135px;&quot; data-mce-style=&quot;height: 17px; width: 135px;&quot;|0.4096&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 163.4px;&quot; data-mce-style=&quot;height: 17px; width: 163.4px;&quot;|10.405<br /> | style=&quot;height: 17px; width: 130.6px;&quot; data-mce-style=&quot;height: 17px; width: 130.6px;&quot;|85.0&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 162px;&quot; data-mce-style=&quot;height: 17px; width: 162px;&quot;|0.2028&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 155px;&quot; data-mce-style=&quot;height: 17px; width: 155px;&quot;|0.06180<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|00 (2/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.3648&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|9.266<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|67.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.2557&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.07793<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0 (1/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.3249&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|8.251<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|53.5&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.3224&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.09827<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|1&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2893&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|7.348<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|42.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.4066&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.1239<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2576&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|6.544<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|33.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.5127&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.1563<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2043&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|5.189<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|21.2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.8152&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.2485<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|6&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1620&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|4.115<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|13.3&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|1.296&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.3951<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|8&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1285&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|3.264<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|8.37&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|2.061&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.6282<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|10<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1019<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.588<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|5.26<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|3.277&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.9989<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|12<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0808<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.053<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|3.31&lt;br /&gt;<br /> | style=&quot;height: 18px; 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data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|16<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0508<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.291<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|1.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|13.17 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|4.016<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|18<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0403<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.024<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.823&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|20.95 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|6.385<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|20<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0320<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.812<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.518&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|33.31 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|10.15<br /> |- style=&quot;height: 12px;&quot; data-mce-style=&quot;height: 12px;&quot;<br /> | style=&quot;height: 12px; width: 112px;&quot; data-mce-style=&quot;height: 12px; width: 112px;&quot;|22<br /> | style=&quot;height: 12px; width: 135px;&quot; data-mce-style=&quot;height: 12px; width: 135px;&quot;|0.0253<br /> | style=&quot;height: 12px; width: 163.4px;&quot; data-mce-style=&quot;height: 12px; width: 163.4px;&quot;|0.644<br /> | style=&quot;height: 12px; width: 130.6px;&quot; data-mce-style=&quot;height: 12px; width: 130.6px;&quot;|0.326&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 162px;&quot; data-mce-style=&quot;height: 12px; width: 162px;&quot;|52.96&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 155px;&quot; data-mce-style=&quot;height: 12px; width: 155px;&quot;|16.14<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|24<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0201<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.511<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.205&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|84.22 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|25.67<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|26<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0159<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.405<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.129&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|133.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|40.81<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|28<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0126<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 112px;&quot; data-mce-style=&quot;height: 4.21668px; width: 112px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 135px;&quot; data-mce-style=&quot;height: 4.21668px; width: 135px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 163.4px;&quot; data-mce-style=&quot;height: 4.21668px; width: 163.4px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 130.6px;&quot; data-mce-style=&quot;height: 4.21668px; width: 130.6px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 162px;&quot; data-mce-style=&quot;height: 4.21668px; width: 162px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 155px;&quot; data-mce-style=&quot;height: 4.21668px; width: 155px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> The impedance of a wire is its resistance at a given frequency. Generally speaking, its impedance will be low at low frequencies and higher at higher frequencies.<br /> <br /> Usually, you only have to think about this when dealing with high frequency signals. CAN bus, for instance, specifies an impedance of 120 ohms at whatever frequency your bus is operating at. So in theory for CAN bus you should be looking for cable that has an impedance of 120 ohms (in practice, often this doesn't matter and you can just use any old shielded twisted pair 22 gauge or whatever. The designers of CAN chose 120 ohms in part because twisted pair cable often has an impedance around 120 ohms).<br /> <br /> One other place you may see an impedance specification for wiring is for coax cables, which often specify an impedance of 50 ohms.<br /> <br /> ===Capacitance===<br /> Wires do have a small amount of capacitance, i.e. their resistance decreases slightly as you increase frequency (until the inductance takes over, and the resistance starts increasing again). Its effect is almost always extremely minimal and can generally be ignored.<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of. This method can be helpful for high-power cables, like those used in the tractive system of an EV car.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=3025 2023-07-24T04:32:09Z

<p>Satiric: summarize wire impedance</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 726px;&quot; data-mce-style=&quot;height: 505px; width: 726px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; 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width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.5127&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.1563<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2043&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|5.189<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|21.2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.8152&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.2485<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|6&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1620&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|4.115<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|13.3&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|1.296&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.3951<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|8&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1285&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|3.264<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|8.37&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|2.061&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.6282<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|10<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1019<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.588<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|5.26<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|3.277&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.9989<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|12<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0808<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.053<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|3.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|5.211&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|1.588<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|14<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0641<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.628<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|2.08&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|8.286<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|2.525<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|16<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0508<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.291<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|1.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|13.17 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|4.016<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|18<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0403<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.024<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.823&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|20.95 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|6.385<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|20<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0320<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.812<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.518&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|33.31 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|10.15<br /> |- style=&quot;height: 12px;&quot; data-mce-style=&quot;height: 12px;&quot;<br /> | style=&quot;height: 12px; width: 112px;&quot; data-mce-style=&quot;height: 12px; width: 112px;&quot;|22<br /> | style=&quot;height: 12px; width: 135px;&quot; data-mce-style=&quot;height: 12px; width: 135px;&quot;|0.0253<br /> | style=&quot;height: 12px; width: 163.4px;&quot; data-mce-style=&quot;height: 12px; width: 163.4px;&quot;|0.644<br /> | style=&quot;height: 12px; width: 130.6px;&quot; data-mce-style=&quot;height: 12px; width: 130.6px;&quot;|0.326&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 162px;&quot; data-mce-style=&quot;height: 12px; width: 162px;&quot;|52.96&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 155px;&quot; data-mce-style=&quot;height: 12px; width: 155px;&quot;|16.14<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|24<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0201<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.511<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.205&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|84.22 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|25.67<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|26<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0159<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.405<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.129&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|133.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|40.81<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|28<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0126<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 112px;&quot; data-mce-style=&quot;height: 4.21668px; width: 112px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 135px;&quot; data-mce-style=&quot;height: 4.21668px; width: 135px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 163.4px;&quot; data-mce-style=&quot;height: 4.21668px; width: 163.4px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 130.6px;&quot; data-mce-style=&quot;height: 4.21668px; width: 130.6px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 162px;&quot; data-mce-style=&quot;height: 4.21668px; width: 162px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 155px;&quot; data-mce-style=&quot;height: 4.21668px; width: 155px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> The impedance of a wire is its resistance at a given frequency. Generally speaking, its impedance will be low at low frequencies and higher at higher frequencies.<br /> <br /> Usually, you only have to think about this when dealing with high frequency signals. CAN bus, for instance, specifies an impedance of 120 ohms at whatever frequency your bus is operating at. So in theory for CAN bus you should be looking for cable that has an impedance of 120 ohms (in practice, often this doesn't matter and you can just use any old shielded twisted pair 22 gauge or whatever. The designers of CAN chose 120 ohms in part because twisted pair cable often has an impedance around 120 ohms).<br /> <br /> One other place you may see an impedance specification for wiring is for coax cables, which often specify an impedance of 50 ohms.<br /> <br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of. This method can be helpful for high-power cables, like those used in the tractive system of an EV car.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=3024 2023-07-24T04:21:50Z

<p>Satiric: /* IEC 60287 */</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 726px;&quot; data-mce-style=&quot;height: 505px; width: 726px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; 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width: 155px;&quot; data-mce-style=&quot;height: 12px; width: 155px;&quot;|16.14<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|24<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0201<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.511<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.205&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|84.22 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|25.67<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|26<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0159<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.405<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.129&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|133.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|40.81<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|28<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0126<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 112px;&quot; data-mce-style=&quot;height: 4.21668px; width: 112px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 135px;&quot; data-mce-style=&quot;height: 4.21668px; width: 135px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 163.4px;&quot; data-mce-style=&quot;height: 4.21668px; width: 163.4px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 130.6px;&quot; data-mce-style=&quot;height: 4.21668px; width: 130.6px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 162px;&quot; data-mce-style=&quot;height: 4.21668px; width: 162px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 155px;&quot; data-mce-style=&quot;height: 4.21668px; width: 155px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of. This method can be helpful for high-power cables, like those used in the tractive system of an EV car.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3010 2023-06-22T20:03:54Z

<p>Satiric: formatting</p> <hr /> <div>Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27 &lt;!--I believe this is for IC and EV, and should be recalculated to be just IC. Maybe add an overall category for most wins regardless of competition? --&gt;<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65 s<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606 s<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition<br /> |416.5 kg/918 lbs<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |388 kg/855 lbs<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598 s<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21 s<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136 s<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597 s<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition<br /> |286 kg/631 lbs<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |281.5 kg/621 lbs<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}<br /> [[Category:Competition]]</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3009 2023-06-22T19:59:47Z

<p>Satiric: comment that someone should fix stuttgart's stats</p> <hr /> <div>Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27 &lt;!--I believe this is for IC and EV, and should be recalculated to be just IC. Maybe add an overall category for most wins regardless of competition? --&gt;<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65 s<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606 s<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition<br /> |416.5 kg/918 lbs<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |388 kg/855 lbs<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598 s<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21 s<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136 s<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597 s<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition<br /> |286 kg/631 lbs<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |281.5 kg/621 lbs<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}<br /> [[Category:Competition]]</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3008 2023-06-22T19:55:49Z

<p>Satiric: Add freedom units</p> <hr /> <div>Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65 s<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606 s<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |123 kg/271 lbs<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition<br /> |416.5 kg/918 lbs<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |388 kg/855 lbs<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598 s<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21 s<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |142.5 kg/314 lbs<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |479 kg/1056 lbs<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136 s<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597 s<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events<br /> |156 kg/344 lbs<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition<br /> |286 kg/631 lbs<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events<br /> |281.5 kg/621 lbs<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}<br /> [[Category:Competition]]</div>

Satiric http://fswiki.us/index.php?title=CAN_Bus&diff=3007 2023-06-22T01:24:24Z

<p>Satiric: Specify that the included tables are for the data frame</p> <hr /> <div>[[Category:Electronics]]<br /> CAN bus is a [[Communication Protocols|Communication Protocol]] and networking standard designed for communicating between devices in vehicles. Because of its versatility and relatively low complexity, it is used in the vast majority of vehicles manufactured today. By letting multiple devices communicate with each-other through a common interface, wiring harness complexity can be reduced.<br /> <br /> Computer networks can be thought of as having layers. CAN bus has 3 main layers:<br /> * the physical layer, which contains electrical specifications (cable impedance, voltage levels, etc.)<br /> * the data link layer, which specifies bit timing, message framing, error detection, etc.<br /> * the application layer, which specifies things like which identifier to use for what data.<br /> <br /> ==CAN bus physical layer==<br /> At the physical layer, there are two types of CAN networks: low–speed CAN and high–speed CAN.<br /> ===High–Speed CAN===<br /> [[File:CAN ISO11898-2 Network.png|thumb|Example of a high–speed CAN network.]]<br /> High–speed CAN (ISO 11898-2) is probably the most common version of CAN. It can support speeds up to 1 Mb/s, and uses a linear bus. High–speed CAN does not work when hooked up as a star network, as star networks can lead to strange behavior at higher frequencies. The stubs coming off of the linear bus should be kept as short as possible. If you are designing a custom PCB that uses CAN, you can do this branching on the PCB instead of in the wiring harness. A 120 ohm termination resistor is required at either end of the bus, i.e. the DC resistance measurement between the 2 CAN wires should be 60 ohms when hooked up properly. The cable should theoretically have an impedance between 108 and 132 Ohms at the bus frequency, but in practice this isn't necessary and most cable will work just fine.&lt;ref&gt;&quot;CAN Physical Layers - Kvaser&quot;. Retrieved 2023-01-21. https://www.kvaser.com/lesson/can-physical-layers/.&lt;/ref&gt;<br /> ===Low–Speed CAN===<br /> [[File:CAN ISO11898-3 Network.png|thumb|Example of a low–speed CAN network.]]<br /> Low-speed CAN (ISO 11898-3) is limited to a speed of 125 Kb/s, but it is more flexible in its routing. It can be connected as a star bus with no issues, and each device on the network has two termination resistors. Their value can be calculated based on the method described on page 4-10 of this document from National Instruments: [https://www.ni.com/docs/en-US/bundle/ni-can-hw-sw-seri/resource/370289t.pdf].<br /> <br /> Because of its low speed it is not often used in the automotive world, but if you don't have a lot of data to send it could be useful.<br /> ==CAN bus data link layer==&lt;!-- TODO: expand on types of frames: remote request frames, error frames, etc. --&gt;<br /> The CAN 2.0 protocol is specified in ISO 11898-1. It is split into CAN 2.0A and CAN 2.0B, the original 11 bit identifier version and the extended 29 bit identifier version.<br /> ===CAN 2.0A===<br /> CAN 2.0A is effectively the same as CAN 1.0 and 1.2. It uses 11 bit identifiers, so a maximum of 2048 devices can transmit on a network. If a device says it supports CAN, it supports this.<br /> ====Data frame format====<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Field name<br /> !Length (bits)<br /> !Purpose<br /> |-<br /> |Start of frame<br /> |1<br /> |Denotes the start of frame transmission<br /> |-<br /> |Identifier<br /> |11<br /> |A unique identifier which also represents the message priority<br /> |-<br /> |Remote transmission request (RTR)<br /> |1<br /> |Must be 0 for data frames and 1 for remote request frames<br /> |-<br /> |Identifier extension bit (IDE)<br /> |1<br /> |Must be 0 for base format with 11 bit identifiers<br /> |-<br /> |Reserved bit (r0)<br /> |1<br /> |Reserved bit. Must be 0<br /> |-<br /> |Data length code (DLC)<br /> |4<br /> |Number of bytes of data (0-8 bytes)<br /> |-<br /> |Data field<br /> |0-64<br /> |Data to be transmitted (length in bytes determined by DLC field)<br /> |-<br /> |CRC<br /> |15<br /> |[https://en.wikipedia.org/wiki/Cyclic_redundancy_check#CRC-15-CAN Cyclic redundancy check]<br /> |-<br /> |CRC delimiter<br /> |1<br /> |Must be 1<br /> |-<br /> |ACK slot<br /> |1<br /> |Transmitter sends 1 and any receiver can assert a 0<br /> |-<br /> |ACK delimiter<br /> |1<br /> |must be 1<br /> |-<br /> |End of frame (EOF)<br /> |7<br /> |all bits must be 1<br /> |-<br /> |Inter-frame spacing (IFS)<br /> |3<br /> |all bits must be 1<br /> |}<br /> ===CAN 2.0B===<br /> CAN 2.0B builds on CAN 2.0A by allowing 29 bit identifiers.<br /> ====Data frame format====<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Field name&lt;br /&gt;<br /> !Length (bits)&lt;br /&gt;<br /> !Purpose&lt;br /&gt;<br /> |-<br /> |Start of frame<br /> |1<br /> |Denotes the start of frame transmission<br /> |-<br /> |Identifier A<br /> |11<br /> |First part of the unique identifier which also represents the message priority<br /> |-<br /> |Substitute remote request (SRR)<br /> |1<br /> |Must be 1<br /> |-<br /> |Identifier extension bit (IDE)<br /> |1<br /> |Must be 1 for extended format with 29 bit identifiers<br /> |-<br /> |Identifier B<br /> |18<br /> |Second part of the unique identifier which also represents the message priority<br /> |-<br /> |Remote transmission request (RTR)<br /> |1<br /> |Must be 0 for data frames and 1 for remote request frames<br /> |-<br /> |Reserved bits (r1, r0)<br /> |2<br /> |Reserved bits which must be set 0, but accepted as either 0 or 1<br /> |-<br /> |Data length code (DLC)<br /> |4<br /> |Number of bytes of data (0-8 bytes)<br /> |-<br /> |Data field<br /> |0-64<br /> |Data to be transmitted (length in bytes determined by DLC field)<br /> |-<br /> |CRC<br /> |15<br /> |[https://en.wikipedia.org/wiki/Cyclic_redundancy_check#CRC-15-CAN Cyclic redundancy check]<br /> |-<br /> |CRC delimiter<br /> |1<br /> |Must be 1<br /> |-<br /> |ACK slot<br /> |1<br /> |Transmitter sends 1 and any receiver can assert a 0<br /> |-<br /> |ACK delimiter<br /> |1<br /> |must be 1<br /> |-<br /> |End of frame (EOF)<br /> |7<br /> |all bits must be 1<br /> |-<br /> |Inter-frame spacing (IFS)<br /> |3<br /> |all bits must be 1<br /> |}<br /> ===CAN FD===<br /> CAN FD (Flexible Data-rate) is an extension of the CAN 2.0 protocol. It can dynamically switch between different data rates and longer or shorter messages, resulting in faster data speeds and higher data capacity.&lt;ref&gt;Falch, Martin. &quot;CAN FD Explained - A Simple Intro [2022] - CSS Electronics&quot;. Retrieved 2023-01-21. https://www.csselectronics.com/pages/can-fd-flexible-data-rate-intro.&lt;/ref&gt;<br /> ==CAN bus application layer==<br /> ===J1939===<br /> ===CANopen===<br /> ==References==</div>

Satiric http://fswiki.us/index.php?title=CAN_Bus&diff=3006 2023-06-22T01:19:29Z

<p>Satiric: Fill out frame format tables</p> <hr /> <div>[[Category:Electronics]]<br /> CAN bus is a [[Communication Protocols|Communication Protocol]] and networking standard designed for communicating between devices in vehicles. Because of its versatility and relatively low complexity, it is used in the vast majority of vehicles manufactured today. By letting multiple devices communicate with each-other through a common interface, wiring harness complexity can be reduced.<br /> <br /> Computer networks can be thought of as having layers. CAN bus has 3 main layers:<br /> * the physical layer, which contains electrical specifications (cable impedance, voltage levels, etc.)<br /> * the data link layer, which specifies bit timing, message framing, error detection, etc.<br /> * the application layer, which specifies things like which identifier to use for what data.<br /> <br /> ==CAN bus physical layer==<br /> At the physical layer, there are two types of CAN networks: low–speed CAN and high–speed CAN.<br /> ===High–Speed CAN===<br /> [[File:CAN ISO11898-2 Network.png|thumb|Example of a high–speed CAN network.]]<br /> High–speed CAN (ISO 11898-2) is probably the most common version of CAN. It can support speeds up to 1 Mb/s, and uses a linear bus. High–speed CAN does not work when hooked up as a star network, as star networks can lead to strange behavior at higher frequencies. The stubs coming off of the linear bus should be kept as short as possible. If you are designing a custom PCB that uses CAN, you can do this branching on the PCB instead of in the wiring harness. A 120 ohm termination resistor is required at either end of the bus, i.e. the DC resistance measurement between the 2 CAN wires should be 60 ohms when hooked up properly. The cable should theoretically have an impedance between 108 and 132 Ohms at the bus frequency, but in practice this isn't necessary and most cable will work just fine.&lt;ref&gt;&quot;CAN Physical Layers - Kvaser&quot;. Retrieved 2023-01-21. https://www.kvaser.com/lesson/can-physical-layers/.&lt;/ref&gt;<br /> ===Low–Speed CAN===<br /> [[File:CAN ISO11898-3 Network.png|thumb|Example of a low–speed CAN network.]]<br /> Low-speed CAN (ISO 11898-3) is limited to a speed of 125 Kb/s, but it is more flexible in its routing. It can be connected as a star bus with no issues, and each device on the network has two termination resistors. Their value can be calculated based on the method described on page 4-10 of this document from National Instruments: [https://www.ni.com/docs/en-US/bundle/ni-can-hw-sw-seri/resource/370289t.pdf].<br /> <br /> Because of its low speed it is not often used in the automotive world, but if you don't have a lot of data to send it could be useful.<br /> ==CAN bus data link layer==<br /> The CAN 2.0 protocol is specified in ISO 11898-1. It is split into CAN 2.0A and CAN 2.0B, the original 11 bit identifier version and the extended 29 bit identifier version.<br /> ===CAN 2.0A===<br /> CAN 2.0A is effectively the same as CAN 1.0 and 1.2. It uses 11 bit identifiers, so a maximum of 2048 devices can transmit on a network. If a device says it supports CAN, it supports this.<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Field name<br /> !Length (bits)<br /> !Purpose<br /> |-<br /> |Start of frame<br /> |1<br /> |Denotes the start of frame transmission<br /> |-<br /> |Identifier<br /> |11<br /> |A unique identifier which also represents the message priority<br /> |-<br /> |Remote transmission request (RTR)<br /> |1<br /> |Must be 0 for data frames and 1 for remote request frames<br /> |-<br /> |Identifier extension bit (IDE)<br /> |1<br /> |Must be 0 for base format with 11 bit identifiers<br /> |-<br /> |Reserved bit (r0)<br /> |1<br /> |Reserved bit. Must be 0<br /> |-<br /> |Data length code (DLC)<br /> |4<br /> |Number of bytes of data (0-8 bytes)<br /> |-<br /> |Data field<br /> |0-64<br /> |Data to be transmitted (length in bytes determined by DLC field)<br /> |-<br /> |CRC<br /> |15<br /> |[https://en.wikipedia.org/wiki/Cyclic_redundancy_check#CRC-15-CAN Cyclic redundancy check]<br /> |-<br /> |CRC delimiter<br /> |1<br /> |Must be 1<br /> |-<br /> |ACK slot<br /> |1<br /> |Transmitter sends 1 and any receiver can assert a 0<br /> |-<br /> |ACK delimiter<br /> |1<br /> |must be 1<br /> |-<br /> |End of frame (EOF)<br /> |7<br /> |all bits must be 1<br /> |-<br /> |Inter-frame spacing (IFS)<br /> |3<br /> |all bits must be 1<br /> |}<br /> ===CAN 2.0B===<br /> CAN 2.0B builds on CAN 2.0A by allowing 29 bit identifiers.<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Field name&lt;br /&gt;<br /> !Length (bits)&lt;br /&gt;<br /> !Purpose&lt;br /&gt;<br /> |-<br /> |Start of frame<br /> |1<br /> |Denotes the start of frame transmission<br /> |-<br /> |Identifier A<br /> |11<br /> |First part of the unique identifier which also represents the message priority<br /> |-<br /> |Substitute remote request (SRR)<br /> |1<br /> |Must be 1<br /> |-<br /> |Identifier extension bit (IDE)<br /> |1<br /> |Must be 1 for extended format with 29 bit identifiers<br /> |-<br /> |Identifier B<br /> |18<br /> |Second part of the unique identifier which also represents the message priority<br /> |-<br /> |Remote transmission request (RTR)<br /> |1<br /> |Must be 0 for data frames and 1 for remote request frames<br /> |-<br /> |Reserved bits (r1, r0)<br /> |2<br /> |Reserved bits which must be set 0, but accepted as either 0 or 1<br /> |-<br /> |Data length code (DLC)<br /> |4<br /> |Number of bytes of data (0-8 bytes)<br /> |-<br /> |Data field<br /> |0-64<br /> |Data to be transmitted (length in bytes determined by DLC field)<br /> |-<br /> |CRC<br /> |15<br /> |[https://en.wikipedia.org/wiki/Cyclic_redundancy_check#CRC-15-CAN Cyclic redundancy check]<br /> |-<br /> |CRC delimiter<br /> |1<br /> |Must be 1<br /> |-<br /> |ACK slot<br /> |1<br /> |Transmitter sends 1 and any receiver can assert a 0<br /> |-<br /> |ACK delimiter<br /> |1<br /> |must be 1<br /> |-<br /> |End of frame (EOF)<br /> |7<br /> |all bits must be 1<br /> |-<br /> |Inter-frame spacing (IFS)<br /> |3<br /> |all bits must be 1<br /> |}<br /> ===CAN FD===<br /> CAN FD (Flexible Data-rate) is an extension of the CAN 2.0 protocol. It can dynamically switch between different data rates and longer or shorter messages, resulting in faster data speeds and higher data capacity.&lt;ref&gt;Falch, Martin. &quot;CAN FD Explained - A Simple Intro [2022] - CSS Electronics&quot;. Retrieved 2023-01-21. https://www.csselectronics.com/pages/can-fd-flexible-data-rate-intro.&lt;/ref&gt;<br /> ==CAN bus application layer==<br /> ===J1939===<br /> ===CANopen===<br /> ==References==</div>

Satiric http://fswiki.us/index.php?title=CAN_Bus&diff=3005 2023-06-22T00:58:38Z

<p>Satiric: begin adding frame format tables</p> <hr /> <div>[[Category:Electronics]]<br /> CAN bus is a [[Communication Protocols|Communication Protocol]] and networking standard designed for communicating between devices in vehicles. Because of its versatility and relatively low complexity, it is used in the vast majority of vehicles manufactured today. By letting multiple devices communicate with each-other through a common interface, wiring harness complexity can be reduced.<br /> <br /> Computer networks can be thought of as having layers. CAN bus has 3 main layers:<br /> * the physical layer, which contains electrical specifications (cable impedance, voltage levels, etc.)<br /> * the data link layer, which specifies bit timing, message framing, error detection, etc.<br /> * the application layer, which specifies things like which identifier to use for what data.<br /> <br /> ==CAN bus physical layer==<br /> At the physical layer, there are two types of CAN networks: low–speed CAN and high–speed CAN.<br /> ===High–Speed CAN===<br /> [[File:CAN ISO11898-2 Network.png|thumb|Example of a high–speed CAN network.]]<br /> High–speed CAN (ISO 11898-2) is probably the most common version of CAN. It can support speeds up to 1 Mb/s, and uses a linear bus. High–speed CAN does not work when hooked up as a star network, as star networks can lead to strange behavior at higher frequencies. The stubs coming off of the linear bus should be kept as short as possible. If you are designing a custom PCB that uses CAN, you can do this branching on the PCB instead of in the wiring harness. A 120 ohm termination resistor is required at either end of the bus, i.e. the DC resistance measurement between the 2 CAN wires should be 60 ohms when hooked up properly. The cable should theoretically have an impedance between 108 and 132 Ohms at the bus frequency, but in practice this isn't necessary and most cable will work just fine.&lt;ref&gt;&quot;CAN Physical Layers - Kvaser&quot;. Retrieved 2023-01-21. https://www.kvaser.com/lesson/can-physical-layers/.&lt;/ref&gt;<br /> ===Low–Speed CAN===<br /> [[File:CAN ISO11898-3 Network.png|thumb|Example of a low–speed CAN network.]]<br /> Low-speed CAN (ISO 11898-3) is limited to a speed of 125 Kb/s, but it is more flexible in its routing. It can be connected as a star bus with no issues, and each device on the network has two termination resistors. Their value can be calculated based on the method described on page 4-10 of this document from National Instruments: [https://www.ni.com/docs/en-US/bundle/ni-can-hw-sw-seri/resource/370289t.pdf].<br /> <br /> Because of its low speed it is not often used in the automotive world, but if you don't have a lot of data to send it could be useful.<br /> ==CAN bus data link layer==<br /> The CAN 2.0 protocol is specified in ISO 11898-1. It is split into CAN 2.0A and CAN 2.0B, the original 11 bit identifier version and the extended 29 bit identifier version.<br /> ===CAN 2.0A===<br /> CAN 2.0A is effectively the same as CAN 1.0 and 1.2. It uses 11 bit identifiers, so a maximum of 2048 devices can transmit on a network. If a device says it supports CAN, it supports this.<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> |Field name&lt;br /&gt;<br /> |Length (bits)&lt;br /&gt;<br /> |Purpose&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |}<br /> <br /> <br /> ===CAN 2.0B===<br /> CAN 2.0B builds on CAN 2.0A by allowing 29 bit identifiers.<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> |Field name&lt;br /&gt;<br /> |Length (bits)&lt;br /&gt;<br /> |Purpose&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |}<br /> <br /> <br /> ===CAN FD===<br /> CAN FD (Flexible Data-rate) is an extension of the CAN 2.0 protocol. It can dynamically switch between different data rates and longer or shorter messages, resulting in faster data speeds and higher data capacity.&lt;ref&gt;Falch, Martin. &quot;CAN FD Explained - A Simple Intro [2022] - CSS Electronics&quot;. Retrieved 2023-01-21. https://www.csselectronics.com/pages/can-fd-flexible-data-rate-intro.&lt;/ref&gt;<br /> ==CAN bus application layer==<br /> ===J1939===<br /> ===CANopen===<br /> ==References==</div>

Satiric http://fswiki.us/index.php?title=CAN_Bus&diff=3004 2023-06-22T00:56:28Z

<p>Satiric: Reorganize into layers to make more sense</p> <hr /> <div>[[Category:Electronics]]<br /> CAN bus is a [[Communication Protocols|Communication Protocol]] and networking standard designed for communicating between devices in vehicles. Because of its versatility and relatively low complexity, it is used in the vast majority of vehicles manufactured today. By letting multiple devices communicate with each-other through a common interface, wiring harness complexity can be reduced.<br /> <br /> Computer networks can be thought of as having layers. CAN bus has 3 main layers:<br /> * the physical layer, which contains electrical specifications (cable impedance, voltage levels, etc.)<br /> * the data link layer, which specifies bit timing, message framing, error detection, etc.<br /> * the application layer, which specifies things like which identifier to use for what data.<br /> ==CAN bus physical layer==<br /> At the physical layer, there are two types of CAN networks: low–speed CAN and high–speed CAN.<br /> ===High–Speed CAN===<br /> [[File:CAN ISO11898-2 Network.png|thumb|Example of a high–speed CAN network.]]<br /> High–speed CAN (ISO 11898-2) is probably the most common version of CAN. It can support speeds up to 1 Mb/s, and uses a linear bus. High–speed CAN does not work when hooked up as a star network, as star networks can lead to strange behavior at higher frequencies. The stubs coming off of the linear bus should be kept as short as possible. If you are designing a custom PCB that uses CAN, you can do this branching on the PCB instead of in the wiring harness. A 120 ohm termination resistor is required at either end of the bus, i.e. the DC resistance measurement between the 2 CAN wires should be 60 ohms when hooked up properly. The cable should theoretically have an impedance between 108 and 132 Ohms at the bus frequency, but in practice this isn't necessary and most cable will work just fine.&lt;ref&gt;&quot;CAN Physical Layers - Kvaser&quot;. Retrieved 2023-01-21. https://www.kvaser.com/lesson/can-physical-layers/.&lt;/ref&gt;<br /> ===Low–Speed CAN===<br /> [[File:CAN ISO11898-3 Network.png|thumb|Example of a low–speed CAN network.]]<br /> Low-speed CAN (ISO 11898-3) is limited to a speed of 125 Kb/s, but it is more flexible in its routing. It can be connected as a star bus with no issues, and each device on the network has two termination resistors. Their value can be calculated based on the method described on page 4-10 of this document from National Instruments: [https://www.ni.com/docs/en-US/bundle/ni-can-hw-sw-seri/resource/370289t.pdf].<br /> <br /> Because of its low speed it is not often used in the automotive world, but if you don't have a lot of data to send it could be useful.<br /> ==CAN bus data link layer==<br /> The CAN 2.0 protocol is specified in ISO 11898-1. It is split into CAN 2.0A and CAN 2.0B, the original 11 bit identifier version and the extended 29 bit identifier version.<br /> ===CAN 2.0A===<br /> CAN 2.0A is effectively the same as CAN 1.0 and 1.2. It uses 11 bit identifiers, so a maximum of 2048 devices can transmit on a network. If a device says it supports CAN, it supports this.<br /> &lt;!--insert frame format table here --&gt;<br /> ===CAN 2.0B===<br /> CAN 2.0B builds on CAN 2.0A by allowing 29 bit identifiers.<br /> &lt;!--insert frame format table here --&gt;<br /> ===CAN FD===<br /> CAN FD (Flexible Data-rate) is an extension of the CAN 2.0 protocol. It can dynamically switch between different data rates and longer or shorter messages, resulting in faster data speeds and higher data capacity.&lt;ref&gt;Falch, Martin. &quot;CAN FD Explained - A Simple Intro [2022] - CSS Electronics&quot;. Retrieved 2023-01-21. https://www.csselectronics.com/pages/can-fd-flexible-data-rate-intro.&lt;/ref&gt;<br /> ==CAN bus application layer==<br /> ===J1939===<br /> ===CANopen===<br /> <br /> ==References==</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3002 2023-06-21T00:59:30Z

<p>Satiric: Satiric moved page FS/FSAE Competition Records to List of FS/FSAE Competition Records: Add &quot;List of&quot; to the title to match the standard wikipedia title format</p> <hr /> <div>[[Category:Competition]]<br /> <br /> Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |286<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |281.5<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}</div>

Satiric http://fswiki.us/index.php?title=FS/FSAE_Competition_Records&diff=3003 2023-06-21T00:59:30Z

<p>Satiric: Satiric moved page FS/FSAE Competition Records to List of FS/FSAE Competition Records: Add &quot;List of&quot; to the title to match the standard wikipedia title format</p> <hr /> <div>#REDIRECT [[List of FS/FSAE Competition Records]]</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3001 2023-06-21T00:57:25Z

<p>Satiric: Add &quot;most overall wins in a row&quot; category</p> <hr /> <div>[[Category:Competition]]<br /> <br /> Everything on this page is unofficial, so take it with a grain of salt. Please no edit wars.<br /> <br /> A lot of the info on this page was taken from [https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing this spreadsheet].<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |7<br /> |Global Formula Racing<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |5<br /> |Unicamp E-Racing, TUfast Munich<br /> |FSAE Brasil 2012, 2013, 2014, FSAE Electric 2013, 2014&lt;br \&gt;<br /> FSAE-A 2018, FSeast 2019, FSA 2019, FSG 2019, FSS 2019<br /> |[http://students.sae.org/cds/formulaseries/results/] [http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil/resultados]<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row<br /> |3<br /> |AMZ<br /> |<br /> |FSG 2017, 2018 FSAE Italy 2018 &lt;!--this doesn't make sense. Can someone figure this out and reword it? --&gt;<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |286<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |281.5<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=3000 2023-06-21T00:48:54Z

<p>Satiric: updating driverless records</p> <hr /> <div>[[Category:Competition]]<br /> <br /> This list of FS/FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> &lt;!-- A lot of the info on this page was taken from this spreadsheet: https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing --&gt;<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |5.136<br /> |Karlsruhe KIT<br /> |FS Germany 2021<br /> |[https://www.formulastudent.de/fsg/results/2021/]<br /> |-<br /> |Lowest acceleration time<br /> |3.597<br /> |AMZ<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lightest car at competition (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |156<br /> |München TU<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |286<br /> |Napoli UNINA<br /> |FS Germany 2022<br /> |[https://www.formulastudent.de/fsg/results/2022/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |281.5<br /> |Darmstadt TU<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |}</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=2999 2023-06-21T00:35:49Z

<p>Satiric: Filling out driverless section</p> <hr /> <div>[[Category:Competition]]<br /> <br /> This list of FS/FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> &lt;!-- A lot of the info on this page was taken from this spreadsheet: https://docs.google.com/spreadsheets/d/12ioLo9yaQqad_OI_cilvSQqqRn0w3QVdseJFznmz6xU/edit?usp=sharing --&gt;<br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |3<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |2<br /> |AMZ<br /> |2018<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score with one car<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition<br /> |959.57<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's static events<br /> |477.07<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |496<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest skidpad time<br /> |7.585<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lowest acceleration time<br /> |4.267<br /> |AMZ<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Lightest car at competition (kg)<br /> |182<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |182<br /> |AMZ<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |251<br /> |Augsburg UAS<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |251<br /> |Augsburg UAS<br /> |FS Germany 2017<br /> |[https://www.formulastudent.de/fsg/results/2017/]<br /> |}</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=2998 2023-06-21T00:18:46Z

<p>Satiric: Filling out comp records tables</p> <hr /> <div>[[Category:Competition]]<br /> <br /> This list of FS/FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> <br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |12<br /> |AMZ<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score with one car<br /> |3740.94<br /> |TUfast Munich<br /> |2019<br /> |<br /> |-<br /> |Highest score in one competition<br /> |985.4<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Highest score in one competition's static events<br /> |317<br /> |TU Delft<br /> |FS Germany 2018<br /> |[https://www.formulastudent.de/fsg/results/2018/]<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |675<br /> |Unicamp E-Racing<br /> |FSAE Electric 2013<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ev_2013_result.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.598<br /> |TUfast Munich<br /> |FS Germany 2019<br /> |[https://www.formulastudent.de/fsg/results/2019/]<br /> |-<br /> |Lowest acceleration time<br /> |3.21<br /> |AMZ<br /> |FSAE Italy 2013<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |142.5<br /> |TU Wien<br /> |FS Spain 2017<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany 2011<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |479<br /> |Landshut UAS<br /> |FS Germany<br /> |[https://www.formulastudent.de/fileadmin/_migrated/content_uploads/2011_FSE_Competition_Results_Engineering_Design.pdf]<br /> |}<br /> <br /> ==Driverless records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description<br /> !Record<br /> !Team<br /> !When &amp; where<br /> !Proof<br /> |-<br /> |Most overall wins<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Highest score with one car<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Highest score in one competition<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Lowest skidpad time<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Lowest acceleration time<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Lightest car at competition (kg)<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Heaviest car at competition (kg)<br /> |<br /> |<br /> |<br /> |<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |<br /> |<br /> |<br /> |<br /> |}</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=2997 2023-06-20T23:41:23Z

<p>Satiric: Fix table formatting, start filling out the tables</p> <hr /> <div>[[Category:Competition]]<br /> <br /> This list of FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> <br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description&lt;br /&gt;<br /> !Record&lt;br /&gt;<br /> !Team&lt;br /&gt;<br /> !When &amp; where&lt;br /&gt;<br /> !Proof&lt;br /&gt;<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |<br /> |-<br /> |Most overall wins in one legal year<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Most overall wins in a row with one car<br /> |4<br /> |Global Formula Racing, Rennteam Uni Stuttgart<br /> |2014/2017<br /> |<br /> |-<br /> |Highest score in one legal year<br /> |4449<br /> |Rennteam Uni Stuttgart<br /> |2016<br /> |<br /> |-<br /> |Highest score with one car<br /> |4429<br /> |Rennteam Uni Stuttgart<br /> |2016 (2017 Michigan)<br /> |<br /> |-<br /> |Highest score in one competition<br /> |980.15<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's static events<br /> |672.05<br /> |Rennteam Uni Stuttgart<br /> |FS Spain 2015<br /> |<br /> |-<br /> |Highest score in one competition's dynamic events<br /> |320<br /> |Raftar Formula Racing<br /> |Formula Bharat 2020<br /> |[https://www.formulabharat.com/wp-content/uploads/2020/02/Results_CV_Overall_FormulaBharat2020-2.pdf]<br /> |-<br /> |Lowest skidpad time<br /> |4.65<br /> |TU Graz Racing<br /> |FS Austria 2018<br /> |[https://fsaustria.at/wp-content/uploads/C-Skidpad-Times-2018.pdf] &lt;!-- I know this is broken, FS Austria needs to update their site --&gt;<br /> |-<br /> |Lowest acceleration time<br /> |3.606<br /> |Joanneum Racing Graz<br /> |FS East (Hungary) 2019<br /> |[https://fseast.eu/wp-content/uploads/2019/07/FS_EAST_2019_Final_Results_CV.pdf]<br /> |-<br /> |Lightest car at competition (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Lightest car at competition running in dynamic events (kg)<br /> |123<br /> |Berkeley<br /> |FSAE Lincoln 2014<br /> |[https://www.sae.org/binaries/content/assets/cm/content/attend/2018/student-events/fsae/results/fsae_ln_2014_result.pdf]<br /> |-<br /> |Heaviest car at competition (kg)<br /> |416.5<br /> |UAS Groningen<br /> |FSUK 2011<br /> |[https://www.flickr.com/photos/hanzeracingdivision/6240263216/in/dateposted/]<br /> |-<br /> |Heaviest car at competition running in dynamic events (kg)<br /> |388<br /> |UPT Racing Team<br /> |FS Hungary 2017<br /> |<br /> |}<br /> <br /> ==Electric records==<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description&lt;br /&gt;<br /> !Record&lt;br /&gt;<br /> !Team&lt;br /&gt;<br /> !When &amp; where&lt;br /&gt;<br /> !Proof&lt;br /&gt;<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |https://mazur-events.de/<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |}<br /> <br /> ==Driverless records==<br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Record description&lt;br /&gt;<br /> !Record&lt;br /&gt;<br /> !Team&lt;br /&gt;<br /> !When &amp; where&lt;br /&gt;<br /> !Proof&lt;br /&gt;<br /> |-<br /> |Most overall wins<br /> |27<br /> |Rennteam Uni Stuttgart<br /> |<br /> |https://mazur-events.de/<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |}</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=2996 2023-06-20T23:11:53Z

<p>Satiric: Starting combustion record table</p> <hr /> <div>[[Category:Competition]]<br /> <br /> <br /> <br /> <br /> This list of FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> <br /> ==Combustion records==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> |Record description&lt;br /&gt;<br /> |Record&lt;br /&gt;<br /> |Team&lt;br /&gt;<br /> |When &amp; where&lt;br /&gt;<br /> |Proof&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |}<br /> <br /> <br /> ==Electric records==<br /> ==Driverless records==</div>

Satiric http://fswiki.us/index.php?title=List_of_FS/FSAE_Competition_Records&diff=2995 2023-06-20T23:09:50Z

<p>Satiric: Create FS/FSAE Competition Records list</p> <hr /> <div>[[Category:Competition]]<br /> <br /> This list of FSAE records is unofficial (and I'm still working on making it), so take it with a grain of salt. Please no edit wars<br /> ==Combustion Records==<br /> <br /> ==Electric Records==<br /> <br /> ==Driverless Records==</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2990 2023-06-09T01:53:19Z

<p>Satiric: Formatting</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 726px;&quot; data-mce-style=&quot;height: 505px; width: 726px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.1608&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.04901<br /> |- style=&quot;height: 17px;&quot; data-mce-style=&quot;height: 17px;&quot;<br /> | style=&quot;height: 17px; width: 112px;&quot; data-mce-style=&quot;height: 17px; width: 112px;&quot;|000 (3/0)<br /> | style=&quot;height: 17px; width: 135px;&quot; data-mce-style=&quot;height: 17px; width: 135px;&quot;|0.4096&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 163.4px;&quot; data-mce-style=&quot;height: 17px; width: 163.4px;&quot;|10.405<br /> | style=&quot;height: 17px; width: 130.6px;&quot; data-mce-style=&quot;height: 17px; width: 130.6px;&quot;|85.0&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 162px;&quot; data-mce-style=&quot;height: 17px; width: 162px;&quot;|0.2028&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 155px;&quot; data-mce-style=&quot;height: 17px; width: 155px;&quot;|0.06180<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|00 (2/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.3648&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|9.266<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|67.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.2557&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.07793<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|0 (1/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.3249&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|8.251<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|53.5&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.3224&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.09827<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|1&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2893&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|7.348<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|42.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.4066&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.1239<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2576&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|6.544<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|33.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.5127&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.1563<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.2043&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|5.189<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|21.2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|0.8152&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.2485<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|6&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1620&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|4.115<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|13.3&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|1.296&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.3951<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|8&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1285&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|3.264<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|8.37&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|2.061&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.6282<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|10<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.1019<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.588<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|5.26<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|3.277&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|0.9989<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|12<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0808<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|2.053<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|3.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|5.211&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|1.588<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|14<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0641<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.628<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|2.08&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|8.286<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|2.525<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|16<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0508<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|1.291<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|1.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|13.17 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|4.016<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|18<br /> | style=&quot;height: 18px; width: 135px;&quot; 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width: 155px;&quot; data-mce-style=&quot;height: 12px; width: 155px;&quot;|16.14<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 112px;&quot; data-mce-style=&quot;height: 18px; width: 112px;&quot;|24<br /> | style=&quot;height: 18px; width: 135px;&quot; data-mce-style=&quot;height: 18px; width: 135px;&quot;|0.0201<br /> | style=&quot;height: 18px; width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.511<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.205&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|84.22 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|25.67<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; 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width: 163.4px;&quot; data-mce-style=&quot;height: 18px; width: 163.4px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 130.6px;&quot; data-mce-style=&quot;height: 18px; width: 130.6px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 162px;&quot; data-mce-style=&quot;height: 18px; width: 162px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 155px;&quot; data-mce-style=&quot;height: 18px; width: 155px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 112px;&quot; data-mce-style=&quot;height: 4.21668px; width: 112px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 135px;&quot; data-mce-style=&quot;height: 4.21668px; width: 135px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 163.4px;&quot; data-mce-style=&quot;height: 4.21668px; width: 163.4px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 130.6px;&quot; data-mce-style=&quot;height: 4.21668px; width: 130.6px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 162px;&quot; data-mce-style=&quot;height: 4.21668px; width: 162px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 155px;&quot; data-mce-style=&quot;height: 4.21668px; width: 155px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2989 2023-06-09T01:51:01Z

<p>Satiric: Formatting</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> <br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 797.183px;&quot; data-mce-style=&quot;height: 505px; width: 797.183px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|'''Solid-core diameter (in)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|'''Solid-core diameter (mm)'''<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; 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width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|0.5127&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|0.1563<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.2043&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|5.189<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|21.2&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|0.8152&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; 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width: 102px;&quot;|8&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.1285&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|3.264<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|8.37&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|2.061&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|0.6282<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|10<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.1019<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|2.588<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|5.26<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|3.277&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|0.9989<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|12<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0808<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|2.053<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|3.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|5.211&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|1.588<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|14<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0641<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|1.628<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|2.08&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|8.286<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|2.525<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|16<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0508<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|1.291<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|1.31&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|13.17 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|4.016<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|18<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0403<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|1.024<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|0.823&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|20.95 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|6.385<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|20<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0320<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|0.812<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|0.518&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|33.31 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|10.15<br /> |- style=&quot;height: 12px;&quot; data-mce-style=&quot;height: 12px;&quot;<br /> | style=&quot;height: 12px; width: 102px;&quot; data-mce-style=&quot;height: 12px; width: 102px;&quot;|22<br /> | style=&quot;height: 12px; width: 193px;&quot; data-mce-style=&quot;height: 12px; width: 193px;&quot;|0.0253<br /> | style=&quot;height: 12px; width: 157px;&quot; data-mce-style=&quot;height: 12px; width: 157px;&quot;|0.644<br /> | style=&quot;height: 12px; width: 133px;&quot; data-mce-style=&quot;height: 12px; width: 133px;&quot;|0.326&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 153px;&quot; data-mce-style=&quot;height: 12px; width: 153px;&quot;|52.96&lt;br /&gt;<br /> | style=&quot;height: 12px; width: 210.183px;&quot; data-mce-style=&quot;height: 12px; width: 210.183px;&quot;|16.14<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|24<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0201<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|0.511<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|0.205&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|84.22 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|25.67<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|26<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0159<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|0.405<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|0.129&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|133.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|40.81<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|28<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.0126<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|0.321<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|0.0810&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|212.9 &lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|64.90<br /> |- style=&quot;height: 4.21668px;&quot; data-mce-style=&quot;height: 4.21668px;&quot;<br /> | style=&quot;height: 4.21668px; width: 102px;&quot; data-mce-style=&quot;height: 4.21668px; width: 102px;&quot;|30<br /> | style=&quot;height: 4.21668px; width: 193px;&quot; data-mce-style=&quot;height: 4.21668px; width: 193px;&quot;|0.0100<br /> | style=&quot;height: 4.21668px; width: 157px;&quot; data-mce-style=&quot;height: 4.21668px; width: 157px;&quot;|0.254<br /> | style=&quot;height: 4.21668px; width: 133px;&quot; data-mce-style=&quot;height: 4.21668px; width: 133px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 153px;&quot; data-mce-style=&quot;height: 4.21668px; width: 153px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 210.183px;&quot; data-mce-style=&quot;height: 4.21668px; width: 210.183px;&quot;|103.2<br /> |}<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2988 2023-06-09T01:49:46Z

<p>Satiric: Replace table image with a native table</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> :<br /> {| class=&quot;wikitable&quot; style=&quot;height: 505px; width: 797.183px;&quot; data-mce-style=&quot;height: 505px; width: 797.183px;&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|'''AWG'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|'''Solid-core diameter (in/mm)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|'''&lt;strong&gt;Solid-core diameter (mm)'''&lt;/strong&gt;<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|'''Area (mm²)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|'''Resistance, copper (mΩ/m)'''&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|'''Resistance, copper (mΩ/ft)'''<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|0000 (4/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.4600&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|11.684<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|107&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|0.1608&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|0.04901<br /> |- style=&quot;height: 17px;&quot; data-mce-style=&quot;height: 17px;&quot;<br /> | style=&quot;height: 17px; width: 102px;&quot; data-mce-style=&quot;height: 17px; width: 102px;&quot;|000 (3/0)<br /> | style=&quot;height: 17px; width: 193px;&quot; data-mce-style=&quot;height: 17px; width: 193px;&quot;|0.4096&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 157px;&quot; data-mce-style=&quot;height: 17px; width: 157px;&quot;|10.405<br /> | style=&quot;height: 17px; width: 133px;&quot; data-mce-style=&quot;height: 17px; width: 133px;&quot;|85.0&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 153px;&quot; data-mce-style=&quot;height: 17px; width: 153px;&quot;|0.2028&lt;br /&gt;<br /> | style=&quot;height: 17px; width: 210.183px;&quot; data-mce-style=&quot;height: 17px; width: 210.183px;&quot;|0.06180<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; data-mce-style=&quot;height: 18px; width: 102px;&quot;|00 (2/0)&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 193px;&quot; data-mce-style=&quot;height: 18px; width: 193px;&quot;|0.3648&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 157px;&quot; data-mce-style=&quot;height: 18px; width: 157px;&quot;|9.266<br /> | style=&quot;height: 18px; width: 133px;&quot; data-mce-style=&quot;height: 18px; width: 133px;&quot;|67.4&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 153px;&quot; data-mce-style=&quot;height: 18px; width: 153px;&quot;|0.2557&lt;br /&gt;<br /> | style=&quot;height: 18px; width: 210.183px;&quot; data-mce-style=&quot;height: 18px; width: 210.183px;&quot;|0.07793<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px; width: 102px;&quot; 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width: 133px;&quot;|0.0509&lt;br /&gt;<br /> | style=&quot;height: 4.21668px; width: 153px;&quot; data-mce-style=&quot;height: 4.21668px; width: 153px;&quot;|338.6<br /> | style=&quot;height: 4.21668px; width: 210.183px;&quot; data-mce-style=&quot;height: 4.21668px; width: 210.183px;&quot;|103.2<br /> |}<br /> : <br /> : &lt;img id=&quot;hzDownscaled&quot; style=&quot;position: absolute; top: -10000px;&quot; /&gt;&lt;img id=&quot;hzDownscaled&quot; style=&quot;position: absolute; top: -10000px;&quot; /&gt;<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2987 2023-06-09T00:58:02Z

<p>Satiric: mention process for sizing wires</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> : [[File:AW(oo)G(a).jpg|600px|center|middle|frameless|AWG Chart from https://meters.co.uk/american-wire-gauge-awg-cable-conductor-sizes/]]<br /> :<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> If the datasheet for the wire you're using lists an ampacity, that makes your job easy. If it doesn't, you can use a wire sizing standard like one of the ones in the [[Wire#Standards|Standards]] section of this page.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2986 2023-06-09T00:53:01Z

<p>Satiric: emphasize that NASA's standards might be conservative</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> : [[File:AW(oo)G(a).jpg|600px|center|middle|frameless|AWG Chart from https://meters.co.uk/american-wire-gauge-awg-cable-conductor-sizes/]]<br /> :<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection, so it might be conservative for FSAE use.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=User:Satiric&diff=2985 2023-06-06T20:37:29Z

<p>Satiric: Create User:Satiric</p> <hr /> <div>Western Washington University alumnus, ESF reviewer</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2984 2023-06-06T04:53:45Z

<p>Satiric: Fix headings</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> ==System design and engine choice==<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ===Motorcycle engines===<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ====Four cylinder engines====<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase. These engines are also quite cheap, since you can buy engines from crashed bikes for not a lot of money (and usually the only thing damaged is the side covers).<br /> <br /> ====Three cylinder engines====<br /> This category exists mostly because of Triumph's 675cc Daytona and Street Triple engines. They can provide similar power with less complexity than the four cylinder engines. They also have a higher displacement than any of the four cylinder engines.<br /> <br /> ====Two cylinder engines====<br /> While rarer, some teams run two cylinder engines. Both V-twin and parallel twin engines exist in FSAE sizes. They generally lie somewhere between singles and four cylinders in terms of pros and cons. They may not make the same amount of power as the four cylinder engines but they are smoother than the single cylinder engines and less complex than the four cylinder engines.<br /> <br /> ====Single cylinder engines====<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ===Snowmobile engines===<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ===Other engines===<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ====Custom engines====<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ====Industrial engines====<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> ==Engine control==<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> ==Goals==<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ===Reliability===<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ====Engine choice====<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> ====Servicing====<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> ===Power &amp; torque===<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynamometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> &lt;!-- There used to be a section on a Piston Speed Limit, but I removed it - no such limitation exists in the FSAE rules (or the FS rules, as far as I can tell). <br /> There is a max test speed that is used for the Noise test, but this does not limit teams from exceeding that piston speed outside of the noise test.--&gt;<br /> ====Displacement limit====<br /> Contrary to popular belief, the displacement limit of 710ccs does ''not'' limit power. If a 6.2 liter V8 engine were allowed, it would not make more power than a regular FSAE four cylinder. This is because of the restrictor; a 6.2L engine would not be able to get enough air at a usable RPM range. The intent of the 710cc rule is to guide teams toward engines that work well with the restrictor.<br /> ====Efficiency====<br /> {{Main|https://en.wikipedia.org/wiki/Engine_efficiency Engine Efficiency}}<br /> IC engines are quite inefficient, often 30% or lower. The excess energy goes into two main places: the exhaust and the cooling system. Energy can be extracted from the exhaust with a turbocharger (up until you reach the restrictor limit).<br /> &lt;!--<br /> ====Engine modifications====<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> ==Simulation==<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> ==Oil System==<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> ==Mounting and installation==<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> ==Best practices==<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ===Servicing===<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> ====Routine maintenance====<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> ====How to diagnose issues====<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> ==Common engines and modifications==<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> ===Honda CBR600RR===<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> ===Yamaha R6===<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> ===Yamaha WR/YZ450===<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> * Further reading:<br /> ** [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> ** [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> ==Notable history of FSAE engines==<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> ==References==<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2983 2023-06-06T04:34:27Z

<p>Satiric: Clarify that the FSAE displacement limit does not limit power, summarize engine efficiency</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase. These engines are also quite cheap, since you can buy engines from crashed bikes for not a lot of money (and usually the only thing damaged is the side covers).<br /> <br /> ===Three Cylinder Engines===<br /> This category exists mostly because of Triumph's 675cc Daytona and Street Triple engines. They can provide similar power with less complexity than the four cylinder engines. They also have a higher displacement than any of the four cylinder engines.<br /> <br /> ===Two Cylinder Engines===<br /> While rarer, some teams run two cylinder engines. Both V-twin and parallel twin engines exist in FSAE sizes. They generally lie somewhere between singles and four cylinders in terms of pros and cons. They may not make the same amount of power as the four cylinder engines but they are smoother than the single cylinder engines and less complex than the four cylinder engines.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynamometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> &lt;!-- There used to be a section on a Piston Speed Limit, but I removed it - no such limitation exists in the FSAE rules (or the FS rules, as far as I can tell). <br /> There is a max test speed that is used for the Noise test, but this does not limit teams from exceeding that piston speed outside of the noise test.--&gt;<br /> ====Displacement Limit====<br /> Contrary to popular belief, the displacement limit of 710ccs does ''not'' limit power. If a 6.2 liter V8 engine were allowed, it would not make more power than a regular FSAE four cylinder. This is because of the restrictor; a 6.2L engine would not be able to get enough air at a usable RPM range. The intent of the 710cc rule is to guide teams toward engines that work well with the restrictor.<br /> ====Efficiency====<br /> {{Main|https://en.wikipedia.org/wiki/Engine_efficiency Engine Efficiency}}<br /> IC engines are quite inefficient, often 30% or lower. The excess energy goes into two main places: the exhaust and the cooling system. Energy can be extracted from the exhaust with a turbocharger (up until you reach the restrictor limit).<br /> &lt;!--<br /> ====Engine Modifications====<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2982 2023-06-06T03:59:05Z

<p>Satiric: Removed section on max piston speed limit; no such speed limit exists</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase. These engines are also quite cheap, since you can buy engines from crashed bikes for not a lot of money (and usually the only thing damaged is the side covers).<br /> <br /> ===Three Cylinder Engines===<br /> This category exists mostly because of Triumph's 675cc Daytona and Street Triple engines. They can provide similar power with less complexity than the four cylinder engines. They also have a higher displacement than any of the four cylinder engines.<br /> <br /> ===Two Cylinder Engines===<br /> While rarer, some teams run two cylinder engines. Both V-twin and parallel twin engines exist in FSAE sizes. They generally lie somewhere between singles and four cylinders in terms of pros and cons. They may not make the same amount of power as the four cylinder engines but they are smoother than the single cylinder engines and less complex than the four cylinder engines.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynomometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> <br /> &lt;!-- There used to be a section on a Piston Speed Limit, but I removed it - no such limitation exists in the FSAE rules (or the FS rules, as far as I can tell). <br /> There is a max test speed that is used for the Noise test, but this does not limit teams from exceeding that piston speed outside of the noise test.--&gt;<br /> &lt;!--<br /> ==Efficiency==<br /> high speed low drag babey<br /> =Engine Modifications=<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2978 2023-06-02T22:02:45Z

<p>Satiric: Fixed a typo</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase. These engines are also quite cheap, since you can buy engines from crashed bikes for not a lot of money (and usually the only thing damaged is the side covers).<br /> <br /> ===Three Cylinder Engines===<br /> This category exists mostly because of Triumph's 675cc Daytona and Street Triple engines. They can provide similar power with less complexity than the four cylinder engines. They also have a higher displacement than any of the four cylinder engines.<br /> <br /> ===Two Cylinder Engines===<br /> While rarer, some teams run two cylinder engines. Both V-twin and parallel twin engines exist in FSAE sizes. They generally lie somewhere between singles and four cylinders in terms of pros and cons. They may not make the same amount of power as the four cylinder engines but they are smoother than the single cylinder engines and less complex than the four cylinder engines.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynomometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> <br /> ====Piston Speed Limit====<br /> The competition limits the engine speeds allowed&lt;ref&gt;http://fsaeonline.com/content/Noise%20Test%20Speeds%202015.pdf&lt;/ref&gt;.<br /> a. Automotive / Motorcycle engines 914.4 m/min (3,000 ft/min)<br /> b. Industrial Engines 731.5 m/min (2,400 ft/min)<br /> The calculated speed will be rounded to the nearest 500 rpm.<br /> <br /> A Honda CBR600RR has a stroke of 42.5mm or 0.0425 m. The piston traverses the stroke length twice during one revolution of the engine. This yields 0.085m/revolution. A max piston speed of 914.4 m/min allows a max RPM of about 10,757 RPM. This is usually rounded to 11,000 RPM. (Max piston speed is much more complicated than what is used here, but the actual variation is not significant enough to change the way the system is designed)<br /> &lt;!--<br /> ==Efficiency==<br /> high speed low drag babey<br /> =Engine Modifications=<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=List_of_competitions&diff=2977 2023-06-01T05:29:33Z

<p>Satiric: Create &quot;Unofficial Inactive Competitions&quot; category, add VIR competition</p> <hr /> <div>==Official Active Competitions==<br /> <br /> {| class=&quot;wikitable&quot; style=&quot;width: 1256px;&quot; data-mce-style=&quot;width: 1256px;&quot;<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|'''Country'''<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|'''Name'''<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|'''Sanctioning Body'''<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|'''Classes'''<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|'''Month'''<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|'''Years active since'''<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|'''Notes'''<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Australia<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://www.saea.com.au/formula Formula SAE Australasia]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|SAE Australasia<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|December<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2000<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Austria<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://fsaustria.at/ Formula Student Austria]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula Student Austria<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2009<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Brasil<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil Formula SAE Brasil ]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|[http://portal.saebrasil.org.br/ SAE Brasil]<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|November-December<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2004<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|China<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://www.formulastudent.com.cn/ Formula Student China]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|China Society of Automotive Engineers<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|October-November<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2010<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|EV and CV are held separately since 2015, DV started in 2017, and is held with EV.<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Croatia<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://fs-alpeadria.com/ Formula Alpe Adria]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|FS Alpe Adria<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2022<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|Unofficial event before 2022 (first held 2017).<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Czech Republic<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.fsczech.cz/ Formula Student Czech Republic]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula Student Czech Republic<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2013<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|[[FSG|Germany]]&lt;br /&gt;<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.formulastudent.de/ Formula Student Germany]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula Student Germany<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2006<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|It was announced in October 2019 that FSG would transition to a full driverless competition in 2022. &lt;ref&gt;Formula Student Germany News. &quot;FSG Strategic Announcement.&quot; October 24 2019. https://www.formulastudent.de/pr/news/details/article/fsg-strategic-announcement/ &lt;/ref&gt; Due to COVID-19, this strategic plan has shifted 1 year. The competition will become driverless in 2023. &lt;ref&gt;Formula Student Germany News. &quot;Update to Cancellation of FSG 2020.&quot; https://www.formulastudent.de/pr/news/details/article/update-to-cancellation-of-fsg-2020/ &lt;/ref&gt;<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Hungary<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://fseast.eu/ Formula Student East]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Association of Automotive Engineers<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2016<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|India<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.formulabharat.com/ Formula Bharat]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|[http://www.curiosumtech.in/ Curiosum Tech]<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|January<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2017<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Italy<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.formula-ata.it/ Formula SAE Italy]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|ANFIA<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2005<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Japan<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.jsae.or.jp/formula/jp Formula SAE Japan]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|JSAE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|September<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;| <br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Netherlands<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.formula-student.nl/ Formula Student Netherlands]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula Student Netherlands<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;| <br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Russia<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://fstudent.ru/ Formula Student Russia]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Department of Entreprenurship and Innovative Devlopment of the City of Moscow and SMP Racing<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|September<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2019<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|South Korea<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://jajak.ksae.org/ KSAE Formula]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|The Korean Society of Automotive Engineers<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|October<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;| <br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Spain<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://www.formulastudent.es/ Formula Student Spain]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|STA (Spanish Society of Automotive Engineers)<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2010<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Switzerland<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://formulastudent.ch/index.php Formula Student Switzerland]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|FS Switzerland<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July-August<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2020 (cancelled)&lt;br /&gt;<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Thailand<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[http://www.tsae.or.th/ TSAE Auto Challenge]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|SAE Thailand<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|January<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|&lt;br /&gt;<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|United Kingdom<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.imeche.org/events/formula-student Formula Student ]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|IMechE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV, DV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|July<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|1998<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;| <br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|USA<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.sae.org/attend/student-events/formula-sae-michigan Formula SAE Michigan]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula SAE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|May<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|1981&lt;br /&gt;<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|Held in Texas in 1981-1985, 1987, 1989&lt;br /&gt;<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|USA<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.sae.org/attend/student-events/formula-sae-california Formula SAE West/Lincoln/California]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula SAE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|June<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2006<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|Held in Lincoln, NE between 2012-2019, in Las Vegas, NV in 2021, and in Michigan in 2022.&lt;br /&gt;<br /> |}<br /> <br /> ==Official Inactive Competitions==<br /> <br /> {| class=&quot;wikitable&quot; style=&quot;width: 1256px;&quot; data-mce-style=&quot;width: 1256px;&quot;<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|'''Country'''<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|'''Name'''<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|'''Sanctioning Body'''<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|'''Classes'''<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|'''Month'''<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|'''Years active'''<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|'''Notes'''<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|Canada<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|[https://www.sae.org/attend/student-events/formula-sae-north Formula SAE North]<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula SAE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV, EV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|May<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2010-2019<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|Taken over by SAE in 2019. Closed indefinitely in 2021.<br /> |-<br /> | style=&quot;width: 194px;&quot; data-mce-style=&quot;width: 194px;&quot;|USA<br /> | style=&quot;width: 327px;&quot; data-mce-style=&quot;width: 327px;&quot;|Formula SAE at VIR<br /> | style=&quot;width: 200px;&quot; data-mce-style=&quot;width: 200px;&quot;|Formula SAE<br /> | style=&quot;width: 137px;&quot; data-mce-style=&quot;width: 137px;&quot;|CV<br /> | style=&quot;width: 102px;&quot; data-mce-style=&quot;width: 102px;&quot;|April<br /> | style=&quot;width: 100.8px;&quot; data-mce-style=&quot;width: 100.8px;&quot;|2008-2009<br /> | style=&quot;width: 367.2px;&quot; data-mce-style=&quot;width: 367.2px;&quot;|Suspended until further notice due to economy and lack of student demand.<br /> |}<br /> <br /> ==Unofficial Active Competitions==<br /> <br /> {| class=&quot;wikitable&quot; style=&quot;width: 1361px;&quot; data-mce-style=&quot;width: 1361px;&quot;<br /> |- style=&quot;height: 34px;&quot; data-mce-style=&quot;height: 34px;&quot;<br /> | style=&quot;width: 194px; height: 34px;&quot; data-mce-style=&quot;width: 194px; height: 34px;&quot;|'''City, Country'''<br /> | style=&quot;width: 222px; height: 34px;&quot; data-mce-style=&quot;width: 222px; height: 34px;&quot;|'''Name'''<br /> | style=&quot;width: 410px; height: 34px;&quot; data-mce-style=&quot;width: 410px; height: 34px;&quot;|'''Organizing Body'''<br /> | style=&quot;width: 105px; height: 34px;&quot; data-mce-style=&quot;width: 105px; height: 34px;&quot;|'''Classes'''<br /> | style=&quot;width: 60px; height: 34px;&quot; data-mce-style=&quot;width: 60px; height: 34px;&quot;|'''Month'''<br /> | style=&quot;width: 125px; height: 34px;&quot; data-mce-style=&quot;width: 125px; height: 34px;&quot;|'''Years active since'''<br /> | style=&quot;width: 472px; height: 34px;&quot; data-mce-style=&quot;width: 472px; height: 34px;&quot;|'''Notes'''<br /> |- style=&quot;height: 24.8px;&quot; data-mce-style=&quot;height: 24.8px;&quot;<br /> | style=&quot;width: 194px; height: 24.8px;&quot; data-mce-style=&quot;width: 194px; height: 24.8px;&quot;|Dallesport, WA, USA<br /> | style=&quot;width: 222px; height: 24.8px;&quot; data-mce-style=&quot;width: 222px; height: 24.8px;&quot;|Dallesport Shootout<br /> | style=&quot;width: 410px; height: 24.8px;&quot; data-mce-style=&quot;width: 410px; height: 24.8px;&quot;|Global Formula Racing<br /> | style=&quot;width: 105px; height: 24.8px;&quot; data-mce-style=&quot;width: 105px; height: 24.8px;&quot;| <br /> | style=&quot;width: 60px; height: 24.8px;&quot; data-mce-style=&quot;width: 60px; height: 24.8px;&quot;|October<br /> | style=&quot;width: 125px; height: 24.8px;&quot; data-mce-style=&quot;width: 125px; height: 24.8px;&quot;| <br /> | style=&quot;width: 472px; height: 24.8px;&quot; data-mce-style=&quot;width: 472px; height: 24.8px;&quot;| <br /> |- style=&quot;height: 24.8px;&quot; data-mce-style=&quot;height: 24.8px;&quot;<br /> | style=&quot;width: 194px; height: 24.8px;&quot; data-mce-style=&quot;width: 194px; height: 24.8px;&quot;|Pittsburgh, PA, USA<br /> | style=&quot;width: 222px; height: 24.8px;&quot; data-mce-style=&quot;width: 222px; height: 24.8px;&quot;|[//www.pittsburghshootout.com Pittsburgh Shootout]<br /> | style=&quot;width: 410px; height: 24.8px;&quot; data-mce-style=&quot;width: 410px; height: 24.8px;&quot;|[//www.facebook.com/Pittfsae University of Pittsburgh Formula SAE]<br /> | style=&quot;width: 105px; height: 24.8px;&quot; data-mce-style=&quot;width: 105px; height: 24.8px;&quot;|CV, EV<br /> | style=&quot;width: 60px; height: 24.8px;&quot; data-mce-style=&quot;width: 60px; height: 24.8px;&quot;|July-August<br /> | style=&quot;width: 125px; height: 24.8px;&quot; data-mce-style=&quot;width: 125px; height: 24.8px;&quot;|2016<br /> | style=&quot;width: 472px; height: 24.8px;&quot; data-mce-style=&quot;width: 472px; height: 24.8px;&quot;|Uses Formula SAE ruleset<br /> Autocross event only<br /> |- style=&quot;height: 16px;&quot; data-mce-style=&quot;height: 16px;&quot;<br /> | style=&quot;width: 194px; height: 16px;&quot; data-mce-style=&quot;width: 194px; height: 16px;&quot;|Ljungbyhed, Sweden<br /> | style=&quot;width: 222px; height: 16px;&quot; data-mce-style=&quot;width: 222px; height: 16px;&quot;|[https://lundformulastudent.se/nordic-test-event/ Nordic Test Event]<br /> | style=&quot;width: 410px; height: 16px;&quot; data-mce-style=&quot;width: 410px; height: 16px;&quot;|[https://lundformulastudent.se/ Lund Formula Student]<br /> | style=&quot;width: 105px; height: 16px;&quot; data-mce-style=&quot;width: 105px; height: 16px;&quot;|CV, EV, DV<br /> | style=&quot;width: 60px; height: 16px;&quot; data-mce-style=&quot;width: 60px; height: 16px;&quot;|June<br /> | style=&quot;width: 125px; height: 16px;&quot; data-mce-style=&quot;width: 125px; height: 16px;&quot;|2015<br /> | style=&quot;width: 472px; height: 16px;&quot; data-mce-style=&quot;width: 472px; height: 16px;&quot;|Mock competition aimed at the nordic teams<br /> |- style=&quot;height: 16px;&quot; data-mce-style=&quot;height: 16px;&quot;<br /> | style=&quot;width: 194px; height: 16px;&quot; data-mce-style=&quot;width: 194px; height: 16px;&quot;|Sydney, Australia<br /> | style=&quot;width: 222px; height: 16px;&quot; data-mce-style=&quot;width: 222px; height: 16px;&quot;|[https://www.fs-sydney.com.au/ FS Sydney]<br /> | style=&quot;width: 410px; height: 16px;&quot; data-mce-style=&quot;width: 410px; height: 16px;&quot;|[https://www.sydneymotorsportpark.com.au/ Australian Racing Drivers' Club]<br /> | style=&quot;width: 105px; height: 16px;&quot; data-mce-style=&quot;width: 105px; height: 16px;&quot;|CV, EV<br /> | style=&quot;width: 60px; height: 16px;&quot; data-mce-style=&quot;width: 60px; height: 16px;&quot;|January<br /> | style=&quot;width: 125px; height: 16px;&quot; data-mce-style=&quot;width: 125px; height: 16px;&quot;|2019<br /> | style=&quot;width: 472px; height: 16px;&quot; data-mce-style=&quot;width: 472px; height: 16px;&quot;|Formula SAE rule set with full dynamic events and modified static events.<br /> |- style=&quot;height: 16px;&quot; data-mce-style=&quot;height: 16px;&quot;<br /> | style=&quot;width: 194px; height: 16px;&quot; data-mce-style=&quot;width: 194px; height: 16px;&quot;|Rotating<br /> | style=&quot;width: 222px; height: 16px;&quot; data-mce-style=&quot;width: 222px; height: 16px;&quot;|[https://www.facebook.com/BalticOpenEvents/ Baltic Open]<br /> | style=&quot;width: 410px; height: 16px;&quot; data-mce-style=&quot;width: 410px; height: 16px;&quot;|Baltic Open /[http://metropolia-motorsport.fi/ Metropolia Motorsport]<br /> | style=&quot;width: 105px; height: 16px;&quot; data-mce-style=&quot;width: 105px; height: 16px;&quot;|CV, EV<br /> | style=&quot;width: 60px; height: 16px;&quot; data-mce-style=&quot;width: 60px; height: 16px;&quot;|August-September<br /> | style=&quot;width: 125px; height: 16px;&quot; data-mce-style=&quot;width: 125px; height: 16px;&quot;|2003<br /> | style=&quot;width: 472px; height: 16px;&quot; data-mce-style=&quot;width: 472px; height: 16px;&quot;|Usually organized somewhere around the Baltic sea, allows grandfathered cars to compete<br /> |}<br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> [[Category:Competition]]<br /> <br /> ==Notes==<br /> &lt;references /&gt;</div>

Satiric http://fswiki.us/index.php?title=Battery_Management_Systems&diff=2976 2023-06-01T05:13:53Z

<p>Satiric: comment that balancing doesn't need to be on all the time</p> <hr /> <div>A '''Battery Management System''' (BMS for short) is essential on electric cars due to the inherent danger of the cells. The primary responsibility of the BMS is to prevent the [[Battery_pack|accumulator]] from entering conditions where it would be unsafe to use. It can also perform cell balancing to preserve the life of the battery cells. BMSes also serve as an interface for the rest of the car to gain information on the batteries (so that a datalogger can log the accumulator's state of charge, for example).<br /> ==Safety and Monitoring==<br /> A 3Ah lithium ion battery has a similar amount of stored energy to an entire 20 round AK-47 magazine. Because lithium and some other battery chemistries can be quite volatile when outside of their operating range, it is important that the BMS can sufficiently measure properties like temperature and voltage of individual cells. This data can also be used to feed algorithms that provide insight like state-of-charge estimation.<br /> ===Typical Cell Safe Operating Ranges===<br /> <br /> {| class=&quot;wikitable&quot;<br /> |- style=&quot;height: 17.1719px;&quot;<br /> | style=&quot;height: 17.1719px;&quot;|Chemistry<br /> | style=&quot;height: 17.1719px;&quot;|Min Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Max Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Discharge Temperature<br /> | style=&quot;height: 17.1719px;&quot;|Charge Temperature<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|Li-Po<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|4.2V<br /> | style=&quot;height: 16px;&quot;|10°C ~55°C<br /> | style=&quot;height: 16px;&quot;|5°C ~ 45°C<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|LiFePO4<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|3.6V<br /> | style=&quot;height: 16px;&quot;|-20°C ~ 60°C&lt;br /&gt;<br /> | style=&quot;height: 16px;&quot;|0 ~ 55°C&lt;br /&gt;<br /> |}<br /> ===Temperature Measurement===<br /> As per FS rules and industry good practice, a significant number of cells should have their temperature measured frequently to ensure safety and preventing events like thermal runaway from occurring. Over-temperature conditions are most important, as they can lead to battery fires, but under-temperature conditions are also important if you live in a colder climate, since they can lead to premature degradation of the cells.<br /> <br /> Typically temperature is done by placing a thermistor on the negative terminal of the cell with a thermally conductive, but electrically insulating material in-between for purposes of electrical isolation. The Enepaq (formerly Energus) battery segments use a temperature sensing diode. This is useful as diodes can be strung together in parallel to naturally get the highest temperature without any fancy circuitry.<br /> <br /> Both FSAE and FS rules require that temperature sensing is done at the negative terminal.&lt;ref&gt;Formula SAE Rules 2023, Version 2.0, EV.8.5.4.&lt;/ref&gt;&lt;ref&gt;Formula Student Germany Rules 2023, Version 1.1, EV 5.8.4.&lt;/ref&gt; This is probably because more heat is produced in the cell's cathode than the cell's anode.&lt;ref&gt;Mevawalla, Anosh, Satyam Panchal, Manh-Kien Tran, Michael Fowler, and Roydon Fraser. 2020. &quot;Mathematical Heat Transfer Modeling and Experimental Validation of Lithium-Ion Battery Considering: Tab and Surface Temperature, Separator, Electrolyte Resistance, Anode-Cathode Irreversible and Reversible Heat&quot; Batteries 6, no. 4: 61. https://doi.org/10.3390/batteries6040061&lt;/ref&gt; However, the negative terminal might see more cooling than the positive terminal (depending on what cells you're using), so it could be worth having thermistors near both.<br /> <br /> ===Voltage Measurement===<br /> To ensure cells are not being over charged or discharged, accurate voltage measurement of each cell is needed. The battery management system only needs to measure each series connected cell as parallel connected cells will always have the same voltage potential.<br /> <br /> ==Cell Balancing==<br /> Cell balancing is needed due to the inherent differences in the manufacturing of each battery cell. As cells are charged, some might charge sooner than others, reaching their maximum allowable voltage. When this happens, charging must stop to prevent the cell from being damaged. Unfortunately, this means that cells that aren't at their maximum voltage will be left undercharged. Later, when the pack is discharged, the cells that have less energy in them will discharge to their minimum voltage sooner at which point the battery must be shut off to prevent any cell damage. This again leaves many cells that aren't at their minimum voltage with energy still stored within them. This is wasteful and allows poorly performing cells to degrade more rapidly due to their increased charge cycles.<br /> All of this can be mitigated using cell balancing which attempts to ensure equal distribution of energy amongst all cells during the charging and discharging processes.<br /> <br /> Balancing does not need to be &quot;on&quot; all the time, and is not required by the rules. Balancing only during charging or even every few weeks could be reasonable, depending on the health of your cells. If your cell voltage measuring is working, you can wait until you pass a voltage imbalance threshold before you turn on balancing.<br /> <br /> ===Passive Cell Balancing===<br /> Passive cell balancing is where a battery cell is discharged through a resistor in order to bring all the cell voltages in the battery pack down to the voltage of the lowest cell. This method is usually only used for low currents below 1A as the discharged energy is dissipated as heat. If a significant current is required then active balancing should be considered.<br /> <br /> This can be done extremely simply by manually putting a resistor across each cell for a calculated amount of time. If you don't have enough freshmen to do this, it can be automated, either with custom circuits or off the shelf components.<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/passive-battery-cell-balancing.html#:~:text=Passive Passive Battery Cell Balancing]<br /> ===Active Cell Balancing===<br /> Active cell balancing is where the energy released from the higher voltage cells gets sent to the lower voltage cells. Often times this is implemented with a system where any one cell can &quot;charge&quot; the entire pack, thus redistributing the energy. Very little energy is lost during active balancing, so the system can be designed with higher balancing currents in mind. Because of the inherent complexity of this system, it's usually only used if the extra efficiency is necessary (which it often isn't in FSAE applications).<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/active-battery-cell-balancing.html Active Battery Cell Balancing]<br /> <br /> This video outlines an interesting method of active balancing, where capacitors are switched back and forth across cells to equalize them. It would take a while to balance, but it would be simple to implement. [https://www.youtube.com/watch?v=BRezuwQCaKI Battery balancing by switched-capacitors : Theoretical consideration]<br /> <br /> ==Off–the–Shelf Battery Management Systems==<br /> Off–the–shelf BMSes are attractive due to the relatively little work involved in implementing them. Careful consideration should be taken that the system passes the rulebook, as well as any electrical and packaging constraints of your vehicle.<br /> ===Orion BMS 2===<br /> The Orion BMS 2 is massive but has a good feature set, and can support up to 168S battery packs. One thing to watch out for is the galvanic isolation regulations. According to the FSAE rules, teams must have galvanic isolation between the segments. While the voltage sense connectors have 2.5kV isolation between them, the cell groups within the connectors only have 100V isolation between them.<br /> ===Elithion Lithiumate Lithium-ion BMS===<br /> The Elithion Lithumate system is a distributed system, with one board per parallel cell block, and a separate control box that connects to the rest of the car. I am not positive but the temperature sensors on the distributed cell boards may not count towards the FSAE temperature sensing requirement due to their placement; review the rules to make sure.<br /> ==Open–Source Battery Management Systems==<br /> [http://fsae.polymtl.ca/ Poly eRacing](Polytechnique Montreal) developed an open hardware BMS, named BMSafe. You can reach out to them in order to get the schematic, code, and layout for free.<br /> <br /> ==References==<br /> <br /> [[Category:Electric Vehicle]]</div>

Satiric http://fswiki.us/index.php?title=Battery_Management_Systems&diff=2975 2023-06-01T05:07:10Z

<p>Satiric: Add sentence about how dumb a thermistor rule is</p> <hr /> <div>A '''Battery Management System''' (BMS for short) is essential on electric cars due to the inherent danger of the cells. The primary responsibility of the BMS is to prevent the [[Battery_pack|accumulator]] from entering conditions where it would be unsafe to use. It can also perform cell balancing to preserve the life of the battery cells. BMSes also serve as an interface for the rest of the car to gain information on the batteries (so that a datalogger can log the accumulator's state of charge, for example).<br /> ==Safety and Monitoring==<br /> A 3Ah lithium ion battery has a similar amount of stored energy to an entire 20 round AK-47 magazine. Because lithium and some other battery chemistries can be quite volatile when outside of their operating range, it is important that the BMS can sufficiently measure properties like temperature and voltage of individual cells. This data can also be used to feed algorithms that provide insight like state-of-charge estimation.<br /> ===Typical Cell Safe Operating Ranges===<br /> <br /> {| class=&quot;wikitable&quot;<br /> |- style=&quot;height: 17.1719px;&quot;<br /> | style=&quot;height: 17.1719px;&quot;|Chemistry<br /> | style=&quot;height: 17.1719px;&quot;|Min Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Max Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Discharge Temperature<br /> | style=&quot;height: 17.1719px;&quot;|Charge Temperature<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|Li-Po<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|4.2V<br /> | style=&quot;height: 16px;&quot;|10°C ~55°C<br /> | style=&quot;height: 16px;&quot;|5°C ~ 45°C<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|LiFePO4<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|3.6V<br /> | style=&quot;height: 16px;&quot;|-20°C ~ 60°C&lt;br /&gt;<br /> | style=&quot;height: 16px;&quot;|0 ~ 55°C&lt;br /&gt;<br /> |}<br /> ===Temperature Measurement===<br /> As per FS rules and industry good practice, a significant number of cells should have their temperature measured frequently to ensure safety and preventing events like thermal runaway from occurring. Over-temperature conditions are most important, as they can lead to battery fires, but under-temperature conditions are also important if you live in a colder climate, since they can lead to premature degradation of the cells.<br /> <br /> Typically temperature is done by placing a thermistor on the negative terminal of the cell with a thermally conductive, but electrically insulating material in-between for purposes of electrical isolation. The Enepaq (formerly Energus) battery segments use a temperature sensing diode. This is useful as diodes can be strung together in parallel to naturally get the highest temperature without any fancy circuitry.<br /> <br /> Both FSAE and FS rules require that temperature sensing is done at the negative terminal.&lt;ref&gt;Formula SAE Rules 2023, Version 2.0, EV.8.5.4.&lt;/ref&gt;&lt;ref&gt;Formula Student Germany Rules 2023, Version 1.1, EV 5.8.4.&lt;/ref&gt; This is probably because more heat is produced in the cell's cathode than the cell's anode.&lt;ref&gt;Mevawalla, Anosh, Satyam Panchal, Manh-Kien Tran, Michael Fowler, and Roydon Fraser. 2020. &quot;Mathematical Heat Transfer Modeling and Experimental Validation of Lithium-Ion Battery Considering: Tab and Surface Temperature, Separator, Electrolyte Resistance, Anode-Cathode Irreversible and Reversible Heat&quot; Batteries 6, no. 4: 61. https://doi.org/10.3390/batteries6040061&lt;/ref&gt; However, the negative terminal might see more cooling than the positive terminal (depending on what cells you're using), so it could be worth having thermistors near both.<br /> <br /> ===Voltage Measurement===<br /> To ensure cells are not being over charged or discharged, accurate voltage measurement of each cell is needed. The battery management system only needs to measure each series connected cell as parallel connected cells will always have the same voltage potential.<br /> <br /> ==Cell Balancing==<br /> Cell balancing is needed due to the inherent differences in the manufacturing of each battery cell. As cells are charged, some might charge sooner than others, reaching their maximum allowable voltage. When this happens, charging must stop to prevent the cell from being damaged. Unfortunately, this means that cells that aren't at their maximum voltage will be left undercharged. Later, when the pack is discharged, the cells that have less energy in them will discharge to their minimum voltage sooner at which point the battery must be shut off to prevent any cell damage. This again leaves many cells that aren't at their minimum voltage with energy still stored within them. This is wasteful and allows poorly performing cells to degrade more rapidly due to their increased charge cycles.<br /> All of this can be mitigated using cell balancing which attempts to ensure equal distribution of energy amongst all cells during the charging and discharging processes. <br /> <br /> ===Passive Cell Balancing===<br /> Passive cell balancing is where a battery cell is discharged through a resistor in order to bring all the cell voltages in the battery pack down to the voltage of the lowest cell. This method is usually only used for low currents below 1A as the discharged energy is dissipated as heat. If a significant current is required then active balancing should be considered.<br /> <br /> This can be done extremely simply by manually putting a resistor across each cell for a calculated amount of time. If you don't have enough freshmen to do this, it can be automated, either with custom circuits or off the shelf components.<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/passive-battery-cell-balancing.html#:~:text=Passive Passive Battery Cell Balancing]<br /> ===Active Cell Balancing===<br /> Active cell balancing is where the energy released from the higher voltage cells gets sent to the lower voltage cells. Often times this is implemented with a system where any one cell can &quot;charge&quot; the entire pack, thus redistributing the energy. Very little energy is lost during active balancing, so the system can be designed with higher balancing currents in mind. Because of the inherent complexity of this system, it's usually only used if the extra efficiency is necessary (which it often isn't in FSAE applications).<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/active-battery-cell-balancing.html Active Battery Cell Balancing]<br /> <br /> This video outlines an interesting method of active balancing, where capacitors are switched back and forth across cells to equalize them. It would take a while to balance, but it would be simple to implement. [https://www.youtube.com/watch?v=BRezuwQCaKI Battery balancing by switched-capacitors : Theoretical consideration]<br /> <br /> ==Off–the–Shelf Battery Management Systems==<br /> Off–the–shelf BMSes are attractive due to the relatively little work involved in implementing them. Careful consideration should be taken that the system passes the rulebook, as well as any electrical and packaging constraints of your vehicle.<br /> ===Orion BMS 2===<br /> The Orion BMS 2 is massive but has a good feature set, and can support up to 168S battery packs. One thing to watch out for is the galvanic isolation regulations. According to the FSAE rules, teams must have galvanic isolation between the segments. While the voltage sense connectors have 2.5kV isolation between them, the cell groups within the connectors only have 100V isolation between them.<br /> ===Elithion Lithiumate Lithium-ion BMS===<br /> The Elithion Lithumate system is a distributed system, with one board per parallel cell block, and a separate control box that connects to the rest of the car. I am not positive but the temperature sensors on the distributed cell boards may not count towards the FSAE temperature sensing requirement due to their placement; review the rules to make sure.<br /> ==Open–Source Battery Management Systems==<br /> [http://fsae.polymtl.ca/ Poly eRacing](Polytechnique Montreal) developed an open hardware BMS, named BMSafe. You can reach out to them in order to get the schematic, code, and layout for free.<br /> <br /> ==References==<br /> <br /> [[Category:Electric Vehicle]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2974 2023-06-01T05:00:50Z

<p>Satiric: Added summary of NEC wire sizing standards</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> : [[File:AW(oo)G(a).jpg|600px|center|middle|frameless|AWG Chart from https://meters.co.uk/american-wire-gauge-awg-cable-conductor-sizes/]]<br /> :<br /> <br /> ===Metric===<br /> The wire cross section is often given in square millimeters (mm^2). This can be converted to/from AWG for example using [https://www.rapidtables.com/calc/wire/wire-gauge-chart.html this] tool (that gives you a lot more bonus information as well), or the table above.<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can apply to the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> <br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ===National Electrical Code===<br /> The United States has a National Electrical Code (NEC) which gives a wire sizing table.&lt;ref&gt;&quot;Using the NEC Ampacity Charts&quot;. National Fire Protection Association, May 2021. https://www.nfpa.org/~/media/Files/Code%20or%20topic%20fact%20sheets/NECAmpacityWorkflow.pdf. Accessed 31-May-2023.&lt;/ref&gt; You might see it quoted online, but it is designed for house wiring, which is generally embedded in the walls and not in free air. As a result, this source might be conservative depending on your application.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Machining&diff=2973 2023-05-23T02:40:06Z

<p>Satiric: summarize 2.5 axis machining</p> <hr /> <div>A list of subtractive manufacturing tools commonly used in Formula for any material. Theory, safety, pros/cons, photos, cost, etc...<br /> When this gets too large we can consider separating it into other pages.<br /> ==Safety==<br /> {{Main|Health_and_Safety}}<br /> <br /> <br /> Health and safety in the workshop environment and on track is a crucial priority for Formula Student teams and must be treated as such. If significant injury or death occurs related to work in a Formula Student team, there will be a risk of the university or faculty (governing body) to shut down the team permanently. Safety is not to be underestimated and a set of workplace safety policies never guarantees personal safety unless practiced. Lead members, or designated HSE responsible members should be proactive in making internal guidelines for PPE inventory, changing respiratory filters in masks etc. All members have a personal responsibility to follow safety guidelines set forth by the university and the team itself. HSE policies should reflect the principle of [https://en.wikipedia.org/wiki/ALARP ALARP] .<br /> ===Personal Protective Equipment (PPE)===<br /> If your team is going to be using any of the tools below, please wear the correct [https://en.wikipedia.org/wiki/Personal_protective_equipment Personal Protective Equipment (PPE)] for the work being done.<br /> <br /> <br /> Safety goggles are most common to use for any workshop activities. Goggles should be worn for most activities, primarily when working with moving machinery, or labor that can have projectiles/ dust going into eyes.<br /> <br /> <br /> Hearing protection such as ear muffs or ear plugs are highly useful for loud activities. It should be noted that hearing protection is useful for impulse noises (i.e hammering) and for constant loud noises over long periods of time, like machine humming under operation. Both types of noises can accelerate noise-induced hearing loss.<br /> <br /> <br /> <br /> <br /> Typical shop dress code is: cotton short sleeve shirt, jeans, close-toed shoes, no jewelry, and hair tied out of the way.<br /> <br /> Recommended PPE includes safety glasses and hearing protection. Occasionally additional PPE is required such as a full face shield, respirator, or gloves. <br /> <br /> ''NOTE: Using rotating machines with gloves or a long sleeve shirt might seem safer, but it is actually more dangerous due to the risk of getting sucked in.''''''<br /> <br /> <br /> ''''<br /> <br /> ==Presses==<br /> ===Vice===<br /> A vice uses two jaws to compress a part and come in a variety of sizes. These are traditionally used to hold a workpiece while machining. Vices are often used as a makeshift press by attaching a cheater bar.<br /> ===Die Press===<br /> A shaped die is used to punch a shaped hole into a sheet of material. For example, a die press can be used to quickly punch multiple holes into sheet metal for [[rivets]].<br /> ===Arbor Press===<br /> A simple mechanical press for press fits or broaching.<br /> ===Hydraulic Press===<br /> Hydraulic presses can exert much more force than an arbor press using hydraulics. A cheap hydraulic press can easilly press bearings.<br /> <br /> ==Saw==<br /> ===Hand Saw===<br /> ===Band Saw===<br /> ==Grinder==<br /> ===Rotary Tool===<br /> Also known by the trade name [https://en.wikipedia.org/wiki/Dremel Dremel®], the rotary tool is ideal for small and delicate work. Depending on the bit installed, the tool can grind, sand, cut, or polish.<br /> ===Die Grinder===<br /> Die grinders are typically more powerful than a rotary tool. The extra power can turn larger bits. A 1&quot; coarse grinding bit can be used to [[Tube_Frame#Cutting_tubes|cope tubes]].<br /> ===Angle Grinder===<br /> Angle grinders are even more powerful than a die grinder but also larger, less precise, and more dangerous. Different disks can be installed on the tool for different types of work. A grinder wheel can quickly remove material. Flap disks are convenient for finishing or cleaning. Cutoff disks are for cutting ONLY! do not attempt to grind with a cutoff disk because they are known to shatter into a million pieces and hit you!<br /> <br /> When using an angle grinder, be aware of where your sparks are going. Do not remove the shield! Disks can and will shatter. <br /> ===Bench Grinder===<br /> ==Drill==<br /> Drills use [[drill bits]] to remove material and create a hole. Other attachments can be installed such as: burs, sanders, grinders, and polishing wheels.<br /> ===Hand Drill===<br /> Hand drills are portable and can be corded or battery powered. The RPM is controlled by the trigger pull and sometimes uses a gearbox; feed rate is controlled by the pressure applied. Straight holes are more difficult to achieve with hand drills, and it is recommended to use a center punch to reduce walking.<br /> ===Drill Press===<br /> Drill presses are more stable than hand drills. They have a movable table to attach a [[Machining#presses#vice|vice]] and a spindle with a chuck. The RPM is typically controlled by a gearbox and sometimes with a VFD; feed rate is controlled by pressure applied to the spindle lever. Walking the drill bit is less likely, but a center punch is still recommended.<br /> <br /> A drill press is not a vertical mill. They may look similar but (1) a mill is designed to take side loads and (2) mills can usually place the head of the machine more precisely.<br /> <br /> ==Taps and Dies==<br /> ==Cutting?==<br /> ===Plasma Cutting===<br /> ===Laser Cutting===<br /> ===Water Jetting===<br /> ==Mills and Lathes==<br /> [[File:Sharp_3_Axis_Vertical_Mill_Full_View.jpg|200px|right|middle|thumb|A vertical milling machine with a vice and DRO installed]]<br /> Mills and lathes vary from small bench top tools to large floor models. They are more precise and universal than something like a drill press, although these machines can take longer to setup.<br /> <br /> Machining technique varies depending on tool type/material and workpiece material/size. Topics such as [https://en.wikipedia.org/wiki/Speeds_and_feeds speeds and feeds], heat generated, and [https://en.wikipedia.org/wiki/Cutting_fluid lubrication] should be considered.<br /> <br /> Dimensions can be confirmed by either using the hand wheel markings, [https://en.wikipedia.org/wiki/Scriber scribing] and measuring, or using a [https://en.wikipedia.org/wiki/Digital_read_out Digital Read Out (DRO)] if installed.<br /> <br /> There are [[Machining#CNC_Machining|CNC versions]] of both mills and lathes.<br /> ===Mills===<br /> The most typical milling machine is the [https://en.wikipedia.org/wiki/Milling_(machining)#Vertical_mill vertical milling machine]. In this configuration, the workpiece held to the table typically within a vice and elevated with parallels. The table is controlled in the XYZ axes. The tool is held with a [https://en.wikipedia.org/wiki/Collet collet] or [https://en.wikipedia.org/wiki/Chuck_(engineering)#Drill_chuck drill chuck] and spun by the spindle. The spindle speed and plunge axis is also controlled by the user.<br /> <br /> Tools such as end mills, drill bits, reamers, fly cutters, and saws can be installed.<br /> <br /> ===Lathes===<br /> The [https://en.wikipedia.org/wiki/Metal_lathe metal lathe] rotates a spindle with a chuck to hold the workpiece. If the workpiece extends far past the chuck, a tailstock with a livecenter or other support can be used. Lathe tools are attached to a carriage and controlled in multiple axes with hand wheels.<br /> <br /> Tools are commonly used for facing, turning, boring, drilling, reaming, and threading.<br /> <br /> Lathes are also one of the most dangerous tools in a workshop. Large lathes won't even flinch while sucking in the user! Be careful and take a class if your university has one. &lt;span style=&quot;color:red&quot;&gt;'''Formula students have died using lathes!'''&lt;/span&gt;<br /> <br /> ==CNC Machining==<br /> Not all teams may have access to a CNC. You do not need CNC to make a formula car but it is recommended for complex, high tolerance, or high quantity parts. Talk to local machine shops and trade schools, they may be willing to sponsor your team with CNC services.<br /> <br /> Computer Numerically Controlled (CNC) machining is a process which takes programmed tool paths via user input in order to machine a part. Programming the tool paths is done in a Computer Aided Manufacturing (CAM) software, which allows the programmer to choose the tools used for machining and visually simulate the machining if the part. The program is then transferred to the machine to do the work.<br /> * Complex shapes can be made with CNC compared to manual machining<br /> * Parts, tools, and software can be more expensive than manual machining<br /> * Involves additional programming time and testing<br /> * Precision and finish is generally higher with CNC parts as everything is controlled by a computer and the ability to climb mill.<br /> ===2 Axis===<br /> 2 Axis machining generally the X and Y axis <br /> ===2.5 axis machining===<br /> With 2.5 axis machining, you have fine control in the x and y axes but rudimentary control in the z axis. 2.5 axis mills are simpler and cheaper, while still being able to manufacture many parts.<br /> <br /> ===3 Axis===<br /> ===Multi-axis===<br /> Multi-axis CNC Machining is any CNC machining performed on a machine with greater than 3 axis (degrees of freedom) control. Different variations<br /> <br /> ==Further Reading==<br /> * [https://www.youtube.com/playlist?list=PLF06SHGgSg4Fk5-yeh8DN3g6ZgaM0tbk7 MIT Machine Shop Videos (Youtube Playlist)]<br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> [[Category:Manufacturing Techniques]]</div>

Satiric http://fswiki.us/index.php?title=Machining&diff=2972 2023-05-23T02:34:48Z

<p>Satiric: describe differences between mills and drill presses</p> <hr /> <div>A list of subtractive manufacturing tools commonly used in Formula for any material. Theory, safety, pros/cons, photos, cost, etc...<br /> When this gets too large we can consider separating it into other pages.<br /> ==Safety==<br /> {{Main|Health_and_Safety}}<br /> <br /> <br /> Health and safety in the workshop environment and on track is a crucial priority for Formula Student teams and must be treated as such. If significant injury or death occurs related to work in a Formula Student team, there will be a risk of the university or faculty (governing body) to shut down the team permanently. Safety is not to be underestimated and a set of workplace safety policies never guarantees personal safety unless practiced. Lead members, or designated HSE responsible members should be proactive in making internal guidelines for PPE inventory, changing respiratory filters in masks etc. All members have a personal responsibility to follow safety guidelines set forth by the university and the team itself. HSE policies should reflect the principle of [https://en.wikipedia.org/wiki/ALARP ALARP] .<br /> ===Personal Protective Equipment (PPE)===<br /> If your team is going to be using any of the tools below, please wear the correct [https://en.wikipedia.org/wiki/Personal_protective_equipment Personal Protective Equipment (PPE)] for the work being done.<br /> <br /> <br /> Safety goggles are most common to use for any workshop activities. Goggles should be worn for most activities, primarily when working with moving machinery, or labor that can have projectiles/ dust going into eyes.<br /> <br /> <br /> Hearing protection such as ear muffs or ear plugs are highly useful for loud activities. It should be noted that hearing protection is useful for impulse noises (i.e hammering) and for constant loud noises over long periods of time, like machine humming under operation. Both types of noises can accelerate noise-induced hearing loss.<br /> <br /> <br /> <br /> <br /> Typical shop dress code is: cotton short sleeve shirt, jeans, close-toed shoes, no jewelry, and hair tied out of the way.<br /> <br /> Recommended PPE includes safety glasses and hearing protection. Occasionally additional PPE is required such as a full face shield, respirator, or gloves. <br /> <br /> ''NOTE: Using rotating machines with gloves or a long sleeve shirt might seem safer, but it is actually more dangerous due to the risk of getting sucked in.''''''<br /> <br /> <br /> ''''<br /> <br /> ==Presses==<br /> ===Vice===<br /> A vice uses two jaws to compress a part and come in a variety of sizes. These are traditionally used to hold a workpiece while machining. Vices are often used as a makeshift press by attaching a cheater bar.<br /> ===Die Press===<br /> A shaped die is used to punch a shaped hole into a sheet of material. For example, a die press can be used to quickly punch multiple holes into sheet metal for [[rivets]].<br /> ===Arbor Press===<br /> A simple mechanical press for press fits or broaching.<br /> ===Hydraulic Press===<br /> Hydraulic presses can exert much more force than an arbor press using hydraulics. A cheap hydraulic press can easilly press bearings.<br /> <br /> ==Saw==<br /> ===Hand Saw===<br /> ===Band Saw===<br /> ==Grinder==<br /> ===Rotary Tool===<br /> Also known by the trade name [https://en.wikipedia.org/wiki/Dremel Dremel®], the rotary tool is ideal for small and delicate work. Depending on the bit installed, the tool can grind, sand, cut, or polish.<br /> ===Die Grinder===<br /> Die grinders are typically more powerful than a rotary tool. The extra power can turn larger bits. A 1&quot; coarse grinding bit can be used to [[Tube_Frame#Cutting_tubes|cope tubes]].<br /> ===Angle Grinder===<br /> Angle grinders are even more powerful than a die grinder but also larger, less precise, and more dangerous. Different disks can be installed on the tool for different types of work. A grinder wheel can quickly remove material. Flap disks are convenient for finishing or cleaning. Cutoff disks are for cutting ONLY! do not attempt to grind with a cutoff disk because they are known to shatter into a million pieces and hit you!<br /> <br /> When using an angle grinder, be aware of where your sparks are going. Do not remove the shield! Disks can and will shatter. <br /> ===Bench Grinder===<br /> ==Drill==<br /> Drills use [[drill bits]] to remove material and create a hole. Other attachments can be installed such as: burs, sanders, grinders, and polishing wheels.<br /> ===Hand Drill===<br /> Hand drills are portable and can be corded or battery powered. The RPM is controlled by the trigger pull and sometimes uses a gearbox; feed rate is controlled by the pressure applied. Straight holes are more difficult to achieve with hand drills, and it is recommended to use a center punch to reduce walking.<br /> ===Drill Press===<br /> Drill presses are more stable than hand drills. They have a movable table to attach a [[Machining#presses#vice|vice]] and a spindle with a chuck. The RPM is typically controlled by a gearbox and sometimes with a VFD; feed rate is controlled by pressure applied to the spindle lever. Walking the drill bit is less likely, but a center punch is still recommended.<br /> <br /> A drill press is not a vertical mill. They may look similar but (1) a mill is designed to take side loads and (2) mills can usually place the head of the machine more precisely.<br /> <br /> ==Taps and Dies==<br /> ==Cutting?==<br /> ===Plasma Cutting===<br /> ===Laser Cutting===<br /> ===Water Jetting===<br /> ==Mills and Lathes==<br /> [[File:Sharp_3_Axis_Vertical_Mill_Full_View.jpg|200px|right|middle|thumb|A vertical milling machine with a vice and DRO installed]]<br /> Mills and lathes vary from small bench top tools to large floor models. They are more precise and universal than something like a drill press, although these machines can take longer to setup.<br /> <br /> Machining technique varies depending on tool type/material and workpiece material/size. Topics such as [https://en.wikipedia.org/wiki/Speeds_and_feeds speeds and feeds], heat generated, and [https://en.wikipedia.org/wiki/Cutting_fluid lubrication] should be considered.<br /> <br /> Dimensions can be confirmed by either using the hand wheel markings, [https://en.wikipedia.org/wiki/Scriber scribing] and measuring, or using a [https://en.wikipedia.org/wiki/Digital_read_out Digital Read Out (DRO)] if installed.<br /> <br /> There are [[Machining#CNC_Machining|CNC versions]] of both mills and lathes.<br /> ===Mills===<br /> The most typical milling machine is the [https://en.wikipedia.org/wiki/Milling_(machining)#Vertical_mill vertical milling machine]. In this configuration, the workpiece held to the table typically within a vice and elevated with parallels. The table is controlled in the XYZ axes. The tool is held with a [https://en.wikipedia.org/wiki/Collet collet] or [https://en.wikipedia.org/wiki/Chuck_(engineering)#Drill_chuck drill chuck] and spun by the spindle. The spindle speed and plunge axis is also controlled by the user.<br /> <br /> Tools such as end mills, drill bits, reamers, fly cutters, and saws can be installed.<br /> <br /> ===Lathes===<br /> The [https://en.wikipedia.org/wiki/Metal_lathe metal lathe] rotates a spindle with a chuck to hold the workpiece. If the workpiece extends far past the chuck, a tailstock with a livecenter or other support can be used. Lathe tools are attached to a carriage and controlled in multiple axes with hand wheels.<br /> <br /> Tools are commonly used for facing, turning, boring, drilling, reaming, and threading.<br /> <br /> Lathes are also one of the most dangerous tools in a workshop. Large lathes won't even flinch while sucking in the user! Be careful and take a class if your university has one. &lt;span style=&quot;color:red&quot;&gt;'''Formula students have died using lathes!'''&lt;/span&gt;<br /> <br /> ==CNC Machining==<br /> Not all teams may have access to a CNC. You do not need CNC to make a formula car but it is recommended for complex, high tolerance, or high quantity parts. Talk to local machine shops and trade schools, they may be willing to sponsor your team with CNC services.<br /> <br /> Computer Numerically Controlled (CNC) machining is a process which takes programmed tool paths via user input in order to machine a part. Programming the tool paths is done in a Computer Aided Manufacturing (CAM) software, which allows the programmer to choose the tools used for machining and visually simulate the machining if the part. The program is then transferred to the machine to do the work.<br /> * Complex shapes can be made with CNC compared to manual machining<br /> * Parts, tools, and software can be more expensive than manual machining<br /> * Involves additional programming time and testing<br /> * Precision and finish is generally higher with CNC parts as everything is controlled by a computer and the ability to climb mill.<br /> ===2 Axis===<br /> 2 Axis machining generally the X and Y axis <br /> ===2.5 axis machining===<br /> ===3 Axis===<br /> ===Multi-axis===<br /> Multi-axis CNC Machining is any CNC machining performed on a machine with greater than 3 axis (degrees of freedom) control. Different variations<br /> <br /> ==Further Reading==<br /> * [https://www.youtube.com/playlist?list=PLF06SHGgSg4Fk5-yeh8DN3g6ZgaM0tbk7 MIT Machine Shop Videos (Youtube Playlist)]<br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> <br /> [[Category:Manufacturing Techniques]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2971 2023-05-23T02:19:37Z

<p>Satiric: Add sections for two and three cylinder engines, and mention how cheap the 600cc engines can be</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase. These engines are also quite cheap, since you can buy engines from crashed bikes for not a lot of money (and usually the only thing damaged is the side covers).<br /> <br /> ===Three Cylinder Engines===<br /> This category exists mostly because of Triumph's 675cc Daytona and Street Triple engines. They can provide similar power with less complexity than the four cylinder engines. They also have a higher displacement than any of the four cylinder engines.<br /> <br /> ===Two Cylinder Engines===<br /> While rarer, some teams run two cylinder engines. Both V-twin and parallel twin engines exist in FSAE sizes. They generally lie somewhere between singles and four cylinders in terms of pros and cons. They may not make the same amount of power as the four cylinder engines but they are smoother than the four cylinder engines and less complex than the four cylinder engines.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynomometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> <br /> ====Piston Speed Limit====<br /> The competition limits the engine speeds allowed&lt;ref&gt;http://fsaeonline.com/content/Noise%20Test%20Speeds%202015.pdf&lt;/ref&gt;.<br /> a. Automotive / Motorcycle engines 914.4 m/min (3,000 ft/min)<br /> b. Industrial Engines 731.5 m/min (2,400 ft/min)<br /> The calculated speed will be rounded to the nearest 500 rpm.<br /> <br /> A Honda CBR600RR has a stroke of 42.5mm or 0.0425 m. The piston traverses the stroke length twice during one revolution of the engine. This yields 0.085m/revolution. A max piston speed of 914.4 m/min allows a max RPM of about 10,757 RPM. This is usually rounded to 11,000 RPM. (Max piston speed is much more complicated than what is used here, but the actual variation is not significant enough to change the way the system is designed)<br /> &lt;!--<br /> ==Efficiency==<br /> high speed low drag babey<br /> =Engine Modifications=<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2970 2023-05-23T01:57:52Z

<p>Satiric: Add 610cc to 710cc change</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynomometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> <br /> ====Piston Speed Limit====<br /> The competition limits the engine speeds allowed&lt;ref&gt;http://fsaeonline.com/content/Noise%20Test%20Speeds%202015.pdf&lt;/ref&gt;.<br /> a. Automotive / Motorcycle engines 914.4 m/min (3,000 ft/min)<br /> b. Industrial Engines 731.5 m/min (2,400 ft/min)<br /> The calculated speed will be rounded to the nearest 500 rpm.<br /> <br /> A Honda CBR600RR has a stroke of 42.5mm or 0.0425 m. The piston traverses the stroke length twice during one revolution of the engine. This yields 0.085m/revolution. A max piston speed of 914.4 m/min allows a max RPM of about 10,757 RPM. This is usually rounded to 11,000 RPM. (Max piston speed is much more complicated than what is used here, but the actual variation is not significant enough to change the way the system is designed)<br /> &lt;!--<br /> ==Efficiency==<br /> high speed low drag babey<br /> =Engine Modifications=<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> * Some teams run Yamaha R6 oil filter because it is one inch shorter and attached to a different point on the engine &lt;ref&gt;https://www.reddit.com/r/FSAE/comments/11ljx6f/2008_cbr600rr_low_profile_oil_filter/&lt;/ref&gt;<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> <br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> 2017 - FSAE rules change from 610cc to 710cc maximum displacement<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=List_of_Engines&diff=2969 2023-05-06T02:17:57Z

<p>Satiric: added info about Auckland's custom engine</p> <hr /> <div>This is a non-comprehensive '''list of engines''' commonly used in FS/FSAE and relevant information.<br /> ==Single Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Make<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Model&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Year<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Displacement [cc]&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Peak Torque&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Peak Power&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Weight&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Power to Weight Ratio&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|School(s)<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Notes&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|BMW<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|F650S<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|2000-2009<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|652<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|60 Nm<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|37.3 kW<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Briggs and Stratton<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Model 20<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|1872-2016<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|305<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|2.1 lb-ft<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Unlimited HP<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|5.5lbs<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|Honda<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|CRF450X<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| <br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|449.7<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|45.6 Nm &lt;br /&gt; (33.63 lb-ft)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|39.5 kW &lt;br /&gt; (53.03 HP)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|29.5 kg &lt;br /&gt; (65lbs)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|1.34 kW/kg &lt;br /&gt; (0.82 HP/lb)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 36px;&quot; rowspan=&quot;2&quot; data-mce-style=&quot;height: 36px;&quot;|Yamaha&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|WR450&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|YZF450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|ATV motor<br /> |- style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;<br /> | style=&quot;height: 48.0333px;&quot; rowspan=&quot;3&quot; data-mce-style=&quot;height: 48.0333px;&quot;|KTM<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|450 SX-F<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|2016-20<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|449<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|45.7 Nm &lt;br /&gt; (33.7 lb-ft)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|39.7 kW &lt;br /&gt; (53.2 HP)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|26.8 kg &lt;br /&gt; (59lbs)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|1.48 kW/kg &lt;br /&gt; (0.902 HP/lb)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| <br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| 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 ]&lt;br /&gt;<br /> |- style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|690 Gen III<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|2008-2011<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|653.7<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|65 Nm &lt;br /&gt; (48 lb-ft)<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|45.9 kW &lt;br /&gt; (61.6 HP)<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;| <br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;| <br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|Texas Tech<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|690 Gen V(?)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|2016-<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|693<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|75N⋅m&lt;br /&gt;(55lb⋅ft)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|54kW&lt;br /&gt;(73hp)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|40.8kg&lt;br /&gt;(90 lbs)&lt;br /&gt;<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|1.32 kW/kg &lt;br /&gt; (0.811 HP/lb)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;| <br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|We got 68hp and 47lb⋅ft&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Rotax<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|DS450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|449<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Polytechnique Montreal<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|ATV motor<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Suzuki<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|LTR450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Air Force<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |}<br /> <br /> ==Two Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> |Aprilia<br /> |450 SXV<br /> |2007-<br /> |449<br /> |54 Nm &lt;br /&gt;(39.8 lb-ft)<br /> |44.7 kW&lt;br /&gt;(60 hp)<br /> |31 kg&lt;br /&gt; (70 lb)<br /> |1.44 kW/kg&lt;br /&gt;0.85 hp/lb<br /> |York College of PA<br /> |Aprilia also manufactures a 550cc (+10 hp)<br /> |-<br /> |Briggs and Stratton<br /> |Vanguard V-Twin<br /> | <br /> | <br /> | <br /> | <br /> | <br /> | <br /> |Tennessee Tech<br /> |[[Industrial Motors|Industrial engine]]<br /> |-<br /> |Ducati<br /> |Monster 600<br /> |1994-1998<br /> |583<br /> |48 Nm<br /> |53 hp<br /> | <br /> | <br /> | <br /> |Aircooled V-twin<br /> |-<br /> |Ducati<br /> |Monster 696<br /> |2008-2014<br /> |696<br /> |69 Nm<br /> |78.8 hp<br /> | <br /> | <br /> | <br /> |Aircooled V-twin<br /> |-<br /> |Honda<br /> |CBR500RR<br /> | <br /> |474<br /> | <br /> | <br /> | <br /> | <br /> |Bradley University<br /> |&lt;br /&gt;<br /> |-<br /> |Kawasaki<br /> |Ninja 650<br /> |2006-<br /> |649<br /> |64N⋅m&lt;br /&gt;(47lb⋅ft)<br /> |53 kW&lt;br /&gt;(71hp)<br /> | <br /> | <br /> | <br /> | <br /> |-<br /> | rowspan=&quot;3&quot;|Yamaha&lt;br /&gt;<br /> |YZF-R3&lt;br /&gt;<br /> | <br /> |321<br /> |29.6 Nm&lt;br /&gt;<br /> (21.8 lb-ft)<br /> |31 kW&lt;br /&gt;<br /> (42 lb-ft)<br /> |40 kg&lt;br /&gt;<br /> (88 lb)<br /> |0.775 kW/kg&lt;br /&gt;<br /> (0.48 HP/lb)<br /> |U of North Dakota, U of Texas - Arlington<br /> |Weight includes some factory hoses.&lt;br /&gt;<br /> |-<br /> |Genesis 80FI<br /> |&lt;br /&gt;<br /> |499<br /> | <br /> | <br /> | <br /> |&lt;br /&gt;<br /> |U of Michigan - Dearborn<br /> |Parallel twin, used for snowmobiles<br /> |-<br /> |MT07<br /> |2015-<br /> |689<br /> |68 Nm<br /> |55 kW<br /> | <br /> | <br /> | <br /> |Parallel twin<br /> |}<br /> <br /> ==Three Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> |Triumph&lt;br /&gt;<br /> |675 Daytona&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |San Jose State, Rutgers(not currently), Cardiff, Loughborough&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |Triumph<br /> |Street Triple 675<br /> | <br /> | <br /> | <br /> | <br /> | <br /> | <br /> |Kansas State<br /> | <br /> |}<br /> <br /> ==Four Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> | rowspan=&quot;5&quot;|Honda<br /> |CBR 600F4i<br /> |2001-2006&lt;br /&gt;<br /> (there are 2 iterations in there)<br /> | rowspan=&quot;5&quot;|599<br /> | <br /> | <br /> |~61 kg &lt;br /&gt; (~135 lbs)<br /> | <br /> |Used by many teams&lt;br /&gt;<br /> | <br /> |-<br /> | rowspan=&quot;4&quot;|CBR 600RR&lt;br /&gt;<br /> |2003-2006<br /> | <br /> | <br /> | <br /> | <br /> | <br /> |not sure if anyone runs an RR this old, but hey fair game<br /> |-<br /> |2007-2008<br /> |66 Nm &lt;br /&gt; (48.7 lb-ft)<br /> |88 kW &lt;br /&gt; (118 HP)<br /> |62 kg &lt;br /&gt; (137 lb)<br /> |1,42 W/g &lt;br /&gt; (0.86 HP/lb)<br /> |rowspan=&quot;3&quot;|Used by many teams&lt;br /&gt;<br /> |weight includes oil&lt;br /&gt;<br /> |-<br /> |2009-2012<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |-<br /> |2013-2017<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |-<br /> |Kawasaki<br /> |Ninja ZX6R&lt;br /&gt;<br /> |2012-2018<br /> |636<br /> | <br /> | <br /> | <br /> | <br /> |U of Nebraska - Lincoln<br /> |&lt;br /&gt;<br /> |-<br /> | rowspan=&quot;2&quot;|Suzuki<br /> | rowspan=&quot;2&quot;|GSX-R600<br /> |2001-2003<br /> | rowspan=&quot;2&quot;|599<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |University of Arizona<br /> | <br /> |-<br /> |??-??<br /> | <br /> | <br /> | <br /> | <br /> | <br /> |lighter transmission<br /> |-<br /> |Yamaha&lt;br /&gt;<br /> |R6&lt;br /&gt;<br /> |2003-2005<br /> |599&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |52 kg&lt;br /&gt;(115 lb)<br /> |&lt;br /&gt;<br /> |TU Dortmund, Uni Stuttgart, UAS Kempten, UAS Aachen, UAS Coburg&lt;br /&gt;<br /> |Weight without fluids<br /> |}<br /> <br /> ==Custom Engines==<br /> A few teams in the history of the competitions have built their own engines with varying successes:<br /> <br /> {| class=&quot;wikitable&quot;<br /> ! School !! Year Used !! Number of Cylinders !! Displacement [cc] !! Notes<br /> |-<br /> | [https://wwuracing.com/our_cars#V30 Western Washington University] || 2001 || 8 || 554 || ZX2R heads/pistons, CBR600F1 transmission internals<br /> |-<br /> | Melbourne University || 2003-2004 || 2 || 434 || May still hold the BMEP record for an engine<br /> |-]<br /> | University of Auckland || 2009-2012 || 2 || ?? || [https://www.fsae.co.nz/m012 Based on Yamaha WR450F]<br /> |-<br /> | Mahle for RWTH Aachen || 2003-?? || 3 || ?? ||<br /> |-<br /> | Karlsruhe Institute of Technology (KIT), the University of Applied Sciences Graz (UAS Graz) and AMG Mercedes || 2013-?? || 2 || 595 ||<br /> |-<br /> | [https://www.researchgate.net/publication/320081033_Design_of_a_Custom_FSAE_Engine Edith Cowan University] || 2014-2016 || 4 || 599 || CBR600RR internals, only first and third gears<br /> |}<br /> <br /> ''This may not be a complete list, please contribute if any are missed''<br /> [[category:Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=List_of_Engines&diff=2968 2023-05-06T02:13:16Z

<p>Satiric: add descripton and citation for Edith Cowan's engine</p> <hr /> <div>This is a non-comprehensive '''list of engines''' commonly used in FS/FSAE and relevant information.<br /> ==Single Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Make<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Model&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Year<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Displacement [cc]&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Peak Torque&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Peak Power&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Weight&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Power to Weight Ratio&lt;br /&gt;<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|School(s)<br /> ! style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Notes&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|BMW<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|F650S<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|2000-2009<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|652<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|60 Nm<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|37.3 kW<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Briggs and Stratton<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Model 20<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|1872-2016<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|305<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|2.1 lb-ft<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Unlimited HP<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|5.5lbs<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|Honda<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|CRF450X<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| <br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|449.7<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|45.6 Nm &lt;br /&gt; (33.63 lb-ft)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|39.5 kW &lt;br /&gt; (53.03 HP)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|29.5 kg &lt;br /&gt; (65lbs)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|1.34 kW/kg &lt;br /&gt; (0.82 HP/lb)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 36px;&quot; rowspan=&quot;2&quot; data-mce-style=&quot;height: 36px;&quot;|Yamaha&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|WR450&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|YZF450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|ATV motor<br /> |- style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;<br /> | style=&quot;height: 48.0333px;&quot; rowspan=&quot;3&quot; data-mce-style=&quot;height: 48.0333px;&quot;|KTM<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|450 SX-F<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|2016-20<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|449<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|45.7 Nm &lt;br /&gt; (33.7 lb-ft)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|39.7 kW &lt;br /&gt; (53.2 HP)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|26.8 kg &lt;br /&gt; (59lbs)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;|1.48 kW/kg &lt;br /&gt; (0.902 HP/lb)<br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| <br /> | style=&quot;height: 36px;&quot; data-mce-style=&quot;height: 36px;&quot;| 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 ]&lt;br /&gt;<br /> |- style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|690 Gen III<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|2008-2011<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|653.7<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|65 Nm &lt;br /&gt; (48 lb-ft)<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|45.9 kW &lt;br /&gt; (61.6 HP)<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;| <br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;| <br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|Texas Tech<br /> | style=&quot;height: 29px;&quot; data-mce-style=&quot;height: 29px;&quot;|&lt;br /&gt;<br /> |- style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|690 Gen V(?)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|2016-<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|693<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|75N⋅m&lt;br /&gt;(55lb⋅ft)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|54kW&lt;br /&gt;(73hp)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|40.8kg&lt;br /&gt;(90 lbs)&lt;br /&gt;<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|1.32 kW/kg &lt;br /&gt; (0.811 HP/lb)<br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;| <br /> | style=&quot;height: 15px;&quot; data-mce-style=&quot;height: 15px;&quot;|We got 68hp and 47lb⋅ft&lt;br /&gt;<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Rotax<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|DS450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|449<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Polytechnique Montreal<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|ATV motor<br /> |- style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Suzuki<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|LTR450<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;| <br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|Air Force<br /> | style=&quot;height: 18px;&quot; data-mce-style=&quot;height: 18px;&quot;|&lt;br /&gt;<br /> |}<br /> <br /> ==Two Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> |Aprilia<br /> |450 SXV<br /> |2007-<br /> |449<br /> |54 Nm &lt;br /&gt;(39.8 lb-ft)<br /> |44.7 kW&lt;br /&gt;(60 hp)<br /> |31 kg&lt;br /&gt; (70 lb)<br /> |1.44 kW/kg&lt;br /&gt;0.85 hp/lb<br /> |York College of PA<br /> |Aprilia also manufactures a 550cc (+10 hp)<br /> |-<br /> |Briggs and Stratton<br /> |Vanguard V-Twin<br /> | <br /> | <br /> | <br /> | <br /> | <br /> | <br /> |Tennessee Tech<br /> |[[Industrial Motors|Industrial engine]]<br /> |-<br /> |Ducati<br /> |Monster 600<br /> |1994-1998<br /> |583<br /> |48 Nm<br /> |53 hp<br /> | <br /> | <br /> | <br /> |Aircooled V-twin<br /> |-<br /> |Ducati<br /> |Monster 696<br /> |2008-2014<br /> |696<br /> |69 Nm<br /> |78.8 hp<br /> | <br /> | <br /> | <br /> |Aircooled V-twin<br /> |-<br /> |Honda<br /> |CBR500RR<br /> | <br /> |474<br /> | <br /> | <br /> | <br /> | <br /> |Bradley University<br /> |&lt;br /&gt;<br /> |-<br /> |Kawasaki<br /> |Ninja 650<br /> |2006-<br /> |649<br /> |64N⋅m&lt;br /&gt;(47lb⋅ft)<br /> |53 kW&lt;br /&gt;(71hp)<br /> | <br /> | <br /> | <br /> | <br /> |-<br /> | rowspan=&quot;3&quot;|Yamaha&lt;br /&gt;<br /> |YZF-R3&lt;br /&gt;<br /> | <br /> |321<br /> |29.6 Nm&lt;br /&gt;<br /> (21.8 lb-ft)<br /> |31 kW&lt;br /&gt;<br /> (42 lb-ft)<br /> |40 kg&lt;br /&gt;<br /> (88 lb)<br /> |0.775 kW/kg&lt;br /&gt;<br /> (0.48 HP/lb)<br /> |U of North Dakota, U of Texas - Arlington<br /> |Weight includes some factory hoses.&lt;br /&gt;<br /> |-<br /> |Genesis 80FI<br /> |&lt;br /&gt;<br /> |499<br /> | <br /> | <br /> | <br /> |&lt;br /&gt;<br /> |U of Michigan - Dearborn<br /> |Parallel twin, used for snowmobiles<br /> |-<br /> |MT07<br /> |2015-<br /> |689<br /> |68 Nm<br /> |55 kW<br /> | <br /> | <br /> | <br /> |Parallel twin<br /> |}<br /> <br /> ==Three Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> |Triumph&lt;br /&gt;<br /> |675 Daytona&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |San Jose State, Rutgers(not currently), Cardiff, Loughborough&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |-<br /> |Triumph<br /> |Street Triple 675<br /> | <br /> | <br /> | <br /> | <br /> | <br /> | <br /> |Kansas State<br /> | <br /> |}<br /> <br /> ==Four Cylinder Engines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Make<br /> !|Model&lt;br /&gt;<br /> !|Year<br /> !|Displacement [cc]&lt;br /&gt;<br /> !|Peak Torque&lt;br /&gt;<br /> !|Peak Power&lt;br /&gt;<br /> !|Weight&lt;br /&gt;<br /> !|Power to Weight Ratio&lt;br /&gt;<br /> !|School(s)<br /> !|Notes&lt;br /&gt;<br /> |-<br /> | rowspan=&quot;5&quot;|Honda<br /> |CBR 600F4i<br /> |2001-2006&lt;br /&gt;<br /> (there are 2 iterations in there)<br /> | rowspan=&quot;5&quot;|599<br /> | <br /> | <br /> |~61 kg &lt;br /&gt; (~135 lbs)<br /> | <br /> |Used by many teams&lt;br /&gt;<br /> | <br /> |-<br /> | rowspan=&quot;4&quot;|CBR 600RR&lt;br /&gt;<br /> |2003-2006<br /> | <br /> | <br /> | <br /> | <br /> | <br /> |not sure if anyone runs an RR this old, but hey fair game<br /> |-<br /> |2007-2008<br /> |66 Nm &lt;br /&gt; (48.7 lb-ft)<br /> |88 kW &lt;br /&gt; (118 HP)<br /> |62 kg &lt;br /&gt; (137 lb)<br /> |1,42 W/g &lt;br /&gt; (0.86 HP/lb)<br /> |rowspan=&quot;3&quot;|Used by many teams&lt;br /&gt;<br /> |weight includes oil&lt;br /&gt;<br /> |-<br /> |2009-2012<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |-<br /> |2013-2017<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> | <br /> |&lt;br /&gt;<br /> |-<br /> |Kawasaki<br /> |Ninja ZX6R&lt;br /&gt;<br /> |2012-2018<br /> |636<br /> | <br /> | <br /> | <br /> | <br /> |U of Nebraska - Lincoln<br /> |&lt;br /&gt;<br /> |-<br /> | rowspan=&quot;2&quot;|Suzuki<br /> | rowspan=&quot;2&quot;|GSX-R600<br /> |2001-2003<br /> | rowspan=&quot;2&quot;|599<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |University of Arizona<br /> | <br /> |-<br /> |??-??<br /> | <br /> | <br /> | <br /> | <br /> | <br /> |lighter transmission<br /> |-<br /> |Yamaha&lt;br /&gt;<br /> |R6&lt;br /&gt;<br /> |2003-2005<br /> |599&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |&lt;br /&gt;<br /> |52 kg&lt;br /&gt;(115 lb)<br /> |&lt;br /&gt;<br /> |TU Dortmund, Uni Stuttgart, UAS Kempten, UAS Aachen, UAS Coburg&lt;br /&gt;<br /> |Weight without fluids<br /> |}<br /> <br /> ==Custom Engines==<br /> A few teams in the history of the competitions have built their own engines with varying successes:<br /> <br /> {| class=&quot;wikitable&quot;<br /> ! School !! Year Used !! Number of Cylinders !! Displacement [cc] !! Notes<br /> |-<br /> | [https://wwuracing.com/our_cars#V30 Western Washington University] || 2001 || 8 || 554 || ZX2R heads/pistons, CBR600F1 transmission internals<br /> |-<br /> | Melbourne University || 2003-2004 || 2 || 434 || May still hold the BMEP record for an engine<br /> |-<br /> | University of Auckland || 2009-2012 || 2 || ?? ||<br /> |-<br /> | Mahle for RWTH Aachen || 2003-?? || 3 || ?? ||<br /> |-<br /> | Karlsruhe Institute of Technology (KIT), the University of Applied Sciences Graz (UAS Graz) and AMG Mercedes || 2013-?? || 2 || 595 ||<br /> |-<br /> | [https://www.researchgate.net/publication/320081033_Design_of_a_Custom_FSAE_Engine Edith Cowan University] || 2014-2016 || 4 || 599 || CBR600RR internals, only first and third gears<br /> |}<br /> <br /> ''This may not be a complete list, please contribute if any are missed''<br /> [[category:Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Oil&diff=2967 2023-05-06T01:57:35Z

<p>Satiric: fixed a typo, made the wording clearer, added downside for dry sump</p> <hr /> <div>'''Oil''' is needed to ensure the engine's continued function. The oiling system will often make a small or negligible impact on horsepower from the engine, unless the engine blows up from a lack of adequate oil pressure, in which case you will have zero horsepower. Careful design is needed to make sure the engine won't explode in the middle of a corner.<br /> ==System design==<br /> [[File:Oil system.PNG|right|middle|thumb|Oil System Differences]]<br /> The vast majority of FSAE internal combustion cars use [[Engine|motorcycle engines]]. One of the key differences between motorcycle engines and car engines is how the oil system functions.<br /> ===Wet Sump===<br /> [[File:Wet sump.PNG|right|middle|thumb|Wet Sump Schematic]]<br /> In a stock motorcycle engine, the oil is stored in an internal oil pan. This is called a “wet sump” oil system. On a motorcycle, this design continues to function during hard lateral turns because the motorcycle itself leans into the turn, allowing the oil pickup to remain submerged during the turn. In a four wheeled vehicle, the engine cannot tilt into the turn, and the oil is forced against the side of the pan, sometimes away from the oil pickup. This leads to oil starvation, which leads to low oil pressure.<br /> Wet sump systems can be successfully used in FSAE cars, but usually significant alterations to the stock oiling system are needed, especially if the team also wants to shorten the oil pan to lower the CG of the engine or for packaging reasons. Redesigning the oil pan from scratch is common. Baffles can be added to decrease starvation in corners. To significantly shorten the height of the oil pan, the oil pickup will likely also need to be shortened. Filling the engine past the level expected by the manufacturer is also possible, as long as the crankshaft doesn't hit the oil and whip it into a froth.<br /> ====Oil Accumulator====<br /> One middle ground between a wet sump and a dry sump is a wet sump system with an oil accumulator (often known by the proprietary brand name Accusump). The accusump is an external oil reservoir system that sends oil to the engine when oil pressure goes below a certain threshold. When the driver leaves the corner, the oil returns to the reservoir. This way, the engine is guaranteed a certain oil pressure, until the oil reservoir runs empty, which can happen in long sweeping corners. Accusumps are more common on road racing cars, where corners can be much longer than on autocross tracks.<br /> <br /> ===Dry Sump===<br /> [[File:Dry sump.PNG|right|middle|thumb|Dry Sump Schematic]]<br /> In a dry sump oil system, the oil for the engine is stored in an external reservoir. The oil that collects at the bottom of the engine is quickly removed by a scavenging pump, and routed into the external reservoir from which the supplies for the engine and the turbocharger are drawn. A common industry solution, a dry sump is often used in very high performance engines for a variety of reasons, including reducing the load on the engine by pumping the oil electrically, or reducing the frictional work the engine has to overcome by reducing windage. An advantage of a dry sump for FSAE is that the pan height can be reduced due to the external reservoir replacing the wet sump. This eliminates the oil starvation problem during cornering and brings the engine closer to the ground, lowering the [[Center of Gravity|center of gravity]]. A dry sump is common in FSAE for forced induction applications, as high lateral accelerations reached in the FSAE competition greatly increase the chances of temporary oil starvation of the turbocharger&lt;ref&gt;https://dspace.mit.edu/handle/1721.1/36310&lt;/ref&gt;.<br /> <br /> The main downside to a dry sump is the large oil tank needed to ensure adequate oiling performance (and to meet the rules), which adds weight and can be hard to package.<br /> <br /> ==Oiling for Turbochargers==<br /> The engine has a robust internal oil management and supply system, so a brief or inconsistent oil supply will have limited consequences for the engine itself. However, the turbocharger is spinning at well over 200,000 rpm, meaning even a small perturbation in oil supply will spell disaster for the bearing system. [citation needed, our source this in our senior proj was alumni communications]<br /> [[category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2946 2023-03-29T00:53:17Z

<p>Satiric: Add heading for references section</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> : [[File:AW(oo)G(a).jpg|600px|center|middle|frameless|AWG Chart from https://meters.co.uk/american-wire-gauge-awg-cable-conductor-sizes/]]<br /> :<br /> <br /> ===Metric===<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can send through the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> ==References==<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Battery_Management_Systems&diff=2945 2023-03-28T22:32:25Z

<p>Satiric: Add heading for references section</p> <hr /> <div>A '''Battery Management System''' (BMS for short) is essential on electric cars due to the inherent danger of the cells. The primary responsibility of the BMS is to prevent the [[Battery_pack|accumulator]] from entering conditions where it would be unsafe to use. It can also perform cell balancing to preserve the life of the battery cells. BMSes also serve as an interface for the rest of the car to gain information on the batteries (so that a datalogger can log the accumulator's state of charge, for example).<br /> ==Safety and Monitoring==<br /> A 3Ah lithium ion battery has a similar amount of stored energy to an entire 20 round AK-47 magazine. Because lithium and some other battery chemistries can be quite volatile when outside of their operating range, it is important that the BMS can sufficiently measure properties like temperature and voltage of individual cells. This data can also be used to feed algorithms that provide insight like state-of-charge estimation.<br /> ===Typical Cell Safe Operating Ranges===<br /> <br /> {| class=&quot;wikitable&quot;<br /> |- style=&quot;height: 17.1719px;&quot;<br /> | style=&quot;height: 17.1719px;&quot;|Chemistry<br /> | style=&quot;height: 17.1719px;&quot;|Min Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Max Voltage<br /> | style=&quot;height: 17.1719px;&quot;|Discharge Temperature<br /> | style=&quot;height: 17.1719px;&quot;|Charge Temperature<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|Li-Po<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|4.2V<br /> | style=&quot;height: 16px;&quot;|10°C ~55°C<br /> | style=&quot;height: 16px;&quot;|5°C ~ 45°C<br /> |- style=&quot;height: 16px;&quot;<br /> | style=&quot;height: 16px;&quot;|LiFePO4<br /> | style=&quot;height: 16px;&quot;|3.0V<br /> | style=&quot;height: 16px;&quot;|3.6V<br /> | style=&quot;height: 16px;&quot;|-20°C ~ 60°C&lt;br /&gt;<br /> | style=&quot;height: 16px;&quot;|0 ~ 55°C&lt;br /&gt;<br /> |}<br /> ===Temperature Measurement===<br /> As per FS rules and industry good practice, a significant number of cells should have their temperature measured frequently to ensure safety and preventing events like thermal runaway from occurring. Overtemperature conditions are most important, as they can lead to battery fires, but undertemperature conditions are also important if you live in a colder climate, since they can lead to premature degradation of the cells.<br /> <br /> Typically temperature is done by placing a thermistor on the negative terminal of the cell with a thermally conductive, but electrically insulating material in-between for purposes of electrical isolation. The Enepaq (formerly Energus) battery segments use a temperature sensing diode. This is useful as diodes can be strung together in parallel to naturally get the highest temperature without any fancy circuitry.<br /> <br /> Both FSAE and FS rules require that temperature sensing is done at the negative terminal.&lt;ref&gt;Formula SAE Rules 2023, Version 2.0, EV.8.5.4.&lt;/ref&gt;&lt;ref&gt;Formula Student Germany Rules 2023, Version 1.1, EV 5.8.4.&lt;/ref&gt; This is probably because more heat is produced in the cell's cathode than the cell's anode.&lt;ref&gt;Mevawalla, Anosh, Satyam Panchal, Manh-Kien Tran, Michael Fowler, and Roydon Fraser. 2020. &quot;Mathematical Heat Transfer Modeling and Experimental Validation of Lithium-Ion Battery Considering: Tab and Surface Temperature, Separator, Electrolyte Resistance, Anode-Cathode Irreversible and Reversible Heat&quot; Batteries 6, no. 4: 61. https://doi.org/10.3390/batteries6040061&lt;/ref&gt;<br /> <br /> ===Voltage Measurement===<br /> To ensure cells are not being over charged or discharged, accurate voltage measurement of each cell is needed. The battery management system only needs to measure each series connected cell as parallel connected cells will always have the same voltage potential.<br /> <br /> ==Cell Balancing==<br /> Cell balancing is needed due to the inherent differences in the manufacturing of each battery cell. As cells are charged, some might charge sooner than others, reaching their maximum allowable voltage. When this happens, charging must stop to prevent the cell from being damaged. Unfortunately, this means that cells that aren't at their maximum voltage will be left undercharged. Later, when the pack is discharged, the cells that have less energy in them will discharge to their minimum voltage sooner at which point the battery must be shut off to prevent any cell damage. This again leaves many cells that aren't at their minimum voltage with energy still stored within them. This is wasteful and allows poorly performing cells to degrade more rapidly due to their increased charge cycles.<br /> All of this can be mitigated using cell balancing which attempts to ensure equal distribution of energy amongst all cells during the charging and discharging processes. <br /> <br /> ===Passive Cell Balancing===<br /> Passive cell balancing is where a battery cell is discharged through a resistor in order to bring all the cell voltages in the battery pack down to the voltage of the lowest cell. This method is usually only used for low currents below 1A as the discharged energy is dissipated as heat. If a significant current is required then active balancing should be considered.<br /> <br /> This can be done extremely simply by manually putting a resistor across each cell for a calculated amount of time. If you don't have enough freshmen to do this, it can be automated, either with custom circuits or off the shelf components.<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/passive-battery-cell-balancing.html#:~:text=Passive Passive Battery Cell Balancing]<br /> ===Active Cell Balancing===<br /> Active cell balancing is where the energy released from the higher voltage cells gets sent to the lower voltage cells. Often times this is implemented with a system where any one cell can &quot;charge&quot; the entire pack, thus redistributing the energy. Very little energy is lost during active balancing, so the system can be designed with higher balancing currents in mind. Because of the inherent complexity of this system, it's usually only used if the extra efficiency is necessary (which it often isn't in FSAE applications).<br /> <br /> Here is a good explanation from Analog Devices: [https://www.analog.com/en/technical-articles/active-battery-cell-balancing.html Active Battery Cell Balancing]<br /> <br /> This video outlines an interesting method of active balancing, where capacitors are switched back and forth across cells to equalize them. It would take a while to balance, but it would be simple to implement. [https://www.youtube.com/watch?v=BRezuwQCaKI Battery balancing by switched-capacitors : Theoretical consideration]<br /> <br /> ==Off–the–Shelf Battery Management Systems==<br /> Off–the–shelf BMSes are attractive due to the relatively little work involved in implementing them. Careful consideration should be taken that the system passes the rulebook, as well as any electrical and packaging constraints of your vehicle.<br /> ===Orion BMS 2===<br /> The Orion BMS 2 is massive but has a good feature set, and can support up to 168S battery packs. One thing to watch out for is the galvanic isolation regulations. According to the FSAE rules, teams must have galvanic isolation between the segments. While the voltage sense connectors have 2.5kV isolation between them, the cell groups within the connectors only have 100V isolation between them.<br /> ===Elithion Lithiumate Lithium-ion BMS===<br /> The Elithion Lithumate system is a distributed system, with one board per parallel cell block, and a separate control box that connects to the rest of the car. I am not positive but the temperature sensors on the distributed cell boards may not count towards the FSAE temperature sensing requirement due to their placement; review the rules to make sure.<br /> ==Open–Source Battery Management Systems==<br /> [http://fsae.polymtl.ca/ Poly eRacing](Polytechnique Montreal) developed an open hardware BMS, named BMSafe. You can reach out to them in order to get the schematic, code, and layout for free.<br /> <br /> ==References==<br /> <br /> [[Category:Electric Vehicle]]</div>

Satiric http://fswiki.us/index.php?title=Wire&diff=2933 2023-03-25T02:05:29Z

<p>Satiric: Added summary of three standards - SAE AS50881, MIL-STD-975, and IEC 60287</p> <hr /> <div>Wire is a single electrical conductor that may or may not be insulated by a jacket. See [[Cable]] for multiple conductors housed within a single jacket.<br /> <br /> ==Sizing==<br /> ===AWG===<br /> American Wire Gauge is the standard system for wire sizing in North America. Wire sizes are logarithmically stepped, with a larger gauge signifying a smaller cross section. The formula for calculating diameter of a wire for standard and metric units is as follows, where &lt;math&gt;d_n&lt;/math&gt; is the wire diameter and &lt;math&gt;n&lt;/math&gt; is the wire gauge. Note that this is the diameter of a bare solid-core wire—stranded wire will have the same cross-sectional area, but a larger overall diameter.<br /> <br /> : &lt;math&gt;d_n = 0.005~\mathrm{inch} \times 92^\frac{36 - n}{39} = 0.127~\mathrm{mm} \times 92^\frac{36 - n}{39}&lt;/math&gt;<br /> : [[File:AW(oo)G(a).jpg|600px|center|middle|frameless|AWG Chart from https://meters.co.uk/american-wire-gauge-awg-cable-conductor-sizes/]]<br /> :<br /> <br /> ===Metric===<br /> <br /> ==Choosing Wire Gauge==<br /> <br /> ===Ampacity===<br /> Theoretically, any wire can carry any amount of current, as long as the voltage drop across the wire does not drop the voltage to an unusable level. However if the wire is too small it could heat up to an insane temperature and burn your car to a crisp. Ampacity is the maximum current you can safely pass through the wire. A larger gauge wire will be able to carry more current, but will be heavier.<br /> <br /> ===Voltage Drop===<br /> Voltage drop is the reduction in voltage in a circuit from the source to the load. Since all wires have resistance, there will always be a difference in voltage from one end of a wire to another if current is flowing through it. If the voltage drops too low, electrical devices may not function properly. Since a larger gauge wire will have a smaller resistance per foot, going to a larger gauge wire decreases the voltage drop.<br /> <br /> This is easily calculated with the formula &lt;math&gt;V = IR&lt;/math&gt;, where &lt;math&gt;V&lt;/math&gt; is the change in voltage, &lt;math&gt;I&lt;/math&gt; is the current running through the wire, and &lt;math&gt;R&lt;/math&gt; is the resistance of the wire. When choosing wire gauges, it might be a good idea to choose a fixed percentage voltage drop (say, 5%), and then choose all your wire gauges based on that.<br /> <br /> ===Temperature Ratings===<br /> As mentioned above, wires have temperature ratings. How hot a wire gets depends on the type and width of insulation, the wire gauge, whether the wire is in a bundle or by itself, and whether the wire is in free stream air or not. Annoyingly, this is really hard to quantify, so use your best judgement. Consider flexible heat shielding for wiring that gets too close to hot parts of the car (e.g., the exhaust).<br /> <br /> ==Construction==<br /> ===Conductor===<br /> ====Material====<br /> Wire conductors are almost always made out of either copper or aluminum. Aluminum has 61% the conductivity of copper, but it has 30% the weight - meaning a bare aluminum wire has half the weight of a bare copper wire with the same resistance. Aluminum wire is also generally cheaper. However, aluminum has a higher coefficient of thermal expansion than copper, and thus expands more under heat. This means it can &quot;creep,&quot; resulting in loose connections. Aluminum can also rust, and the resulting layer of Aluminum Oxide could impede the flow of electricity. Aluminum is also a softer metal, and is thus more prone to nicks.<br /> <br /> ====Solid vs. Stranded Wire====<br /> Solid conductors are made of one single strand of copper or aluminum, whereas stranded wire is made of many strands of copper or aluminum. Stranded wire is less durable, but its greater flexibility means that solid wire is hardly ever used in automotive applications.<br /> <br /> ===Jacket===<br /> ====Material====<br /> ====Temperature Rating====<br /> ====Chemical Resistance====<br /> ====Abrasion Resistance====<br /> <br /> ==Electrical Characteristics==<br /> ===Voltage Rating===<br /> Wire manufacturers will specify a voltage rating, which is the maximum voltage you can send through the wire. If the voltage rating is exceeded, the insulation could break down and cause a short circuit or a fire. The most common voltage rating seems to be 600V, but if you're working with high voltages this is worth double checking.<br /> ===Resistance===<br /> The resistance of a wire is used to determine the voltage drop across a wire and the heat it outputs (see above). It is often specified in datasheets as ohms per 1000 feet (or the metric equivalent) since the resistance will be larger for longer wires.<br /> <br /> ===Impedance===<br /> ===Capacitance===<br /> <br /> ==Standards==<br /> ===SAE AS50881===<br /> [https://www.sae.org/standards/content/as50881/ SAE AS50881] is the current SAE standard for wiring in aerospace vehicles. The method described in this standard compensates for the number of wires in a wire bundle, what size they are, and how many are carrying current. The older version of this standard is MIL-W-5088.<br /> <br /> ===MIL-STD-975===<br /> This is NASA's standard for the selection of standard electronic parts. In Appendix A, Section 3.16, they give a method of finding a wire's ampacity, calibrating for wire temperature rating and the number of wires in a wire bundle. Because it's NASA's wiring standard, it assumes a vacuum, with no heat dissipation due to conduction or convection.&lt;ref&gt;&quot;What's Outer Space like?&quot; JAXA. https://iss.jaxa.jp/kids/en/space/401.html. Accessed 24-Mar-2023.&lt;/ref&gt;<br /> <br /> ===IEC 60287===<br /> Under this standard, you calculate the wire size based on thermal characteristics of the wire. For Formula SAE use, probably the most useful equations are those marked &quot;in free air&quot;, as there are many equations that are for use in underground applications. With the methods described in this standard, you can also calculate the ampacity of multi–wire cables, or even shielded cables, based on the exact materials the cable is made out of.<br /> <br /> [[Category:Electronics]]</div>

Satiric http://fswiki.us/index.php?title=Engine&diff=2867 2023-02-21T03:30:32Z

<p>Satiric: Fix dead link for WWU V8 source</p> <hr /> <div>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 2022, the FSAE rules require an internal combustion engine with a displacement of 710cc or less&lt;ref&gt;2022 fsae rules PDF: https://www.fsaeonline.com/cdsweb/gen/DownloadDocument.aspx?DocumentID=25e8885c-7397-4b2d-93b3-fc404960bab1&lt;/ref&gt;. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles. The purpose of the engine is to convert the chemical energy in [[Fuel|gasoline]] or [[Fuel|ethanol]] into mechanical energy used to propel the car. The engine is one of the most complicated and often heaviest single parts of any vehicle.<br /> =System Design and Engine Choice=<br /> {{Main|List of Engines}}<br /> &lt;!--<br /> Design of engine system: to buy or build, control, modifications.<br /> --&gt;<br /> When designing the engine subsystem, the critical choice is to buy an engine or build a custom solution. Due to their complexity, both in design and manufacturing, most teams purchase an engine off the shelf. Once an engine has been selected, the engine itself will require a suite of accessory systems to run. &quot;Engine tuning&quot; is almost always referring to the tuning of these accessory systems such as fuel and spark timing. However, even if buying an engine, many options are available to teams to customize or modify the engine in order to optimize performance for team goals.<br /> <br /> ''Wikipedia does a very detailed explanation on general engine layout so that will not be covered here.''<br /> <br /> The competition limits engine choice to a four-stroke, piston engine. The four strokes (intake, compression, power, exhaust) can be remembered by the crass pneumonic [[Otto Cycle|&quot;suck, squeeze, bang, blow&quot;]]. Rotary engines have competed in the past but were banned due to difficulty legislating displacement restrictions compared to a conventional piston engine. Most of the engines used in FS/FSAE are adapted from small personal vehicles such as motorcycles and snowmobiles.<br /> ==Motorcycle Engines==<br /> Motorcycle engines make up the vast majority of engines used in FS/FSAE. The structure and operation of motorcycle engines differ from typical car engines in a few key places such as size, layout, and red line, etc. The two most common bike engine types used are<br /> # 600cc 4 cylinders weighing between 100-150 lbs (45-70kg) and producing about 125-140hp stock<br /> # Single cylinder 450cc engines typically that weigh in the neighborhood of 70-90 pounds (30-40kg)<br /> <br /> These engines are almost exclusively overhead cam layout.<br /> ===Four Cylinder Engines===<br /> &lt;!--Explain why you would choose a 4 cyl engine--&gt;<br /> These bike engines are supersport engines and already configured to power a motorcycle in the same weight range as most FS/FSAE cars at a high level. These are easily adapted to use in a FSAE vehicle with modifications to the ancillary systems. The reliability and lower cost of these engines make them the most common choice in modern FSAE competitions. A 4 cylinder design smooths air flow through the restrictor as well as power delivery to the drive sprocket. The higher number of cylinders drives a more complicated [[Intake|intake]] and [[Exhaust|exhaust]] design. Additionally, the larger size and greater weight means packaging the engines may be more difficult than a smaller engine. The complexity of the engine internals may be a hurdle for servicing and in turn may drive rebuild issues if not done carefully. 4 cylinder engines in competition frequently see power figures in the 60-80hp range. Because of their higher power, cars that run these engines usually have a higher power to weight ratio than cars that run a single cylinder engine, despite the weight increase.<br /> <br /> ===Single Cylinder Engines===<br /> &lt;!--Explain why you would choose a 1 cyl engine--&gt;<br /> Single cylinder engines generally come from bikes built for motocross or on a motocross platform such as the Yamaha YZ450. These engines are lighter, and their reduced size makes packaging the engine and the ancillary systems much easier. The size and low weight of these engines allow them to be carried by a person without too much difficulty, easing transportation.<br /> <br /> The single cylinder results in a more dramatic pulsed flow through the intake restrictor making it more difficult for these engines to reach the high hp figures reached by a 4 cylinder engine. However the simplicity of the engine, intake, and exhaust system makes these engines a prime target for turbocharging which not only smooths out the pulsed flow, but also allows these to reach power figures in the same range as a naturally aspirated 4 cylinder or higher.<br /> <br /> Some designs such as the Yamaha YZ450F have the intake port in the front and the exhaust port in the back making exhaust routing even easier as it does not need to pass between the engine and the driver&lt;ref&gt;https://www.wheelsinmotionmc.com/inventory/v1/Current/Yamaha/Motorcycle/Cross-Country/WR450F/Base--Chatsworth-California---19488751?format=print&lt;/ref&gt;.<br /> &lt;!--<br /> crossflow cylinder discussion?<br /> --&gt;<br /> <br /> ==Snowmobile Engines==<br /> If you have used a snowmobile engine, please help us by adding what you/your team has done to implement the engine in an FSAE context.<br /> <br /> ==Other Engines==<br /> Beyond the motorcycle and snowmobile engines, some teams go to more exotic design solutions, some even designing or using a custom engine.<br /> <br /> ===Custom Engines===<br /> Driven by either extreme performance goals, or academic pursuit, there is a history of custom FSAE engines. Most of these use or adapt internals from a motorcycle engine such as the pistons, or crankshaft, within a custom billet crankcase. However, with industry involvement, such as in the case of the Mahle or AMG engines, an entirely custom design can be utilized. Few of the custom engines remain in use for extended periods of time, likely in part due to the designing students having graduated and the extreme complexity of the project.<br /> <br /> ===Industrial Engines===<br /> {{Main|Industrial Engines}}<br /> Teams who are cost constrained, have cost as a team priority, or who have long-standing institutional knowledge/success with them may choose an engine not meant for traditional automotive use. Engines like these are similar to the Briggs engine used in FSAE Baja.<br /> <br /> =Engine Control=<br /> {{Main|Engine Control}}<br /> Most modern engines are controlled by an engine control module (ECM) that determines when to inject the fuel and when to ignite the charge using various sensors and an engine tune. This electronic control strategy requires many sensors on the engine and a harness that interfaces with the ECM. These sensors come from the factory when purchasing an engine but can be changed to fit engine modifications or tuning requirements. <br /> <br /> The engine control is done through software, many off the shelf ECMs exist and come with their own software. Tuning a stock ECM is not recommended, it is much more difficult as it will require a software re-flash and OEMs do not make this easy. The ECM can also handle controls for accessory systems such as idle air control , turning cooling fans on and off, and some may be able to implement launch control. <br /> <br /> Most teams use alpha-n tuning due to it's simplicity of implementation.<br /> <br /> =Goals=<br /> The team's approach to the engine system is a balancing of multiple contradictory performance goals (power and torque, reliability, efficiency) as well as non-performance goals (cost, packaging, weight, serviceability, etc.). With all else being held constant, running an engine at a higher power level will sacrifice some reliability and often efficiency. The balance struck is a critical design choice taken by the team.<br /> ==Reliability==<br /> Michael Royce in Learn &amp; Compete states that “[reliability] must be the number one technical objective of the team”. Engine reliability can mean different things to different teams. To some it might mean that the engine finishes the endurance race. To other teams, one engine needs to last many years due to budget constraints. Because most engines are sourced from motorcycles that operate at higher power and higher speeds on the street than they do in FSAE, the operation of the engine may not play as big of a role in the engine's reliability as which engine is chosen, or how attentive the team is in servicing it. Failure of necessary, accessory systems such as [[Cooling|cooling]] or oiling will result in an engine failure, but that would not be the fault of the engine itself.<br /> ===Engine Choice===<br /> 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 study on motorcycle reliability&lt;ref&gt;https://www.consumerreports.org/cro/news/2015/04/who-makes-the-most-reliable-motorcycle/index.htm&lt;/ref&gt;.<br /> <br /> 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 &lt;ref&gt;https://www.latimes.com/business/autos/la-fi-hy-consumer-reports-motorcycle-ratings-20160127-story.html&lt;/ref&gt; researching this study reported an interview stating &quot;European bikes are engineered for character and sex appeal, and Japanese bikes are engineered for reliability,&quot;. This sentiment can be found echoed in the FSAE online forums.<br /> <br /> When choosing an engine to purchase, consider its previous life. The engine's mileage and reason for being sold (was it in a crash?) may influence its lifetime in an FSAE car.<br /> <br /> ===Servicing===<br /> Another aspect of reliability is parts and tools availability. The team should consider how easy is it to get hold of spare parts and/or special tools needed to service and fix the engine. The ubiquity of Japanese 4-cylinder engines increases the availability of parts, access to knowledge, and the likelihood that another team at the competition will have compatible parts in case your team has a critical failure.<br /> <br /> ==Power &amp; Torque==<br /> All else being held equal, the car that produces more power will win the race. However, the primary function of the engine is to produce ''enough'' power to accomplish your designed team goals. Determining ''how much is enough'' is one of the fundamental questions to answer for the system. An overpowered engine may cause complications due to fuel consumption, packaging complexity, weight, etc.<br /> &lt;!--There are a few ways to optimize engine power for your team goals. These include, but are not limited to:<br /> <br /> * Engine Choice<br /> * Engine Modifications<br /> * Spark and Fuel Tuning<br /> * Auxiliary System Tuning (Intake, exhaust, etc)<br /> I imagine there is a lot more to expand upon here - Novotny--&gt;<br /> <br /> Recommended design questions to answer are: What performance goals drive torque and horsepower requirements? How much power and torque do we need to meet those performance goals? At what RPM should we make peak power? Torque? Answers to these questions depend heavily upon your team's design philosophy. Examples of teams design philosophy with regards to power and torque:<br /> <br /> * We have a novice driver - we want our torque curve to be wide and flat<br /> * We run a CVT and the engine will hold at a specific RPM during all events and we only want torque at that spot at the expense of all else<br /> * We are a first year team and we don't know what we are doing so we are just going for peak torque everywhere<br /> * We have the torque curve in the shape we want so we are just tuning for peak torque everywhere<br /> * We are running with huge boost and need to run with an AFR of 9 or else we'll be building a bomb<br /> * We can't get our engine to idle, so we're spending the whole year tuning at 1.5K RPM and didn't get around to anything else<br /> * Our driver is a 4th year masters student who has 8 years of FS driving and can put the engine wherever he wants, we are giving him peak torque at 9650 RPM because that's what gives him the fasted lap times during testing<br /> &lt;!-- I dont think we need so many of these, but I'll leave them for now--&gt;<br /> <br /> Torque and power ''must'' be experimentally determined by testing the engine on a dynomometer. Simulated and predicted engine performance will not reflect real world conditions.<br /> &lt;!--(need page for dynos).--&gt;<br /> <br /> ===Power Limiting Factors===<br /> ====Restrictor====<br /> {{Main|Restrictor}}<br /> The air from the intake must pass through a small hole that sets a maximum theoretical power limit that FSAE cars can achieve. This performance cap promotes safety and facilitates a more level playing field.<br /> <br /> ====Piston Speed Limit====<br /> The competition limits the engine speeds allowed&lt;ref&gt;http://fsaeonline.com/content/Noise%20Test%20Speeds%202015.pdf&lt;/ref&gt;.<br /> a. Automotive / Motorcycle engines 914.4 m/min (3,000 ft/min)<br /> b. Industrial Engines 731.5 m/min (2,400 ft/min)<br /> The calculated speed will be rounded to the nearest 500 rpm.<br /> <br /> A Honda CBR600RR has a stroke of 42.5mm or 0.0425 m. The piston traverses the stroke length twice during one revolution of the engine. This yields 0.085m/revolution. A max piston speed of 914.4 m/min allows a max RPM of about 10,757 RPM. This is usually rounded to 11,000 RPM. (Max piston speed is much more complicated than what is used here, but the actual variation is not significant enough to change the way the system is designed)<br /> &lt;!--<br /> ==Efficiency==<br /> high speed low drag babey<br /> =Engine Modifications=<br /> <br /> * To fill in, see note in editing for discussion points<br /> --&gt;<br /> &lt;!-- boring out cylinders, high compression pistons, porting intake or exhaust, lightening, removing stuff, custom parts, etc--&gt;<br /> <br /> =Simulation=<br /> A common practice in introductory thermodynamics classes is to model the [[Otto Cycle|otto cycle]] in a program like Matlab. This practice can be expanded by further developing engine simulations, or by using a commercially available product.<br /> <br /> Ricardo WAVE or GT-Power are commonly used. At the 1D level, simulations are good for understanding trends, but not necessarily getting a precise power number. These trends can help identify what changes to the system will have positive or negative impacts and to what extent they will change the output. Specific problems arise in the 1D models for the highly 3D behavior air achieves through the restrictor and plenum. The strength really lies in getting an engineering understanding of how to design an intake and exhaust for a given torque curve e.g. runner length, exhaust collector strategy (4-2-1 or a 4-1 exhaust), and plenum size.<br /> <br /> An open source engine model made by Ange Yaghi (AngeTheGreat on youtube) is in early development and while developed to predict acoustic characteristics may be used or altered to simulate engine performance.<br /> =Oil System=<br /> {{Main|Oil}}<br /> The engine has to be constantly lubricated to continue designed function. All OEM engines come equipped with an internal oil system. Motorcycle engine oil systems need to be modified to be used in an FSAE context due to the lack of banking when turning. The oil to be used in the engine should be the specification used by the stock bike unless otherwise recommended by the manufacturer or an oil supplier. Using the wrong engine oil may reduce the lifetime of the engine by an unknown amount as well as decrease performance.<br /> =Mounting and Installation=<br /> The mounting of the engine should follow the manufacturer recommendations for bolts, torque, and vibration isolation. In the case of larger, usually 4 cylinder, engines, it is important to consider installation and removal when designing the frame mounting. Most teams install the engine from above, allowing the car to rest on the ground, or its wheels, and a small engine hoist can be conscripted to lift and hold the engine into the correct place in the car. Some teams load the engine from below, using the cars reduced weight sans engine to their advantage. Each method of engine installation requires a large opening to be left that may reduce the frame stiffness, roll hoop bracing, or force other packaging compromises.<br /> <br /> Another design solution is to utilize a rear subframe. Subframes are seen on hybrid monocoque cars, but are also implemented in some tube frame chassis. Subframes are often employed to hold the differential, jacking bar, rear aero package and even sometimes part or all of the rear suspension. Having a subframe allows the engine to be installed without an engine sized hole in the frame.<br /> <br /> It is rare to see implemented but the rules explicitly allow removable main roll hoop braces in F.5.12. This can be utilized to aid in engine installation similarly to a subframe by allowing the frame to close around the engine once installed.<br /> <br /> =Best Practices=<br /> Engines can be incredibly robust to a wide variety of working conditions as long as they have air, compression, fuel, spark, and oil. That being said, there are many places where a little love and care will reap huge benefits.<br /> <br /> Many of the systems inside the engine operate on small tolerances. These tolerances mean it's wise to care for your engine, if you want it to last. Often, you can operate an engine outside of many of these tolerances, but you will lose performance and often risk severe damage to the components if not catastrophic failure.<br /> <br /> When purchasing an engine, it is good practice to tear it down and inspect all parts for tolerance. If the engine is used, this is exponentially more important, as you will need to check for wear as well. Many teams (in the US) purchase used engines from motorcycle crashes, which can cause subtle damage to the internals, even if none is present on the outside of the engine.<br /> ==Servicing==<br /> Servicing an engine can be as simple as changing the oil and as in depth as changing main bearings. It will be well worth the investment to buy a service manual for the engine, or find a pdf online to print, and put together in a binder. If putting the pages in a binder, using plastic sleeves will protect the pages from oil damage. If using a book... be careful.<br /> <br /> If the team is buying a used engine, perform a full engine teardown and service to ensure the engine is in full working condition.<br /> <br /> '''Teardown/Rebuild'''<br /> * Valvetrain<br /> ** Take the chance to measure your cams if you can for accurate simulations.<br /> ** Correct lashing<br /> ** Valve seating<br /> * Head &lt;!--lol--&gt;<br /> ** check flatness, possibly deck<br /> * Block<br /> ** Clean surface<br /> ** Check flatness, possibly deck<br /> ** Check cylinder roundness, if too far out of spec you'll lose a significant amount of power. <br /> ** Hone cylinders if changing rings, or if too shiny<br /> * Pistons<br /> ** Clean faces<br /> ** Check rod bearings for wear<br /> ** Check rings, likely good idea to replace if any blow-by on piston<br /> * Crankcase<br /> ** Check for metal bits lol<br /> * Get a new set of gaskets (MLS head gasket can likely be reused depending on condition)<br /> * Get a new set of all TTY bolts<br /> <br /> '''Routine Maintenance'''<br /> The service schedule of an engine used in FSAE is highly dependent on the team. While more frequent service is almost always better, the fact that the mechanics are potentially inexperienced students in a dirty environment, each time the engine is opened, there is a chance that contaminants will be introduced or that the engine will be re-assembled incorrectly. A good guideline is to service the engine as directed by the manufacturer.<br /> <br /> '''How to diagnose issues.'''<br /> Engines will slowly wear in and wear out over time. The easiest issue to diagnose is a hole in the block. Most issues are not as simple to spot. Auditory cues, loss of power (sudden or gradual) and trouble cranking or shifting can indicate engine trouble.<br /> <br /> =Common Engines and Modifications=<br /> &lt;!-- 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.<br /> Example: gear removal, EWP, custom valving, suggested idles, mounting tips, weights/mass, stock water pump flow rates, oil recommendations, intake mounting recs. exhaust mounting recs, heat generation, wiring, injectors<br /> --&gt;<br /> '''Honda CBR 600RR'''<br /> * Many teams remove first gear which has a very high gear ratio and has a large gap to second gear, limiting its usability.<br /> * The engine will need a max heat dissipation of about 10kW from cooling system &lt;ref&gt;U Toronto 2007 https://manualzz.com/doc/35576578/design-and-optimzation-of-a-formula-sae-cooling&lt;/ref&gt;<br /> * Some teams remove the thermostat control to keep temps down by forcing coolant circulation through the radiator at all times. This is not a universally accepted modification, albeit one of low stakes. The disagreeing viewpoint is that the thermal mass of the engine and cooling circuit is high enough that you won't get into trouble running the OEM thermostat if the cooling system operates correctly, and the engine is happier when it is at temperature. This is a relatively minor modification so running a lap with and without could be a decent test, and there is almost no risk to the vehicle.<br /> <br /> '''Yamaha R6'''<br /> * If you have used an R6, please help us by adding what you/your team has done to optimize the engine for FSAE use.<br /> <br /> '''Yamaha WR/YZ450'''<br /> * WPI runs WiSECO high compression piston<br /> * Be cognizant of the different generations of WR/YZ450F when buying engines and parts. Pre-2016 engines are 5 valve heads with the exhaust port on the front of the head, 2016+ are 4 valve with the exhaust port on the rear.<br /> * Stock engine does not have bungs/take-offs for oil temperature or pressure. The filter cap is a convenient place to add a bung, as is the oil pressure check port.<br /> * Oil pressure is often low compared to a street bike engine (CBR600RR, R6, etc.). Most of the engine bearings are roller bearings, so oil pressure will tend to be lower. 10-20 psi at idle and ~4-5 psi(both measured from the filter cap) under lateral acceleration seems to be common.<br /> * Stock engine does not have a cam position sensor, however there is space on the valve cover to add one.<br /> * 1st gear will likely be unusable for launching, depending on final drive. Consider the gearset from the other engine (ie: if you have a WR, look at a YZ gearset. If you have a YZ, look at a WR gearset).<br /> * Many parts are common between the WR and YZ, with the main exceptions being the transmission gearset and the cams.<br /> * Stock mechanical water pump will likely not provide enough mass flow for adequate heat rejection.<br /> * Oil temperature may be difficult to manage. The WR/YZ450 engine family does not have an oil to water heat exchanger, heat rejection from the oil is through heat transfer into adjacent water passages.<br /> * Starter geartrain seems to be strong enough for higher cranking loads seen in FSAE use (we ran a used engine with unknown history for a year and didn't have any issues with the starter geartrain breaking knock on wood).<br /> * 2016 WR450F weighed 30.45 kg without oil or coolant. Oil was 0.61 kg and a stock engine sprocket was 0.09 kg.<br /> <br /> ==Further Reading (WR450)==<br /> * [https://drive.google.com/file/d/1Q5XaHZGjjahw5Ws1lvxdjKbLsm6vQtQK/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (1/3)]&lt;br /&gt;<br /> * [https://drive.google.com/file/d/1U0y8geJOM3BxuCZlj71QGqXQ9cna6RCr/view?usp=sharing UWaterloo Formula Motorsports - WR450F Engine Project (3/3)]<br /> =Notable History of FSAE Engines=<br /> pulled from fsaeonline.com &lt;ref&gt;https://www.fsaeonline.com/page.aspx?pageid=c4c5195a-60c0-46aa-acbf-2958ef545b72&lt;/ref&gt;<br /> * SAE Mini Indy with B&amp;S Engine - 1980<br /> * New FSAE comp set up with any 4-stroke engine allowed incl. wankel and diesel<br /> ** intake restriction at 1 inch<br /> <br /> 1983 - Marquette University ran the first turbo<br /> <br /> 1984 - rules allowed nitrous oxide<br /> <br /> 1985 - UT Austin ran an in-house-designed supercharger on a 300cc Wankel<br /> <br /> 1988 - e85 class established<br /> <br /> 1989 - Kawasaki 600cc Ninja ~50% of all cars<br /> <br /> 1995 - Honda CBR600 ~50% of all cars<br /> <br /> 2001 - WWU ran a custom 554cc V8&lt;ref&gt;https://wwuracing.com/our_cars#V30&lt;/ref&gt;<br /> <br /> 2003 - Kansas State did the first &quot;sidewinder&quot; (engine on side)<br /> <br /> 2004 - Guelph ran the first IC AWD in FSAE (not sure about in FS, uas graz may have them beat by a year| Newcastle may have done it in 2003 at FSAE-A) (not sure if it beat the EV AWDs)<br /> <br /> 2005 - Cornell ran 5 fuel injectors, the 5th going into the turbo (?)<br /> <br /> =References=<br /> [[Category: Internal Combustion]]</div>

Satiric http://fswiki.us/index.php?title=Thread:Talk:Fuel/big_table_of_fuel_line_comparisons_on_own_page%3F/reply&diff=2866 2023-02-21T03:25:25Z

<p>Satiric: Reply to big table of fuel line comparisons on own page?</p> <hr /> <div>I fixed the formatting a little bit but it's still not ideal. Maybe we could get rid of the cost column since that's probably pretty subjective?</div>

Satiric http://fswiki.us/index.php?title=Fuel&diff=2865 2023-02-21T03:24:02Z

<p>Satiric: Formatting</p> <hr /> <div>[[Category: Internal Combustion]]<br /> The energy needed to propel a combustion vehicle is stored as chemical potential energy in a liquid '''fuel''' that is burned by the [[Engine|engine]]. The fuels available at [[List_of_competitions|US competitions]] are gasoline of octane ratings 93 and 100, and E85. Fuels available in [[List_of_competitions|FS competitions]] are 98RON gasoline and E85 &lt;ref&gt; Formula Student Rules 2020 https://www.formulastudent.de/fileadmin/user_upload/all/2020/rules/FS-Rules_2020_V1.0.pdf &lt;/ref&gt;. Fuels and the fuel system are covered in IC.5 of the FSAE Rules, and CV 2 in the FS rules. No fuel additives can be used&lt;ref&gt;(2020).''Formula SAE Rules 2020''(v2.1) Location: FSAEonline. https://www.fsaeonline.com/cdsweb/gen/DocumentResources.aspx.&lt;/ref&gt;.<br /> =Chemistry=<br /> ==Gasoline==<br /> &lt;!-- wiki formatting recommends not using &lt;math&gt; or &lt;chem&gt; libraries to display equations... but im not really sure how else you'd do it --&gt;<br /> Although the gasoline readily available in the US, and in US competition, is 5-10% ethanol (check about in other countries), gasoline is typically approached chemically as pure octane.<br /> &lt;br&gt;<br /> : 2C&lt;sub&gt;8&lt;/sub&gt;H&lt;sub&gt;18&lt;/sub&gt;(l) + 25O&lt;sub&gt;2&lt;/sub&gt;(g) &amp;rarr; 16CO&lt;sub&gt;2&lt;/sub&gt;(g) + 18H&lt;sub&gt;2&lt;/sub&gt;(g)<br /> <br /> 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&lt;ref&gt;&lt;span&gt;&lt;span&gt;&lt;/span&gt;&lt;/span&gt;&lt;span class=&quot;reference-text&quot;&gt;&lt;cite id=&quot;CITEREFHillierPittuck1966&quot; class=&quot;citation book&quot;&gt;Hillier, V.A.W.; Pittuck, F.W. (1966). &quot;Sub-section 3.2&quot;.&lt;span&gt;&lt;/span&gt;''Fundamentals of Motor Vehicle Technology''. London:&lt;span&gt;&lt;/span&gt;Hutchinson Educational.&lt;span&gt;&lt;/span&gt;ISBN 0 09 110711 3.&lt;/ref&gt;. Gasoline sold in America has varying levels of ethanol content varying a few percent around a nominal 10% with no way of knowing what exactly is being offered besides testing&lt;ref&gt;U.S. Energy Information Administration &quot;Issues and Methods for Estimating the Share of Ethanol in the Motor Gasoline Supply&quot; https://www.eia.gov/workingpapers/pdf/ethanol_blend_ratio.pdf&lt;/ref&gt;. Usually the 100 Octane gasoline is more consistent in this respect.<br /> <br /> ==Ethanol==<br /> The ethanol used in competition is E85, nominally 85% ethanol and 15% gasoline,.<br /> =System Design=<br /> ==Fuel Storage==<br /> [[File:Intake and fuel packaging.PNG|right|middle|thumb|I.C.1.2 Packaging Restrictions]]<br /> <br /> The fuel tank design rules can be found in IC.5.2 for FSAE and CV 2.3 for FS.<br /> <br /> There are two main compromises that the fuel storage system must navigate. The first is Quantity of Fuel. A car will always be faster with less weight, but cutting too close to the minimum fuel level for your car can lead to disastrous consequences such as running out of fuel or temporary fuel starvation, as well as minor inconveniences such as cg changing with fuel level. The second compromise is Fuel Sloshing. As the car accelerates, the fuel itself can move about in the tank, possibly uncovering the fuel pickup and making the car more difficult to drive. Combatting this usually involves a system of internal baffles as well as tank geometry, but the cost is weight, CG height, and the possibility that you design a tank that prevents the fuel from making it back to the pickup fast enough to supply the engine when needed.<br /> &lt;!-- please list more compromises if any are missing--&gt;<br /> ===Volume Determination===<br /> There are two ways to size a fuel tank. The first is to carefully restrict the volume of fuel as to ensure a lighter car. The second method is to ensure the fuel tank has enough fuel to be used during extended drive cycles such as those found on test days. Because refueling a car takes so little time and is generally regarded as a safe practice, the first method is often chosen for combustion cars, while the second is more commonly found in [[Battery_pack|EV batteries]].<br /> <br /> The minimum quantity of fuel should be enough to barely finish the endurance race at competition. However, this limits the functionality of the car by limiting run time, and increases the likelihood that you will run out of fuel early. The quantity of fuel used in an endurance competition should be determined by experimental data, but can be estimated based on past usage, or usage of similar teams, or if masochistic, be predicted based on average speed of the vehicle, the track length, and the consumption of your engine.<br /> <br /> Below are tables showing average fuel consumption by race finishers in the 2019, 2021, and 2022 Michigan Competitions&lt;ref&gt;https://www.sae.org/attend/student-events/formula-sae-michigan/awards-results&lt;/ref&gt;.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |+ Average FSAE Michigan May Competition Fuel Use [L] by Type<br /> |-<br /> ! Year !! 93 Octane !! 100 Octane !! E85<br /> |-<br /> | 2022 || 3.7 || 3.8&lt;ref&gt;Villanova was so efficient that this average becomes 4.2 L without including them&lt;/ref&gt; || 5.4<br /> |-<br /> | 2021 || 4.0 || 4.3 || 5.6<br /> |-<br /> | 2019 || 4.0 || 3.9 || 5.5<br /> |-<br /> | 2019 (4 cyl engines) || 4.4 || 4.6 || 5.9<br /> |}<br /> <br /> {| class=&quot;wikitable&quot;<br /> |+ Average FSAE Michigan May Efficiency Score by Fuel Type<br /> |-<br /> ! Year !! 93 Octane !! 100 Octane !! E85<br /> |-<br /> | 2022&lt;ref&gt;2022 is a fascinating year, as the most efficient car (Villanova used almost 1/2 the fuel of the second place car as well as being one of the fastest cars, placing them 14 point ahead). The lowest scoring team above 0 (Ottowa) managed to score a 5.7 which is 20 points below the team just ahead of them. In fact for all three years studied here, no team has been so much more efficient and so much less efficient than these two. Villanova is so far more efficient than any other car on track in the last 10 years that someone uncharitable may be tempted to accuse them of cheating. They averaged 21 mpg around the racetrack.<br /> &lt;/ref&gt; || 56.5 || 49.4 || 57.0<br /> |-<br /> | 2021 || 77.2 || 66.8 || 77.3<br /> |-<br /> | 2019 || 59.1 || 62.0 || 66.0<br /> |}<br /> <br /> ===Fuel Sloshing===<br /> Similar to [[Oil|oil sloshing]], fuel will move around in the tank as the car goes around corners or accelerates/brakes. The design of the fuel tank should reduce this phenomenon. Each team will face different levels of sloshing and some may never encounter a problem. Generalized advice cannot really be furnished here except to consider it.<br /> <br /> ===Rigid Container===<br /> mounting&lt;br /&gt;<br /> * cannot be stressed or loaded in any way by frame - no 3 hard points for mounting<br /> material&lt;br /&gt;<br /> form factor (exterior and interior)&lt;br /&gt;<br /> ===Bladder===<br /> just pour the gas in a kroger bag and let it flop in the wind /s&lt;br /&gt;&lt;br /&gt;must be enclosed by a non-flexible container that is rigidly connected to the chassis and may be load bearing<br /> <br /> ==Fuel Lines==<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !|Material<br /> !|Internal Diameter [in]<br /> !|Pressure [psi]<br /> !|Cost [$/foot]<br /> !|Weight [lb/ft]<br /> !|Min Bend Radius&lt;ref&gt; Minimum Bend Radius for hardlines is considered to be 2*D if drawn and 7*D if rolled. This is a rule of thumb, YMMV https://www.listertube.com/links/tube-bending-design-guide/&lt;/ref&gt; [in]&lt;br /&gt;<br /> !|Supplier<br /> !|Notes<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Hard Lines&lt;br /&gt;<br /> |-<br /> |Aluminum<br /> |3/8-1/2 (OD)<br /> |250'''*'''<br /> |2+<br /> |<br /> | <br /> |Russell<br /> |[https://www.jegs.com/p/Russell/Russell-Aluminum-Hard-Lines/2861386/10002/-1 link]&lt;br /&gt;'''*'''pressure rating is wall thickness dependent<br /> |-<br /> |Aluminum (0.035 wall thickness)<br /> |1/4-5/8 (OD)<br /> |200'''*'''<br /> |0.68<br /> |for 3/8&quot;: 0.043 &lt;br/&gt;(.651g/cm)  <br /> | <br /> |Summit<br /> |[https://www.summitracing.com/parts/sum-g2538 link]&lt;br /&gt;'''*'''pressure rating not specified formally, only mentioned in Q&amp;A with conflicting answers, trust with caution<br /> |-<br /> |Nickel/Copper Alloy (0.028 wall thickness)<br /> |.132-0.319 (__ -3/8 OD)<br /> |unspecified<br /> |1.28<br /> |for 3/8&quot;: 0.012&lt;br/&gt;(.175g/cm)   <br /> | <br /> |Summit<br /> |[https://www.summitracing.com/parts/sum-220216-25 link]&lt;br /&gt;sold as pressure rated comparable to mild steel brake line<br /> |-<br /> |304 Steel (0.028 wall thickness)<br /> |.257-.319&lt;br /&gt;(5/16-3/8 OD)<br /> |3500<br /> |2<br /> |for 3/8&quot;: 0.010&lt;br/&gt;(.156g/cm)   <br /> | <br /> |JEGS<br /> |[https://www.jegs.com/i/JEGS/555/635202/10002/-1 link]<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Soft Lines<br /> |-<br /> |Nitrile Rubber*<br /> |3/8<br /> |50<br /> |0.88<br /> | <br /> | <br /> |JEGS<br /> |[https://www.jegs.com/i/JEGS/555/15998/10002/-1 link]<br /> |-<br /> |Nitrile* (Neoprene* cover)<br /> |1/8<br /> |50<br /> |0.8<br /> | <br /> | <br /> |Dayco<br /> |[http://www.daycoproducts.com/dayco®-fuel-line-hose product details]&lt;br /&gt; cannot buy direct<br /> |-<br /> |Buna-N*<br /> |3/16+<br /> |50<br /> |1.1<br /> | <br /> |1.25<br /> |McMaster<br /> |[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link]&lt;br /&gt;yarn reinforced<br /> |-<br /> |Buna-N*<br /> |3/4+<br /> |150<br /> |7<br /> | <br /> |3<br /> |McMaster<br /> |[https://www.mcmaster.com/gasoline-hose/low-pressure-petroleum-hose-8/ link]&lt;br /&gt;steel wire reinforced<br /> |-<br /> | style=&quot;text-align:center; font-weight:bold&quot; colspan=&quot;8&quot;|Braided Lines<br /> |-<br /> |Nitrile Rubber* and Steel<br /> |1/4+<br /> |50<br /> |3.50+<br /> | <br /> | <br /> |Spectre<br /> |[https://www.jegs.com/i/Spectre/865/29225/10002/-1 link]<br /> |-<br /> |Nitrile Rubber* and Stainless Steel<br /> |0.22+ (4AN+)<br /> |1000<br /> |6+<br /> | <br /> |2<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3270 link]<br /> |-<br /> |PTFE and Stainless Steel<br /> |0.27+ (4AN+)<br /> |1320<br /> |11.3+<br /> | <br /> |0.75<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3480 link]<br /> |-<br /> |PTFE and Aramid<br /> |0.27+ (4AN+)<br /> |1320<br /> |21.3+<br /> | <br /> |0.92<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3490 link]<br /> |-<br /> |PTFE and Polyester<br /> |0.38+<br /> |305+<br /> |15.8+<br /> | <br /> |2<br /> |Pegasus<br /> |[https://www.pegasusautoracing.com/productselection.asp?Product=3495 link]<br /> |}<br /> &lt;nowiki&gt;*&lt;/nowiki&gt; Not compatible with e85&lt;ref&gt;https://www.highpowermedia.com/Archive/elastomer-compatibility-with-ethanol-in-fuel&lt;/ref&gt;<br /> ===Comparison of Line Types===<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> !Quality!!Hard Lines!!Braided Lines!!Soft Lines<br /> |- <br /> |Weight<br /> | || ||-<br /> |-<br /> |Cost<br /> | ||-||+<br /> |-<br /> |Cost Tables (FSAE)<br /> | ||-||+<br /> |-<br /> |Manufacturability<br /> ||-|| ||+<br /> |-<br /> |Pressure Capacity<br /> ||+*|| ||-<br /> |-<br /> |Reusability**<br /> ||-|| ||+<br /> |-<br /> |e85 Compatibility<br /> ||+|| ||-<br /> |-<br /> |colspan=&quot;4&quot;|<br /> &lt;nowiki&gt;*&lt;/nowiki&gt;Depends on wall thickness, see table above<br /> <br /> &lt;nowiki&gt;**&lt;/nowiki&gt;New design or small adjustments that need to be made<br /> |}<br /> <br /> ==Filling==<br /> Fuel filling is critical to consider in the system design in three ways: safety, function, and rules compliance.<br /> To ensure a safe filling procedure, common sense should be used to prevent fuel spillage and ease of access. An easy process is a safe one. A rules mandated splash guard can further protect the vehicle, driver, and fuel filling team-mate.<br /> ===Filler Neck===<br /> The filler neck has a rules specified vertical height, maximum angle, and internal diameter. Meeting these requirements helps ensure the tank can be filled safely, easily, and will pass technical inspection. Because this is often overlooked in design, and creating a new fuel tank or modifying an existing one is quite difficult on the day of competition, it is recommended to strictly follow rules as written, and to ask rule questions if clarifications are needed. <br /> <br /> It is unusual but not unprecedented for a technical inspector to measure the internal diameter of the fuel filler neck, or the vertical height if it is visually unclear. Often in these cases, a gas can of the type used by the fuel filling team at competition is used to ensure that the vehicle can be safely fueled even if the rules are not entirely met. If the rules breach is egregious, the car will likely not be allowed to pass tech even if it may be safely fueled.<br /> ===Sight Tube===<br /> There are vertical height and routing requirements to the sight tube. A frequently discussed solution is a clear, fuel resistant plastic used as the filler neck material itself to comply with both filler neck and sight tube rules. The fuel filling team at US competitions ask the teams to &lt;em&gt;not&lt;/em&gt; mark the fuel fill line themselves and will mark it themselves at the fuel fill station to avoid incorrectly marked fill levels causing an accident.<br /> <br /> ==Venting==<br /> The fuel tank is required to be able to vent excess vapor pressure while the car is in the correct orientation, but not allow fuel leaking in the event of a vehicle rollover. A common solution is to purchase or create a custom vented fuel cap. Custom vented fuel caps may be subject to a water leak test during tech inspection.<br /> <br /> ==Pump and Pressures==<br /> Fuel pressures can be divided into two categories for different applications. Most FSAE/FS teams run fuel pressures under 10 bar, which are classified as ''low pressure''. Low pressure fuel is sufficient for single or multipoint manifold injection. Some teams chasing performance or academic goals may opt for high pressure fuel injection to facilitate direct injection. <br /> <br /> Pumps are usually specified to pressures greater than that used by the injectors. A fuel pressure regulator is used in-line to achieve final fuel pressure. Fuel pressure regulators can be blocking (returnless or non-return-style) or bypass (return-style). Returnless fuel injectors have only one input and and one output port allowing for a simpler routing system and thus reducing points of failure. These returnless fuel injectors do need a bypass valve at the pump to relieve pressure. The design of these regulators allows for pressure creep, is more sensitive to debris, and are not able to consistently/accurately read pressure without the engine running&lt;ref&gt;Fuller, David. Light, John. &quot;Quick Tech: Return- vs. Non Return-Style Fuel Pressure Regulators for Low-Pressure Fuel Systems&quot; ''On All Cylinders''. https://www.onallcylinders.com/2017/01/12/quick-tech-return-vs-non-return-style-fuel-pressure-regulators-low-pressure-fuel-systems/&lt;/ref&gt;. Bypass regulators can be more expensive and drive more complex routing, but yield more accurate fuel readings, have a longer life, and are easier on the fuel pump.<br /> ===Low Pressure===<br /> Low pressure is often the default injection pressure for FSAE as most motorcycle or snowmobile engines run at pressures around 3-3.5 bar &lt;ref&gt;Bacon. &quot;Fuel Pressure Specs&quot;. ''600RR.NET'', Mar. 4, 2009. https://www.600rr.net/threads/fuel-pressure-specs.131524/&lt;/ref&gt;&lt;ref&gt;gixxerkart504. &quot;Fuel Pressure???&quot; ''GIXXER.COM/'', Sep. 22, 2008. https://www.gixxer.com/threads/fuel-pressure.199809/&lt;/ref&gt;&lt;ref&gt;<br /> Be.St.MX. &quot;2012 yzf 450 fuel pressure, fuel pump symptoms bike wont start&quot;. ''Thumper Talk'', Sep. 4, 2017. https://www.thumpertalk.com/forums/topic/1240219-2012-yzf-450-fuel-pressure-fuel-pump-symptoms-bike-wont-start/&lt;/ref&gt;. Single point injection or throttle body injection (TBI) is when fuel is injected at the throttle, similar to a carburetor. Most modern fuel systems use multipoint injection or port injection (PI), placing the injectors after the plenum and as close as possible to the engine. This results in fuel being sprayed into the intake ports.<br /> ===High Pressure===<br /> In order to run a direct injection setup, fuel pressures need to exceed 10 bar. These extreme pressures force higher safety requirements by rules. The major regulation in FSAE is that fuel lines must be stainless steel hard-line or &quot;Aeroquip FC807 smooth bore PTFE hose with stainless steel reinforcement and visible Nomex tracer yarn&quot;. Teams can run something similar if the team gets approval before competition. Any fuel line before the boost pump is considered low pressure and is not subject to the fuel line restrictions.<br /> <br /> The fuel rail and it's attachments must be able to withstand maximum force from the fuel line (not including cylinder pressure).<br /> &lt;!--talk about filters here? contribute to pressure loss...--&gt;<br /> <br /> ==Injectors==<br /> ===Placement===<br /> The injector placement can be divided into two categories: manifold injection or direct injection. Manifold injection is easier to implement as the pressures are lower, rules are less strict, and it does not require modifications to most engines used in FSAE.<br /> ====Throttle Body Injection====<br /> Throttle body injection (TBI) or single point manifold injection is the oldest electronically controlled fuel injection. It is analogous to a carburetor in concept but allows much more precise and tunable control. This is uncommon as it is older technology and has less benefits for efficiency than other approaches. Because the fuel is injected so high in the intake, a greater proportion of the fuel is lost to the walls of the manifold so control is less precise.<br /> ====Port Fuel Injection====<br /> Fuel Injected into the [[Intake|ports]] or multipoint manifold injection just before entering the combustion chamber. The most common type of fuel injection in FSAE, port injection offers high levels of control at a lower cost than DI.<br /> &lt;!--Usually leads to well mixed charge [citation needed]--&gt;<br /> ====Direct Fuel Injection====<br /> &lt;!--big boys do this [citation needed]--&gt;<br /> <br /> ===Classification by Resistance===<br /> ====Low Resistance====<br /> Usually 0.5 - 5 Ohm. Also called &quot;peak-and-hold-injectors&quot;. 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.<br /> <br /> 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.<br /> ====High Resistance====<br /> Ususally 8 - 15 Ohm. Also known as a &quot;saturated drive injector&quot;. These are much easier to control, as only the circuit has to be closed and the resistance of the valve controls the current.<br /> ==Critical Fasteners==<br /> All fasteners on the fuel system are critical. Nylon locking fasteners are not appropriate near the engine such as the fuel rail. The nylon will soften and will not retain the nut. Most technical inspectors will not catch this but it's a pain to change and better to just do it right the first time.<br /> ==Firewall==<br /> {{Main|Firewall}}<br /> <br /> =Fuel Strategy=<br /> ==How it's scored at comp==<br /> * [[Fuel Competition Strategy]] -Emily wants own page for comp strat<br /> Since FSAE and FS considers how much fuel is used as well as how fast each car goes, the cost of fuel in terms of competition score must be considered. There are many ways to analyze the impact of the fuel usage on the competition score.<br /> ==Fuel Choice==<br /> A simplistic, black box analysis is shown below using the 2021 Michigan Efficiency Event scores. With the points cost of fuel in hand, a team can prioritize efforts to become more efficient accordingly. <br /> <br /> [[File:ImpactofFuelUsageinCompetitionbyType.png|thumb|left|Points per L Fuel used in 2021 Michigan Competition]]<br /> {{clear}}<br /> <br /> ==Efficiency==<br /> ===Consumption vs. Thermal Efficiency===<br /> ===BSFC===<br /> Brake specific fuel consumption is another way to view efficiency and is used to compare engine efficiency despite size differences&lt;ref&gt; The wikipedia page for BSFC is hilariously poorly written. It's inscrutable and incomplete but has this enormous table of various engine BSFC stats.&lt;/ref&gt;. It measures how much fuel is used (in lbs/hr) divided by power (hp). It is usually used to show a map of engine operating points to visualize engine efficiency across load (usually BMEP) and RPM.<br /> <br /> '''Calculation'''&lt;ref&gt;“Brake Specific Fuel Consumption (BSFC).” X-Engineer, https://x-engineer.org/automotive-engineering/internal-combustion-engines/performance/brake-specific-fuel-consumption-bsfc/&lt;/ref&gt;&lt;br /&gt;copying from old school notes so i'll have to add context later -simon<br /> <br /> this is for finding fuel consumption (mpg or equivalent) w bsfc chart<br /> {| class=&quot;wikitable&quot;<br /> |P&lt;sub&gt;me&lt;/sub&gt; ||Mean Effective Pressure<br /> |-<br /> |n&lt;sub&gt;mot&lt;/sub&gt; ||Motor speed<br /> |-<br /> |i&lt;sub&gt;G&lt;/sub&gt; ||Gear Ratio (for selected gear)<br /> |-<br /> |i&lt;sub&gt;sec&lt;/sub&gt; ||FDR<br /> |-<br /> |r&lt;sub&gt;dyn&lt;/sub&gt; ||Dynamic Radius of Tire<br /> |-<br /> |V&lt;sub&gt;d&lt;sub&gt; ||Displacement Volume of Engine<br /> |-<br /> |i ||Constant<br /> |-<br /> |F&lt;sub&gt;req&lt;/sub&gt; ||Tractive force required<br /> |}<br /> <br /> <br /> &lt;math&gt; P_{me} = \frac{(2\pi*T_{motor,required})}{(V_d * i)} = \frac{(2\pi)}{(V_d*i)} * \frac{(F_{req} * r_{dyn})}{(i_G * i_{sec})} &lt;/math&gt;<br /> <br /> &lt;math&gt; n_{motor} = \frac{Velocity*i_G*i_{sec}}{2\pi*r_{dyn}} &lt;/math&gt;<br /> <br /> b&lt;sub&gt;e&lt;/sub&gt; (fuel consumption) usually experimentally determined<br /> <br /> &lt;math&gt; B_{time} = \frac{b_e*P_{me}}{\rho_{fuel}} = \frac{b_e*P_{me}*V_d*n_{motor}*i}{\rho_{fuel}} &lt;/math&gt;<br /> <br /> &lt;math&gt; B_{distance} = \frac{B_{time}}{V} &lt;/math&gt;<br /> <br /> i = 0.5 for 4-stroke engine<br /> <br /> =References=</div>

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