Intake - Revision history

SpookySimon: /* Resonance Tuning */

2025-05-19T18:39:24Z

Resonance Tuning

SpookySimon: /* Intake Tuning */

2025-05-19T18:15:02Z

Intake Tuning

SpookySimon: /* Resonance Tuning */

2025-05-19T18:14:34Z

Resonance Tuning

SpookySimon: /* Resonance Tuning */ I'm pretty sure we made some critical errors writing this - I'm rereading heywood and it really doesnt reflect what we wrote here

2025-05-19T18:13:29Z

Resonance Tuning: I'm pretty sure we made some critical errors writing this - I'm rereading heywood and it really doesnt reflect what we wrote here

SpookySimon: 2002 cheating allegations by my coworker lmao

2025-05-05T19:14:02Z

2002 cheating allegations by my coworker lmao

SpookySimon: /* Plenum */ imperially ->imperically

2025-05-05T19:08:10Z

Plenum: imperially ->imperically

SpookySimon: /* Material Choice */ addition of ultem which i've never seen before this year

2025-05-05T19:07:14Z

Material Choice: addition of ultem which i've never seen before this year

SpookySimon at 18:57, 21 March 2024

2024-03-21T18:57:02Z

SpookySimon: /* Cooling Charge Air */ removing more math syntax

2023-02-21T17:57:27Z

Cooling Charge Air: removing more math syntax

SpookySimon: /* Cooling Charge Air */ math to normal syntax for wiki recommendation

2023-02-21T17:56:44Z

Cooling Charge Air: math to normal syntax for wiki recommendation

@@ Line 88: / Line 88: @@
 {{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}
 <!--Video could use a revision, the low level explanation is good, but I think it might plant some seeds that are either incorrect or misleading, like the air in the intake shouldn't "bounce" backwards, the energy does in a sound wave, but the air itself doesn't go up and down the intake. The air also does not bounce off the throttle, it is usually reflected at a dramatic cross sectional area change like the plenum-->
 Resonance tuning is implemented by modifying the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next charge. When done correctly, the pressure at at the intake port will be higher during the intake stroke, giving better volumetric efficiency for the engine. The parameters to adjust are the length of your intake runners and their diameter. Intake runner length is often the easiest parameter to tune and often has the biggest impact on the system. A longer runner will resonate at a lower frequency. A larger diameter intake runner will lower the speed of the air, raising the resonant frequency for a fixed length (someone check me on this).
-In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
+In more complex tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.
 ===Trade-Offs===
 The fundamental tradeoff with most intake tuning is to prioritize a higher peak torque or a wider, flatter torque curve.

@@ Line 80: / Line 80: @@
 =Intake Tuning=
 <!-- Paragraphs needs to be rewritten from scratch methinks-->
-Tuning the intake is either modifying the system's response to different engine speeds, reducing pressure losses the air has to overcome, or adjusting the turbulence of the flow to aid in charge mixing. The most common and impactful form of tuning is changing the response to different engine speeds, or the engine's frequency response. This takes two forms: the first is in modifying the length of the manifold (ram tuning) and the second is in modifying the shape of the manifold.(including Helmholtz resonators).
+Tuning the intake is either modifying the system's response to different engine speeds, reducing pressure losses the air has to overcome, or adjusting the turbulence of the flow to aid in charge mixing. The most common and impactful form of tuning is changing the response to different engine speeds, or the engine's frequency response. This takes two forms: the first is in modifying the length of the manifold and the second is in modifying the shape of the manifold.(including Helmholtz resonators).
 The basic principle behind frequency focused tuning strategies is that a cylinder draws air differently during different parts of the four stroke cycle. Ostensibly, a cylinder only takes in air for a quarter of a four stroke cycle, meaning that there is a stop-starting of the flow of air into the cylinder. This occurs at a frequency dependent on the rpm of the engine, hence this form of tuning is done to optimize performance at a selected rpm range.
@@ Line 112: / Line 112: @@
 ====Cons====
 Helmholtz tuning is very hard to predict, and requires a complex additional feature that may be difficult to package and have an unpredictable or negligible effect on performance.
 =Throttle Control=
 {{Main|Throttle}}The throttle allows modulation of the air coming into your intake system. Within FSAE, the throttle must fall between your restrictor and manifold or, in boosted applications, between the turbocharger/supercharger and manifold. Throttle designs include actuation by throttle cable or by electronic throttle body (ETC or drive-by-wire).

@@ Line 88: / Line 88: @@
 {{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}
 <!--Video could use a revision, the low level explanation is good, but I think it might plant some seeds that are either incorrect or misleading, like the air in the intake shouldn't "bounce" backwards, the energy does in a sound wave, but the air itself doesn't go up and down the intake. The air also does not bounce off the throttle, it is usually reflected at a dramatic cross sectional area change like the plenum-->
-Ram tuning is implemented by modifying the length of the manifold such that the pressure wave formed on each cycle travels along the manifold and is reflected back, arriving just as the cylinder completes the cycle and takes in its next charge. When done correctly, the pressure at at the intake port will be higher during the intake stroke, giving better volumetric efficiency for the engine. The parameters to adjust are the length of your intake runners and their diameter. Intake runner length is often the easiest parameter to tune and often has the biggest impact on the system. A longer runner will resonate at a lower frequency. A larger diameter intake runner will lower the speed of the air, raising the resonant frequency for a fixed length (someone check me on this).
 In more complex ram tuning applications, actuated baffles can be created to vary engine torque curve. This is done on many production cars to allow different behavior at low and high RPM.

@@ Line 85: / Line 85: @@
 The torque curve can be viewed as a frequency response curve.
-==Ram Tuning==
+==Resonance Tuning==
 {{#evt:service=youtube|id=https://www.youtube.com/watch?v=-l7o64Tc5hk|alignment=right}}
 <!--Video could use a revision, the low level explanation is good, but I think it might plant some seeds that are either incorrect or misleading, like the air in the intake shouldn't "bounce" backwards, the energy does in a sound wave, but the air itself doesn't go up and down the intake. The air also does not bounce off the throttle, it is usually reflected at a dramatic cross sectional area change like the plenum-->

@@ Line 75: / Line 75: @@
 <!-- dual plenum-->
-The phrase dual plenum can refer to two different designs, two plenum volumes in parallel (often called dual plane) or two in series. Lawrence Technical ran a two in parallel plenum design, tying a pair of cylinders to each plenum<ref>Jawad, Badih A., et al. “Formula SAE Dual Plenum Induction System Design.” SAE Technical Paper Series, 2002, https://doi.org/10.4271/2002-01-0457.</ref>. Series plenums are used to equalize airflow to the cylinders on intakes where the runners are not equidistant to the throttle body. These are most common on side intake log-style manifolds<ref>Bufkin, James. “Study of Intake Manifolds Used by Audi Sport for the Inline 5.” Bufkin Engineering, Inc., 29 Nov. 2004, https://www.bufkinengineering.com/intake%20manifolds.htm.</ref>.
+The phrase dual plenum can refer to two different designs, two plenum volumes in parallel (often called dual plane) or two in series. Lawrence Technical ran a two in parallel plenum design, tying a pair of cylinders to each plenum<ref>Jawad, Badih A., et al. “Formula SAE Dual Plenum Induction System Design.” SAE Technical Paper Series, 2002, https://doi.org/10.4271/2002-01-0457. I have it on relatively good authority that the team that ran this setup also cheated the intake restrictor diameter by using a non-circular opening. Additionally my coworker who was on the team claimed they also ran a PCV line from the crank to the intake after the restrictor and vented the crank case to ambient so they were able to pull additional air through the crank case, unsure of the veracity of this claim.</ref>. Series plenums are used to equalize airflow to the cylinders on intakes where the runners are not equidistant to the throttle body. These are most common on side intake log-style manifolds<ref>Bufkin, James. “Study of Intake Manifolds Used by Audi Sport for the Inline 5.” Bufkin Engineering, Inc., 29 Nov. 2004, https://www.bufkinengineering.com/intake%20manifolds.htm.</ref>.
 <!--Variable Volume-->

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 |May exchange heat with ambient air if not coated
 |-
-| rowspan="3"|Plastic
+| rowspan="4"|Plastic
 <!-- Please update Rowspan if adding a new material-->
@@ Line 41: / Line 41: @@
 |Nylon is one of the few 3D printable plastics that is gasoline resistant
 |-
-|Nylon - Glass Fiber Reinforced
+|Nylon - Carbon or Glass Fiber Reinforced
 |Usually 3D printed
 |Often outsourced, many institutions do not have in house capabilities to print this or won't want to
 |-
 |Other

@@ Line 1: / Line 1: @@
-The '''intake''' system has a dominant effect on the torque curve and behavior of the powertrain system. All air used by the [[engine]](s) for combustion must pass through a 20 mm or 19 mm opening for gasoline or E85 fueled vehicles respectively, commonly referred to as a '[[Restrictor|restrictor]]'. The restrictor limits the theoretical power limit of the engine.
+The '''intake''' system has a dominant effect on the torque curve and behavior of the powertrain system. All air used by the [[engine]](s) for combustion must pass through a 20 mm or 19 mm opening for gasoline or E85 fueled vehicles respectively, commonly referred to as a [[Restrictor|restrictor]]. The restrictor limits the theoretical power limit of the engine.
 =Intake Design=
 <!--not sure if good order, WIP-->

@@ Line 119: / Line 119: @@
 :(P<sub>2</sub>/P<sub>1</sub>) = (T<sub>2</sub>/T<sub>1</sub>)<sup>&gamma;/(&gamma;-1)</sup>
-Gamma is 1.4 for dry air. This equation must be used with absolute pressure and temperature. <math>P_2/P_1</math>is also known as pressure ratio. For example, a pressure ratio of two (1 atm to 2 atm) will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, the need for an intercooler may be able to be avoided. Alternatively, injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture. However, this method requires an extremely careful tune otherwise your plenum is liable to turn into shrapnel.
+Gamma is 1.4 for dry air. This equation must be used with absolute pressure and temperature. ''P<sub>2</sub>/P<sub>1</sub>'' is also known as pressure ratio. For example, a pressure ratio of two (1 atm to 2 atm) will lead to a 20% increase in intake air temperature. This means for an inlet temperature of 20C, your plenum temperature will be approximately 85C. If you run low boost, the need for an intercooler may be able to be avoided. Alternatively, injecting E85 upstream of the runner to cool the air via the evaporation may be feasible. This is only done due to the high latent heat of evaporation and low evaporation temperature for E85. This method is beneficial as it provides cooling and well mixed air fuel mixture. However, this method requires an extremely careful tune otherwise your plenum is liable to turn into shrapnel.
 ====Blow Off Valve====

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 =====Cooling Charge Air=====
 The charge air cooler, also known as an intercooler, is designed to lower your charge air temperature. The intake air temperature increases due to compression, according to the [https://www.grc.nasa.gov/WWW/K-12/airplane/compth.html equation] for compressor pressure ratio.
 ====Blow Off Valve====
 The purpose of a blow off valve (BOV) is to control your plenum/manifold pressure and prevent compressor surge by dumping excess flow. This works in conjunction with a wastegate to manage plenum pressure to your desired pressure.