Restrictions◦ 4 cycle◦ Less than 610cc◦ Runs on gas or ethenol

4 cycles Intake Compression Power Exhaust

http://www.youtube.com/user/uconnfsae#p/u/8/3qNWkOF6w0M

2001-2003 Suzuki GSXR 600◦ Powerful◦ Light◦ Cheap

Aftermarket ECU(Engine Control Unit) Custom tuned intake with 20mm restrictor Matching custom tuned exhaust Tuning ECU to match intake and exaust Custom cooling system Custom oiling system Other power modifications

Full engine control◦ Fuel and spark mapping

Traction control Launch control Data logging Wideband O2 compatible Great support

Restrictions◦ 20mm restrictor◦ No drive by wire

3 Parts◦ Runners◦ Plenum◦ Throttle body runner

Intake will be resonance tuned with Helmholtz equation Air is considered to act as a spring mass system With proper runner lengths and Plenum size the Volumetric

efficiency will go past 100%

Runner

Plenum

Throttle body runner

Adjustable Cam◦ tune to lower r.p.m. for max power

Remove 1st,5th,6th gears Be super awesome! Smaller head gasket for higher

compression.

Exhaust is dominated by:◦ Gas Particle Movement◦ Pressure Wave Activity

Pressure Waves bouncing off walls of exhaust piping creating back pressure

Reduce backpressure by reducing sharp angles in piping and tuning exhaust system

Exhaust goes from each port to single collector

Easier to manufacture Gives additional

horsepower throughout power curve

Exhaust goes from each port and is paired with corresponding cylinder into a collector and then joins other pipe with last cylinder

Primary and secondary lengths

Slightly more difficult to manufacture

Additional torque

Steel-cheap, rusts easily, must be treated with a ceramic coating to increase reflectivity so that exhaust can flow more easily

Stainless- more expensive, corrosion resistant, highly reflective; therefore, does not need to be coated

Titanium-original exhaust for the bike is titanium, one team in the past has used this stock to reduce weight, however they replaced it the following year with a custom exhaust

4-2-1 exhaust will be the preferred design Two exhausts will be fabricated due to lack of

frame to design exhaust around First exhaust will be essentially straight pipes

so it can be more easily tuned on the dyno Once frame and engine mounts are completed,

final exhaust can be planned and fabricated Primary and Secondary lengths will be based off

of the respective lengths of the first exhaust Must comply to FSAE rules and regulations:

◦ outlet no more than 60cm from rear axle centerline◦ no more than 60 cm off the ground◦ exhaust system needs heat shielding

No Mandrel-Bender= cut 180° piping to desired angle

Piping will be attached by tight slip fit joints and springs holding joints together for initial tuning

Test headers willonly be welded where necessary

Adapters will need to be made so that headers can cover exhaust port

Will using existing bolt patterns each adapter will be separate to avoid thermal expansion and warping when engine gets hot

Primary and Secondary lengths will be based off of calculations, and will be more accurately tuned on dyno

“Tuning” will be shortening dyno’s primary and secondary lengths until desired engine performance has been found

Maximum sound level cannot exceed 110 dB

It is not cost efficient to fabricate one from scratch- many aftermarketmufflers exist

Qty:

Cost:

Header Fabrication:

Pipe (Steel) 85

Pipe (Stainless Steel) 250

Adapters 0

Collectors 0

Spring Joints 0

Muffler: 500

Total 835

DYNO Tuning

AKA DYNO Flogging

Keeps the engine safe Gets you max power Max fuel economy Max driveability

Dyno (sometimes called a brake): A device that can absorb power at a set rate

Rich: Too much fuel going into the engine Lean: Too little fuel into the engine Torque: The turning force the motor

creates Power: the force the engine exerts times

its velocity (the engines ability to do work) AFR: Air Fuel Ratio EGT: Exhaust gas temperature

Wideband: A device used for measuring AFRs

Load: How hard the engine is working (directly related to throttle position

Bare minimum Dyno Wideband O2 sensor Space Torque Gauge on brake

Good to have EGT probes Computer logging

Prevents dangerous lean conditions and detonation

What is bad about lean condition? Causes very hot cylinder temps Comes with detonation

What is detonation? When fuel ignites before you want it to Caused by too little fuel or too much

timing advance Can break things very quickly

1) Choose a load to run the engine at (start with none)

2) Start at a low speed where you:1) Analyze the AFR and correct as needed2) *apply more (or less) torque from the

dyno manually as the parameter changed

3) Record the results for future reference4) Loop steps 1-3 for different combinations

of load and speed5) Go back to where you started and

compare the current results to the results at the start of the tuning session

Power is what gets you a change in speed Having a dyno lets you make a change

to the engine and actually see if it did any good

You need enough fuel to take advantage of that air, too little and you are lean, to much and you are rich

For each loading and speed of the engine a different amount of fuel may be required for a given amount of air to get max power

This is why tuning can be a very time consuming process

Running rich means you are using more fuel than you need to

Removing the rich conditions not only saves you fuel but gets you power

Dyno tuning allows us to tune the engine for max power, it also is how we decide where that power will be

As of now I have a space partly worked out This is mainly a concern of safety,

consider: High noise of the engine Exhaust gases Worst case: Flying engine parts http://www.youtube.com/watch?

v=JSc85rsOEec

Right now the system is open loop This means that we waste lots of water

(100s of gallons per day is possible) We have most of the major components to

make it closed loop The ancillary bits are what make going

closed loop a pain in the ass Some basic protection equipment

¾ plywood EAR PROTECTION!! Big ass fan to evacuate exhaust and

cool engine