1. Formula SAE Turbocharger:
Problem Statement: Successfully implement a turbocharger system on the current WR450 single cylinder engine.

2. Background: More air and fuel = more power and torque
Intercooler is optional based on manifold temperature
REASON FOR TURBO: points increase from 100 to 125 for fuel econ – switched to single
Lack of power with single – to gain back, add turbo

3. Functional Decomposition:
Inputs to the system are….
Functions are all verb noun
Discuss each individual path

4. Constraints: 1. Engine compartment restrictions from chassis
2. Minimize system weight
3. Cost (With or without sponsorship)
4. Maintain controlled temperature
5. Spares for all parts must be available
6. FSAE rules and regulations
1 – restricts geometry and location of the system overall
2 – weight increase must be justified with power and performance increase
3 – could make or break the project success
4 – inside engine compartment and intake manifold
5 – reliability is extremely important
6 – noise, intake restrictor, and safety (line of sight shield)

5. Object Origin Cost Information
Honeywell Turbo
University of Wisconsin FSAE (2010)
Yamaha Phazer Turbo
Origin
Honeywell/Garrett
IHI wastegate controlled (RHF3)
Mitsubishi brand turbo
Cost
$643 -
$5,499 (full kit for snowmobile)
Information
GT12 Family
Japanese Manufacturer
Kit for Yamaha Phazer
Smallest produced by Garrett
Running KTM 525 XC
4 stroke 500cc engine
hp range
Compression Ratio :1
Produces 136 hp (unrestricted)
Recommended 400cc to 1200cc engine size
E-85 ethanol
at 12 psi
Journal Bearing system
max power design at 7600 RPM
small, fast reacting turbo
Oil & Water Cooling
max torque design at 6000 RPM
Inducer: 29 mm
min RPM for 80% max torque 5000 RPM
Exducer: 41 mm
3.5 Bar fuel pressure
Trim: 50
1400cc intake plenum volume
A/R: 0.33
Max spark advance: 29 deg BTDC at 9000 RPM WOT
Turbine Wheel: 35.5 mm
Turbo in series with engine dry sump
Trim: 72
No intercooler
A/R: 0.43
Wiseco forged piston
Internally Wastegated
Most efficient between Bar boost
Honeywell – GT12 turbo specs
- turbo offered through garrett sponsorship
Fits the recommended engine displacement
May be slightly on the heavy-side and slightly larger than actually needed
Wisconsin
2010 car used an IHI RHF3 turbo
Ran on a single cylinder 525 engine with a 10.4:1 compression ratio
Influenced decision to add specs for design RPM
Yamaha Phazer Snowmobile
-expensive full kit
-4 stroke, 500cc, two cylinder engine
-note graph on next slide

6. Produced ~135 hp with unrestricted engine at 10000 RPM (blue line)
Boost level goes flat and stays constant after 9000 RPM (purple line)
We expect more flat torque curve due to the single cylinder application
Unable to find any power curves posted on the internet for single cylinder turbos
Best benchmark, but I believe we can improve curves to be more desirable for application

7. Specification (metric) Unit of Measure Ideal Value Comments/Status
Difficulty
Source
Function
Specification (metric)
Unit of Measure
Ideal Value
Comments/Status S1
CN1
Engine
Peak Power Output
Hp and ft-lbs
>= 60hp 45 ft-lbs
 General increase overall can also compensate S2
CN1, 2
Intake
Mass Air Flow
g/s
>=50
 Maximize for restrictor S3
Plenum Volume cc
>=1000 S4
CN3
Sensors
Sensor Voltage V 5 S5
CN1, 5, 15
Intercooler
Air Temperature Reduction
Deg F
>=20
 May not be needed S6
CN1, 2, 5
Manifold Air Temperature
<=100 S7
CN1, 7, 9
Turbo
Turbine Shaft RPM
rpm
~100,000
Depending on turbo chosen S8
Intake Manifold Pressure
psi S9
CN7, 9, 13
Peak Compression by RPM (specified)
<=6000
S10
CN2, 3
Air Fuel Ratio Range
12.6<x<17.6
S11
CN1, 3
Manifold Air Pressure Range
0-30
S12
CN3,4,13, 17
Pressure to Actuate Wastegate
S13
CN1,11,17
Exhaust
Flow Rate
>=100
S14
CN8
Noise Level
dBa
<110
Based on FSAE regulation
S15
CN3,5,7,16
Max Temperature of Turbo
<800
S16
CN7,11,18
System
Overall Maximum Weight Increase
lbs
<=15
S17
CN1,3,4,6
Compression Ratio
~10:1
Max achievable without engine knock
S18
CN1,13
Max Power Design RPM
~9000
S19
Max Torque Design RPM
~7000
S20
CN1,3,13
Max Spark Advance
deg
40-45
S21
CN4,16,18
Funding
Cost to Formula Team
$$$
<100
Funding/Sponsorship will be required
Left – specification number color coded to show difficulty
Peak power – crucial to the project success, biggest overall challenge, development system could be difficult to meet
Mass Air Flow – Needs to be optimized as best as possible due to intake restrictor – more air = more power
Weight – extremely important on such a light car – currently 326 lbs with full aero
Cost – extremely dependent on sponsorships and funding from RIT to support
Air temp reduction – difficult due to geometry, and added weight. Prefer to not use, but might be required for power goal
Manifold air temp – again, depends on use of intercooler
Intake pressure – design light weight intake that can withstand large pressure fluctuations
Compression ratio – may need E85 to avoid knock with spark advance to meet power goals
Max design RPM – Need to fit based on engine operating range – difficult tuning

8. Plenum Volume (Intake)
Specifications
Peak Power Output
Mass Air Flow (Intake)
Plenum Volume (Intake)
Sensor Voltage
Air Temperature Reduction (intercooler)
Manifold Air Temperature
Turbine Shaft RPM
Intake Manifold Pressure
Peak Compression by RPM (specified)
Air Fuel Ratio Range
Manifold Air Pressure Range
Pressure to Actuate Wastegate
Flow Rate (Exhaust)
Noise Level
Max Temperature of Turbo
Overall Maximum Weight Increase
Compression Ratio
Max Power Design RPM
Max Torque Design RPM
Max Spark Advance
Cost to Formula Team
Customer Needs
Overall HP & Torque Gains X
Optimized ECU Map
Consistent Performance
Necessary Engine Internals X 
Adequate System Cooling
Sufficient Dyno Testing
Optimized Turbo Size for Application
Meet FSAE Noise Regulations
Quick Throttle Response
Easy to Access in Car
Compact Design in Car
Fit Within Constraints of Chasssis
Easy to Drive
Design Drivetrain Components for Power Increase
Design for Intercooler Location
Readily Available Replacement Parts
Simple interface with Current Engine
Maximize Use of Composite Materials
HOQ
-Each Customer need associated with at least 1 specification
-More important needs are associated with more specs
-Based on this determined need to add more specifications for drivability

9. *Formula SAE experience preferred for all positions
Staffing:
Qty
Description
Lead (ME) 1
Responsible for system integration with chassis, engine, drivetrain, and electrical components. Also responsible for management duties, and engine calibration
Thermal (ME)
Responsible for heat management of the system. Will require work with FEA, Pro Engineer, Heat Transfer, and System Dynamics
Fluids (ME) 2
Responsible for fluid flow analysis through each individual sub-component of the system. Will require work with CFD, Pro Engineer, Fluid Mechanics, System Dynamics, IC Engines, and FEA
Structures (ME)
Responsible for structural integrity of the system. Will require analysis of vibration and stresses through use of FEA, Pro Engineer, Statics, and System Dynamics.
*Formula SAE experience preferred for all positions
Lead – myself – take care of managing EDGE, group meetings, overall system integration (help with 3D modeling)
-make sure all members are communicating throughout full length of project
-manage funding and sponsorship opportunities
-perform engine calibration with DC dyno
Thermal – intake temperatures – do we need intercooler?
-engine compartment heat management
-exhaust gas temperatures for tuning
-turbo operating temperature – need part replacement after life x?
Fluids – intake flow is critical to power increase due to restrictor
-air flow into engine compartment for cooling
-exhaust flow in and out of turbo
-lots of simulation to verify – need for 2 members to concentrate
Structures – General structural analysis
-need to take into consideration the vibration due to single cylinder
-FEA analysis skills are important
-This person will manage majority of 3D modeling for the full system
-FSAE experience is a big plus – background on current car is helpful

10. Customer Meeting Feedback (FSAE Powertain Engineer):
Main concern with scope is time constraints
Project may be used as development for future cars rather than implementing on F21
Lessons learned can be advantageous in design competition
Cost may be an issue without appropriate sponsorships
Specifications are reasonable, some flexible
Overall system gains must justify weight and cost increase
Expected to set ambitious goals for top ranking car
Project staffing is realistic
Communication between team members will be crucial to the quality of the project

11. Questions?