1. 1 Simulation and Implementation of Turbocharging a 600cc Engine for Formula SAE Mario Farrugia Nicholas Grech Marlon Chircop Jean Paul Azzopardi

2. 2 Introduction FSAE restrictor Turbocharging PST vs CPT Garrett Honeywell GT 15V vs GT 12 Kawasaki 600cc engine

3. 3 Objectives Simulations in Wave of Turbocharged engine Implementation of turbocharger Dynamometer testing of turbocharged engine

4. 4 Choice of Turbocharger Garrett donate GT 12 fixed geometry And also GT15V variable geometry Choice of GT 15 V because some experience was gathered at Oakland University (Michigan) on GT 12, so now took the variable geometry challenge

5. 5 Variable Geometry Turbine

6. 6 The vane mechanism

7. 7 1D engine Simulation Wave®

8. 8 Simulations Simulations in Wave of Turbocharged engine Started from naturally aspirated simulations SAE papers 2005-01- 0025 and 2006-01-3651

9. 9 Compressor Map GT 15V donated by Garrett Honeywell

10. 10 The Variable Geometry Turbine Map

11. 11 Wave Model PST with Intercooling, Kawasaki 600cc WAVE model

12. 12 Effect of Compression Ratio on Knock

13. 13 Effect of Compression Ratio on Torque Kawasaki 600cc engine with GT 15V

14. 14 Various PST turbocharging setups

15. 15 Exhaust Setup

16. 16 Inlet Manifold

17. 17 Throttle Body and Restrictor

18. 18 Timing Chain Length Inspection

19. 19 Machined Decompression Plate CNC machined decompression plate, 3mm aluminium sheet

20. 20 Mechanical Seal on Compressor Side CNC machined compressor back plate and the chosen mechanical seal components

21. 21 Scavenge Oil Pump and Breaking Oil Siphon Turbo Oil Pan Turbo Oil Pan

22. 22 Cam Sensor Novel Implementation A strong, 250gr rated pull force, magnet was inserted into a bolt and swage locked in the bolt. Magnet has north and south on the axis The bolt was installed in one of the cam sprocket OEM holes Cam signal is trace 1, crank signal is trace 2

23. 23 Scavenge Oil Pump and Breaking Oil Siphon Oil supply taken from highest point, and also a point that has connection to atmosphere when engine is stopped so that siphon is broken

24. 24 Dynamometer Testing

25. 25 Exhaust Gas Temperature variation with Spark Timing EGT drops with more advanced timing

26. 26 Air Temperature and Manifold Absolute Pressure Air temperature increase with rise in boost pressure as expected

27. 27 Charge Air Cooler Direction 1 is shorter than direction 2, so direction 2 was used to have more effectiveness of the heat exchanger.

28. 28 TPS Compensation On Fuel Quantity Engine was with MAP as the load parameter but due to large cam overlap high exhaust residuals exist at idle which result in high MAP Values at idle as discussed in SAE 2005-01-0025. TPS %Compensation 045 5 1550 2555 50100 75100 The TPS compensation effectively generates a low throttle map or sometimes called zero throttle map.

29. 29 Torque measurements Measurement of Torque on dynamometer with increase in RPM and resulting boost pressures

30. 30 Steady State: Variation of Electrical Power Input with Frequency Limited capability to control rpm and MAP

31. 31 Conclusion

32. 32 Concluding Remarks Engine was successfully run Oil problems solved by mechanical seal and breaking of siphon Charge air cooler controlled temperature well TPS compensation to counteract High MAP values at idle External Wastegate implemented in ongoing project to have a stable system on dyno. Thank you Questions ?