Analysis and Design of A Formula SAE Powertrain: International Research Journal of Engineering and Technology (IRJET)

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 03 | Mar 2019 www.irjet.net p-ISSN: 2395-0072
Analysis and Design of a Formula SAE Powertrain

Prasantha Laxman Pujari
1Mechanical Engineering Department, G.V. Acharya Institute of Engineering and Technology, Shelu Road, Shelu,
Maharashtra – 410101, India
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Abstract - This project aims are to design and develop the Table -1: Engine Comparison
powertrain system for formula SAE race car and the design
that used for the car must fulfill the standard regulation that Engine Comparison
made by SAE for Formula SAE competition. Besides that, the
load of the axle also been determined to get the maximum Specifications CBR 250R CBR 600RR
torque applied using three different approached that are Bore (mm) 76 67
engine performance, tire friction, and predicted acceleration
and the cornering force acting on the race car. Compression Ratio 10.71 12.21
Cooling Liquid Liquid
Key Words: Engine Unit, Cbr250R, Intake & Exhaust,
Cooling System, Fuel Pump Cylinders 1 4
Displacement (cc) 249.4 599
1. INTRODUCTION
Engine Configuration Single - Horizontal In -
The stiffness of mounting system determines the vibration Cylinder Line
isolation ability of the transmitted path, which is the key Engine Type 4 - stroke 4 - stroke
factor that affects the vibration and noise of vehicle. In order
to improve the vibration isolation ability of the powertrain Fuel Injector Yes Yes
mounting system, considering the powertrain of front wheel Stroke 55 42.5
drive car as the research object, the vibration decoupling
rate and its corresponding frequency of the powertrain Valves Per Cylinder 4 4
mounting system are analyzed by rigid body dynamics and
Peak Torque 23 Nm 66 Nm @ 11250
energy method
@7000 rpm rpm
2. ENGINE UNIT Peak Power 20 kW @8500 88 kW @ 13500
rpm rpm
2.1 MODULE OBJECTIVES
Power / Weight 0.67 kW / kg 1.25 kW / kg
To deliver a reliable and weight optimized engine system
with sufficient power and the possibility for low fuel
consumption. An engine has to be selected from either 2.3 REASONS FOR CHOOSING CBR250R
Honda CBR250R or Honda CBR600RR.
[1] The CBR250R engine stays in the power band for a
2.2 ENGINE SPECIFICATIONS longer time than its 600cc counterpart over the
course of a lap.
[2] The CBR250R is around 40 kg lighter than the

commonly used CBR600RR. The lighter load of the
engine would enable the team to use a lighter
chassis, further reducing the weight.
[3] It would be easier for the driver to handle the
CBR250R on track than the 600RR, leading to
consistency in performance.
Fig -1: Honda CBR600RR, Honda CBR250 [4] Higher fuel efficiency can be achieved.
[5] Since Honda CBR600RR engines are not readily

available in India, importing spare parts becomes a
problem and leads to high costs.
© 2018, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 448
2.4 SIMULATIONS TO SUPPORT THE CHOICE 280 230 57.8 57.84

Simulations have been performed for the Honda CBR250R 290 240 57.8 57.87
and the Honda CBR600RR engines on different track layouts
with varying weights of the car. The results indicate that at 300 250 57.79 57.91
lower weights, both engines perform similarly, while at
310 260 57.79 57.95
higher weights; the CBR250RR loses its advantage. However,
the difference in lap-times over a simulated circuit is less 320 270 57.79 58.01
than 1 second under ideal conditions. It is expected that
when the driver’s accuracy and real conditions are taken into
account, the performance difference would be much lesser. 2.5 PERFORMANCE AT DIFFERENT TRACKS
Table -3: Engine Comparison
Track Layout Lap Time (sec)
600 cc
250 cc (Wt:
(Wt: 270
220 kg)
kg)
Acceleration (75m) 5.48 5.01
Skid Pad test (Circle,

5.75 5.75
r=5m)
Fig -1: Engine torque and power curves (black: torque,

blue: power)
55.47 55.41
Some of the results after the simulation are as follows:
44.11 43.93
57.81 57.80
Fig -2: Engine speed over the course of the lap (red: 250cc,
green: 600cc)
53.05 53.05
Variation of lap-times of the car with its net weight on a
custom-made autocross track

Consider Track 3, which has a combination of high-speed
straights and low-speed corners. On this track, the speed of
Weight of Car Lap Time both the engines over the course of the lap is plotted and
600 cc 250 cc 600 cc 250 cc compared. It is observed that the 250cc engine remains in
the power band for a longer duration than the 600cc engine.
260 210 57.81 57.8 This is possible because while the 600cc engine is
predominantly in the first and second gears only, the 250cc
270 220 57.8 57.81
engine makes full use of all the gears.
A smaller engine combined with its greater usage at full open [3] To determine the gain in volumetric efficiency
throttle improves the fuel efficiency too. achieved by using the new camshafts over the OEM
cams.[3]
2.6 RESULTS
3.2 PRINCIPLE
Concept: A wave which reflects from a closed end maintains
Parameter 250 cc 600 cc its phase whereas a wave reflecting from an open-end
changes its phase by 90 degrees. While the engine is running,
Acceleration Poor acceleration Huge advantage.
the intake valve opens and closes once every two
and top speed Longer the
revolutions. While the valve is open, air flows through the
straights, better the
valve from the intake manifold to the engine cylinder. As it
performance.
closes (and an area of flow decreases) the velocity of air
Skid Pad event Lighter car, hence Heavier car hence increases (through the equation of continuity). When the
better cornering may be slower valve closes, the flow is stopped abruptly and a compression
and turning during cornering wave is created which travels upstream from the valve. This
Lighter car and a is called the ramming effect. [6] This compression wave
Handling Difficult to run the reaches the open end, reflects back towards the valve as
smaller engine engine at its
makes it very easy rarefaction wave subsequently reflects from the closed valve
optimum as a rarefaction wave and reflects again from the open end as
to handle; conditions
maximum a compression wave flowing downstream. By the time this
performance can be compression wave occurs, we want the valve to open for the
extracted next cycle. The length of the intake runner (location of the
open end) has to be accordingly tuned to ensure that the
compression wave reaches the valve just as the next cycle
Fuel Efficiency Good Poor
begins.
Faster in tight and Faster in high-
twisty circuits speed circuits When the intake valve opens, there is low pressure
downstream of the pipe and hence a rarefaction wave travels
from the valve upstream the intake runner. This wave
reflects from the open end as a compression wave and
travels back towards the pipe. The rarefaction wave begins
just as the intake valve opens and the compression wave
must reach the valve just before it closes.
Both these effects help in pumping as much air as possible

into the cylinder when the intake valve is open and the
intake system is tuned for the same.
AVL Boost software has been used for intake tuning. A model
of the engine was simulated in this software and focus was
given only to volumetric efficiency.
Fig -3: Gear used over the course of the lap
3.3 RESTRICTOR DESIGN
3. INTAKE & EXHAUST
A CD nozzle was used to house the 20 mm intake restrictor.
3.1OBJECTIVES The converging section upstream of the restrictor is angled
at 140 and the diverging section downstream of the
[1] To determine the appropriate length of the intake restrictor is angled at 70 to the axis.[1] Ideally, the angle
runner to achieve high volumetric at high speeds should not be more than 70 to the axis because of any further
without compromising on volumetric efficiency at low increase in the angle will result in flow separation in the
speeds. diverging part and also lead to vortices formation both of
which are undesirable because they cause pressure loss. For
[2] To determine the advantage of a plenum and to decide the same reason, the diverging part is also longer than the
on its maximum volume. converging part. The open ends have a diameter of 38 mm
which corresponds to the diameter of the throttle butterfly
valve.
Fig -6: Simulation model in AVL Boost
Variation of volumetric efficiency with Intake and exhaust runner lengths

Fig -4: Intake restrictor- CD nozzle 1
in 250, ex 600 (-)
in 220, ex 600 (-)
in 220, ex 500 (-)
3.4 DETERMINATION OF INTAKE RUNNER LENGTH 0.95 in 250, ex 500 (-)
Volumetric Efficiency Amb (-)

The entire intake runner has been modelled into three 0.9
sections, two of which are inside the engine block and the
other being the fabricated section. From upstream to 0.85
downstream, they are

0.8
[1] Fabricated intake section

[2] Small section of 20mm length and 38mm 0.75
diameter just inside the engine block.

[3] Split section which leads to two intake valves. 0.7
5000 6000 7000 8000 9000 10000 11000
speed (rpm)
Fig -7: Simulation model in AVL Boost
From the simulation it was observed that 250mm was the

optimum intake runner length and 600mm was the optimum
exhaust runner length that gave high volumetric efficiency at
both low and high speeds.
3.5 EFFECT OF PLENUM
Constraint- Located downstream of throttle.

Fig -5: Intake restrictor- CD nozzle
A plenum is used by all teams using 4-cylinder engines to
Sections 2a and 3 were held constant and the length of avoid choking at the restrictor and for the even distribution
section 1 was changed. The diameter of section 1 was kept at of the air in all cylinders.[2] To determine whether it would
38 mm. Using Helmholtz resonator principle, required prove useful in a single cylinder engine, a plenum was
runner lengths were calculated so that the peak volumetric simulated in the software and the volumetric efficiency
efficiency occurs at 6000, 7000, 8000 and 9000 RPM. These curves were plotted for different plenum volumes.
lengths were tested in the software.
3.6 SIMULATION RESULT
The software was configured to run separate cases for all
speeds between 5000 RPM and 11000 RPM in intervals of
500 RPM and the variation of volumetric efficiency with As plenum volume increased, volumetric efficiency increased
speed was plotted. This process was repeated for all the However, the software simulated only steady-state response.
runner lengths. The results are plotted below. Since the throttle is upstream of the plenum, larger the
plenum, slower is the throttle response. Literature survey
showed that the plenum volume is typically 4 times that of
the engine displacement volume. Therefore a 1 litre plenum
was chosen.
3.8 CHANGE OF INTAKE SYSTEM
The plenum was then removed from the design and a

different intake system was used, where the intake runner
was directly connected to the CD nozzle. This design:
[1] Gave good throttle response

[2] Engine remained very stable even at idling
Therefore, the new intake system (without the plenum) was

chosen.
3.9 CHANGE OF CAMSHAFTS
The OEM Honda camshafts were replaced by new Takeaway

Fig -8: Effect of different plenum volumes based on steady camshafts that offered longer intake and exhaust durations
state simulation with the same lift. This configuration would improve
volumetric efficiency at high speeds and slightly lower that
at lower speeds, thereby shifting the power-speed curve to
the right.
As expected, idling became more difficult once these

camshafts were installed. To counter this, the butterfly valve
was adjusted so that the idling RPM was increased from
1500 RPM to 2000 RPM, where the engine remained more
stable.
In the volumetric efficiency curve, it can be observed that

Fig -9 Intake runner and plenum there are two intake peaks and one exhaust peak which
occurs between the two intake peaks. The exhaust runner
length in the simulation model was changed till the three
3.7 OBSERVATION peaks gave a fairly flat volumetric efficiency curve. Through
iterations, a length of 600mm was chosen.
[1] Very weak throttle response was observed when this
was mounted on the car (much weaker than The muffler used for previous car was 30 cm in length and
expected) had a diameter of 10 cm. This muffler barely managed to
[2] Engine was not able to idle and died every time the clear the noise test recording 109.7 dB at the required speed,
throttle was released. Engine breaking seemed to be which is too close for comfort.
the only way to control it. We had ensure high RPM
even while slowing the car down by quickly shifting Hence, a longer muffler (40 cm) was bought having the same
to lower gears. diameter (10cm) and packaging thickness. Since there is
packaging material for a longer distance, we expected the
The idling problem could have been because: output noise to be considerably lesser.
While designing the runner, volumetric efficiency curve was On performing noise test, a sound level of 110 dB was
observed only between 5000 and 11000 RPM. It could have recorded at 9000 RPM and 107 dB was recorded at 8500
been possible that this curve fell sharply at lower idling RPM RPM (designated RPM) with the new camshafts.
(~ 1500 RPM) as a result of which the volumetric efficiency
could have been very low at idling RPM leading to shutting 3.10 MUFFLER ROUTING
down of the engine.[6]
When the engine was run at idle for quite some time, the
throttle response seemed to improve. However, the idling Front facing Rear facing
issue could not be rectified with this intake system.
Advantages: Advantages:
Longer muffler length Exhaust gases exit at the
possible. Easier to clear rear.
noise test. Disadvantage: Inner surface of the pipe is not smooth as two
halves are joined together. This may impact air flow by
Low mounting of the No need of firewall or decreasing coefficient of discharge.
muffler, lowers the CG of the casing. Well shielded
car. from the driver. The throttle bodies are connected to the FRP mould using
Fewer bends in the exhaust small sections of a rubber tube of ID 45mm (corresponding
pipe. to OD of throttle body) and clamped. These must be fastened
so that there is no air leakage from any of these joints.
Disadvantages: Disadvantages:
Unconventional layout. Packaging is difficult. 3.12 MANUFACTURING OF EXHAUST SYSTEM
Pressure at end of tailpipe is Higher mounting of the OEM exhaust pipes of the CBR250R are used to complete the
stagnant pressure, not static muffler increases CG of routing of the system. Three OEM pipes were used and
pressure. the car. sections were cut such that when welded together, the
Extra bodywork needed to Extra sharper bends in required configuration was achieved. During manufacturing,
cover the muffler, greater the exhaust pipe, routing the following constraints were kept in mind:
weight. is difficult.
[1] The muffler must be parallel to the side impact
structure so that the mount on which the exhaust
3.11 MANUFACTURING OF INTAKE SYSTEM rests may be as small as possible. Additionally, this
would keep the muffler as close to the chassis as
3.11.1 CONSTRAINT possible and ease driver egress.
[2] The muffler must be inclined in such a way that it
The intake system must remain within the envelope defined remains higher than the lowermost chassis member
by the top of the main roll hoop and the edge of rear tires. at that point throughout the length.
Since the wheelbase has been reduced and the tires are
smaller owing to 10” rims, this envelope has become much The pipes were routed from behind the main roll hoop to
tighter than what it was for previous car ensure that there was sufficient distance between the
exhaust runner and electricals to avoid heating.
The entire intake system was manufactured out of FRP.
The exhaust runner was welded to the flange of the muffler
3.11.2 MOULD MAKING which was connected to the muffler through six Allen bolts.
To avoid exhaust gas leakage, two exhaust gaskets were
A PVC pipe of OD 38 mm was taken to form the mould. In placed between the muffler flange and the muffler.
order to bend it accordingly, it was first stuffed with special
sand and blocked on both sides. This is done to ensure that 3.13 FINAL ROUTING OF EXHAUST MANIFOLD
the PVC does not fold while bending.
Length of Exhaust pipe (In CAD) = 60.729cm
After both the sides are blocked and sealed, a hot air gun is Starting from the engine port, length description is given
used to blow hot air onto the pipe. The air is uniformly below
blown across the area where the pipe would be bent.
Adequate time was given in between for the heat to transfer [1] 53.374 mm straight-line
to the sand inside the pipe too. [2] 82.030 mm curve length (angle = 94-degree, bend
radius = 50 mm)
When enough heat is provided, the PVC begins to bend. At [3] 353.386 mm straight-line
this point, the pipe is stretched and bent to the required [4] 73.792 mm curve length (angle = 84.56-degree, bend
angle. Sharper the bend, greater the chance of folding in the radius = 50 mm)
pipe. After the required bend is achieved, the pipe is cooled [5] 45.012 mm straight-line
and brought back to room temperature. [6] Outer diameter of pipe in CAD = 45mm
[7] Inner diameter in CAD = 38 mm
The bent pipe is cut into two longitudinally equal halves
which are used to lay FRP. Two halves of FRP are made 3.14 MUFFLER DIMENSIONS
which are then joined together with another layer of FRP to
form a single pipe. The plenum is manufactured similarly [1] Length = 600mm
too. [2] Outer diameter = 100 mm
[3] Inner diameter = 45mm
Advantage: Easier to detach moulds from the FRP layer.
4.2 SET UP
Since side-pods were not present on the car, the positioning

of the radiator could be done as required. Possible locations
considered were
[1] Same place as PREVIOUS CAR, where side pods

would have been present
[2] Mounted to the main roll hoop at the lowest
position.
[3] Main roll hoop bracing
Locating it in the same place where side pods would have

Fig -10 CAD showing the side view of the exhaust and its come has the following issues
connection to the engine
[1] The radiator has to be angled so that it fits within
the height of the side impact structure, meaning
lesser cooling area
[2] Additional firewall for the driver Very low position,
hence it will not be very effective for the cooling
pump to circulate water
[3] We thought this was the reason why we were facing
radiator issues in previous car
Locating it on the bottom most vertical structure of main roll

hoop. Very low position with respect to engine.
We assumed that locating the radiator lower than the engine

Fig -11 Overall view of system would mean that there is no head available at the engine
inlet (cooling pump inlet). Hence, this would make water
4. COOLING SYSTEM circulation difficult, leading to cooling issues. Hence, we
decided to place the radiator on the roll hoop bracing higher
4.1 PRINCIPLE than engine inlet.
To cool down the engine, a coolant is passed through

the engine block, where it absorbs heat from the engine. The
hot coolant is then fed into the inlet tank of the radiator
(located on the top of the radiator), from which it is
distributed across the radiator core through tubes to another
tank on the opposite end of the radiator. As the coolant
passes through the radiator tubes on its way to the opposite
tank, it transfers much of its heat to the tubes which, in turn,
transfer the heat to the fins that are lodged between each
row of tubes. The fins then release the heat to the ambient
air. Fins are used to greatly increase the contact surface of
the tubes to the air, thus increasing the exchange efficiency.
The cooled coolant is fed back to the engine, and the cycle
repeats. Normally, the radiator does not reduce the
temperature of the coolant back to ambient air temperature,
but it is still sufficiently cooled to keep the engine from
overheating.
The coolant we are using is normal tap water, because of its
boiling point being close to the standard engine operating
temperature - 110 C.
Fig -12 Rear view of the car showing radiator, catch can
and hoses
4.3 PROBLEMS AND SOLUTIONS Problem 2 Steam released from the radiator after
twenty minutes or so of running the
engine
Problem 1 Bursting of radiator hoses while
running the car Experiment 1 Experiment 2 Experiment 3
Experiment 1 Experiment 2 Experiment 3 Mounting the Increasing the To condense the
Hose clamps were Checking water Changing hose catch can at the boiling point of steam coming out
changed circulation inside quality same height of coolant of catch can
the engine radiator overflow
vent
Reason Reason Reason
This experiment This was because This was Reason Reason Reason
was carried out the hoses were because of We learnt that The pressure of The steam gets
because the getting very hot, suspicions in radiators not only cap defines the condensed from
bursting occurred so suspicions the quality of vent water to the boiling point of the water in the
mostly near the about the hoses catch cans but coolant. The catch can
end of the hoses, circulation itself also suck water pressure was
where it was and not the back from them expected to be
clamped radiator or hoses very less that
developed boiling starts
within very short
Solution Solution Solution time.
Instead of using The hoses were The standard
the standard removed and rubber hoses Solution Solution Solution
“Worm Drive” water was directly were replaced The catch can was The radiator cap Catch can was
Clamps, a “Wire filled into the with metal mounted on the was changed from filled with water
Hose Clamp” were engine inlet braided hoses bracing at the 1.1 bar cap to 1.4 and a vent from
used with a same level of the bar cap of KTM the cap was
maximum overflow vent Duke 390 immersed in this
pressure water
capacity of
125bar Observations & Observations & Observations &
Observations & Observations & Observations & Inference Inference Inference
Inference Inference Inference Steaming still No considerable No steam was
The problem still The cold water No more continued. The positive results, as observed during
persisted. poured inside bursting of amount of water steaming still the whole
Moreover, the came out as steam hoses. The in the catch can persisted and the endurance run
cracks appeared through the other metal braided was 400ml and loss was about
even at the middle end. The outlet hoses are the amount of 50ml.We
water was so hot capable of water lost by understood
that the bottle sustaining the radiator was simulating race
could not be held pressure and 350ml. Hence, track conditions
without temperature of 50ml was would not work,
insulation. This the coolant converted to and hence took it
means that water steam. This was a to actual testing of
circulation and huge loss, and it the whole car
heat transfer from will critically
engine to water affect the engine
was happening performance
properly during endurance
Problem 1 eliminated. Running conditions were simulated by using a high speed

fan and running the car on jacks
Therefore, the radiator has been placed on the main roll
hoop bracing and metal reinforced hoses have been chosen
to transport coolant water between the radiator and the
engine.
[1] Sloshing occurs at low volumes, which creates

imbalance to the car during braking, acceleration and
deceleration
[2] Sloshing also creates an interrupted supply of fuel to
the pump.
[3] The tank has to be easily mounted and accessible in
the car.
[4] The weight of the tank should be minimum to lower
down the CG of car.
5.2 MATERIAL OF THE TANK
The material of the tank should be checked for corrosion

with gasoline.
Aluminium
[1] Lesser weight to the tank
[2] Easily fabricated into any desired shape
[3] Good resistance for corrosion with gasoline
[4] Easy availability in the market
Fig -13 Isometric view of the radiator Plastic
[1] Reduces lot of weight but punctures in contact with

sharp things.
[2] Mounting of flexible material is quiet difficult.
[3] HDPE (High Density Poly Ethylene) is the best
material mostly used and heat sources should be
avoided in such case
Aluminium and Poly urethane were selected for

manufacturing the tank
[1] Aluminium for body

[2] Flexible PU hose for filler neck
5.3 MOUNTING
[1] Mounting should be below or close to the existing
CG, so the CG doesn't change much as the fuel tank
empties.
[2] The tank has to be away from heat sources like
exhaust.
[3] To avoid change in lateral weight distribution, tank
has to be mounted close to the horizontal CG.
[4] The tank is placed in an aluminum basket and for
Fig -14 Isometric view of the car showing the coolant secure mounting Velcro’s were used
hose connections to radiator and catch can
5.4 Sloshing
5. FUEL TANK
The effect of sloshing can be reduced by many ways
5.1 OBJECTIVES & CHALLENGES
Foam- The tank has to be designed such that there is
The tank has to be securely attached to the vehicle all times accessibility to stuff the foam. The fuel is added with foam
and if made of rigid material should not be used to carry particles. These foam particles create stability to the fuel and
structural loads. reduce the turbulence. The main disadvantage of foam is,
little bits of foam gets blocked in the pump when excess of
foam is used. This results in surging of fuel tank but by

careful baffling surge can be avoided.
Baffles- These baffles trap the fuel between them and result
in a constant supply of fuel to the intake manifold. Baffles
result in increasing weight and complexion of the tank.
Welding the baffles to the tank is also difficult.
Fig -15 Manufactured Fuel tank
Cylindrical tank
We can also design the tank in cylindrical shape. This

reduces the effect of sloshing to a greater extent but
mounting the cylindrical tank into the car is a major issue.
Conical tank
A conical tank can also be used with an internal suction
Fig -15 Baffles pump at the bottom. Mounting of a conical tank is also an
issue. But as the radius of the tank is high at the top the effect
of sloshing is more at the top even when the fuel is more
Filler neck- Advantage can be taken in assigning some part of
compared to other tanks. This is more useful when fuel is
tank volume to neck. This ensures that significant amount of
low and baffles are used.[8]
fuel stores in the neck when the tank is full. The issue
regarding this is that the CG of the car goes a little bit up as Since the 250cc has a higher fuel efficiency, the fuel tank
the volume of fuel is significantly distributed from top to capacity was kept at 4 liters. To reduce complexity, we split
bottom.[7] the total volume as approximately 3 liters (3.072 lit) stored
Low pressure lift pumps in an aluminium cuboid and 1 liter (0.981 lit) in a flexible
fuel resistant hose made of polyurethane. The pump
It can be tricky to recover the fuel as it moves around in the occupied one fifth area of bottom part of the tank which left
tank, particularly at low level - imagine drinking with a straw approximately 200 sq.cm (205.76 sq.cm), for which sloshing
from water bumping around on a tray compared with was very less and there wasn’t any space for baffles. Hence
drinking the same water with a straw in a bottle. baffles weren’t used. The transparent filler neck eliminated
the use of sight tube
The tank is therefore provided with a low pressure
electrically powered ‘lift pumps’ at the corners to suck the 5.6 Fuel Tank
fuel. These deliver the fuel to a small tank known as
collector. This collector is provided with an external pump. The fuel tank is a trapezoidal box made from aluminium
This pump can constantly recover fuel to the intake plates of thickness 2mm. The main aim of making it a
manifold. The issue regarding low pressure lift pumps is it trapezium and not a box is to make it have a clearance of
will increase in complexion and manufacturing of the tank. 10mm from the flexing of seat. It was fitted with a bottom
mounted pump. The volume of the tank was designed to be
5.5 Shape of fuel tank 3L, as the mileage of the CBR250R engine is average 10kms/l
One of the simplest design is taking a cuboid fuel tank and and we need to cover a distance of 22kms non stop. There
placing internal baffles. Further we can modify the cuboid was a plate beneath the tank to lock the fuel pump to the
shape by making the two opposite rectangular sides into tank.
quadrilaterals by pulling down only the top edge to reduce
the effect of sloshing as shown in the below figure. Foam
can also added to further minimize sloshing. This design
has geometry, baffles, foam. This design is also easy to
manufacture.
Property External pump Internal pump

Noise High Low
Maintenance Easy to maintain Difficult to
and service remove, maintain
and service
Weight Adds weight and Less compared to
cost external pump
Additional fittings Requires Doesn’t require
additional fittings
Space Adds space Consumes less
space
Removability Easily removable Difficult to
remove
Safety of pump Safety is a bit less Pump is more
Fig -16 Seat Clearance safer as it always
stays cool
5.7 FUEL PUMP because of fuel
and lasts long
Fuel must be recovered from the tank and supplied to fuel
injection system at pressures of 4 to 5 bar. For the recovery There are two types of internal fuel pumps
of fuel from the cell there are two types of pumps [1] Top mounted fuel pump
[2] Bottom mounted fuel pump
[1] External fuel pump
[2] Internal fuel pump
5.9 TOP MOUNTED FUEL PUMP
External fuel pump
A hole is made on top of the tank and the pump is placed in
In some cases the pump is located outside the tank and these this hole carefully because it has to be submerged always in
doesn’t involve submersion. These pumps are called external the fuel for continuous supply to the engine. If the above
fuel pumps. Fuel lines are drawn from the tank and requirement is absent, in case of low fuel level it sucks only
connected to these pumps. These pumps suck the fuel and air and burns itself.[9] Pump is highly accessible and can be
supply them to the fuel injection system. replaced immediately with ease if there is any failure at any
time independent of the fuel level.
[1] External fuel pumps are noisy
[2] External pump are easier to maintain and service Sloshing has a slight effect on top mounted fuel pump. The
due to location but requires additional fittings and pump must extend from top of the tank to bottom for
space, adds to weight and cost report constant submerge where the size of the pump increases as a
[3] External pumps are mounted lower than the tank result, size and weight of the tank increases compared to the
cause they don't pump against gravity bottom mounted pump in order to compensate the volume.
Fuel can leak through the top-hole spilling over the driver
and the engine. Firewall and other safety precautions must
5.8 INTERNAL FUEL PUMP be designed to prevent the spill.
There are cases where pumps are inside or submerged in

the tank. These work under submersion. These are called
as internal fuel pumps.
[1] Internal fuel pumps are difficult to change.

[2] Internal the pump, it stays cooler because the fuel
keeps it cool.
[3] It also may be a safety factor in a crash because the
pump is not exposed.
[4] Internal fuel pumps are harder to maintain and
service
[5] An internal fuel pump does not require additional
plumbing and mounting brackets therefore it saves
weight and space (depending on design)
Fig -16 Top Mounted Fuel Pump
5.10 BOTTOM MOUNTED FUEL PUMP lines

Pump removal The pump can be The pump can be
[1] A hole is placed on the bottom of the fuel tank and easily removed at removed only
the pump is placed in this hole. all fuel levels after all the fuel is
[2] As the pump and all its fuel lines are situated below consumed and
the tank accessibility to the pump is less. removing the
[3] There is also a restriction that pump can be pump involves
removed only after all the fuel is consumed and pain over top
nothing is left over in the tank. mounted
[4] There is no immediate replacement for the pump Sloshing effect Medium Low
during failure. Leakage Fuel can leak Fuel leakage has
[5] As all the equipment is below, the tank has to be from top and spill no major
mounted at a certain height above from the lowest over the driver problems except
member of the chassis. This increases the CG of the and engine loss of fuel
tank and the car which is the major issue regarding Size The size of top The pump
the usage of this pump. mounted pump is occupies less
[6] The sloshing effect is minimal compared to top high and hence volume
mounted pump. size of tank
[7] The bottom of the tank must be carefully sealed increases
because there is a greatest possibility of leakage. Submersion Care should be Pump is always
[8] A pan is generally placed below the tank to collect taken such that submerged except
the leaked fuel. This can be ignored in bottom- pump is always during low fuel
mounted pump because all the leaked fuel will spill submerged level and lateral
over the ground where there is no problem. forces
[9] The size of the pump is small compared to top
mounted pump. The CAD model of the pump is made, to help in the assembly.
The pump has three nozzles at the bottom - two for filters
and one connecting to the engine intake.
[1] Seventh Plate: The seventh plate is an Aluminium plate of

6mm thickness, to hold the fuel pump with the fuel tank.
A innovative locking mechanism has been created. Two slots

for three of the holes are made. The pump will be inserted at
an angle and rotated to ensure locking.
Fig -17 Bottom Mounted Fuel Pump
Table Comparison of top and bottom mounted fuel pumps
Property Top mounted Bottom mounted

Accessibility Easily accessible Accessibility is
as the pump is at less because the
the top of the pump is located
tank below the tank
Centre of gravity No effect on CG of The CG of the car
the car decreases
because of the
mounting of the Fig -18 Locking mechanism of the fuel pump to the
tank due to the seventh plate
pump and all fuel
An extra length at the back has been provided for mounting John. Design and Analysis of a FSAE Racecar. Tech.
it to the chassis. One side mounting is done to ensure no load 2012. Print.
is carried by the tank. It has the same dimension as the base [6] "Torsen 012000 print"
of the fuel tank with M6 holes for holding it and M8 holes for http://www.torsen.com/files/University%20Speci
holding it to the chassis member. There is step provided for al%20012000.pdf
3mm and diameter of 110mm for the outer diameter of the [7] James, R. (2004) Design of an Aluminum Differential
pump.[10] Housing and Driveline Components for High
Performance Applications. Unpublished
[2] Gasket: The gasket is made of Silicon. It is 2mm thick and undergraduate thesis, Massachusetts Institute of
its use is to fill the gap between the seventh plate and the Technology.
tank to ensure there is no fuel leakage. [8] Durand, K. (2005) Design of a Chain Driven Limited
Slip Differential and Rear Driveline Package for
[3] Box Channel: A 1inch aluminium box channel is used at Formula SAE Applications. Unpublished
the bottom to simply support the assembly using M8 nuts undergraduate thesis, Massachusetts Institute of
and bolts. Technology.
[9] "Assembly and Timing Notes"
[4] Chassis Member: This 1inch solid MS member will be the
http://www.torsen.com/files/012000%20Gear%2
one on which the fuel system is mounted. Two mounts are
0Assembly%20&%20Timing.pdf
welded onto it, with M6 holes that go into the seventh plate
[10] "NTN Radial Ball Bearings"
mounts.
http://www.ntnamerica.com/Engineering/PDFs
1000/A 1000/A OOORadial.pdf
Fig -20 The L channel on which the fuel tank is resting is

in turn mounted to the chassis member.
REFERENCES
[1] Aho, Christopher, Scott Duncan, Dan Cullen, Dan

Swan, Adam Panzica, and Ryan Lehrmitt. 2009
Formula SAE Racecar.Tech. 2009. Print.
[2] Milliken, William. (1995). Race car vehicle dynamics
(1st ed.). Troy, MI: SAE International.
[3] Timmins, Steve. Formula SAE Powertrain Phase 4:
Performance Validation and Path Forward.
University of Delaware. 2010. Web.
[4] Young, D. (2011). A Brief Introduction to Fluid
Mechanics (5th ed.). Hoboken, NJ: Wiley.
[5] Alspaugh, David, Aquadro, Alessandro, Barnhill,
Dylan, Beasley, Nicholas, Bennett, Andrew, Francis,

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International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 06 Issue: 03 | Mar 2019 www.irjet.net p-ISSN: 2395-0072

Analysis and Design of a Formula SAE Powertrain

[2] The CBR250R is around 40 kg lighter than the

[5] Since Honda CBR600RR engines are not readily

2.4 SIMULATIONS TO SUPPORT THE CHOICE 280 230 57.8 57.84

Table -3: Engine Comparison

Track Layout Lap Time (sec)

Skid Pad test (Circle,

Fig -1: Engine torque and power curves (black: torque,

Table -2: Engine Comparison

Both these effects help in pumping as much air as possible

Fig -6: Simulation model in AVL Boost

Variation of volumetric efficiency with Intake and exhaust runner lengths

Volumetric Efficiency Amb (-)

downstream, they are

[1] Fabricated intake section

diameter just inside the engine block.

Fig -7: Simulation model in AVL Boost

From the simulation it was observed that 250mm was the

3.5 EFFECT OF PLENUM

Constraint- Located downstream of throttle.

3.8 CHANGE OF INTAKE SYSTEM

The plenum was then removed from the design and a

[1] Gave good throttle response

Therefore, the new intake system (without the plenum) was

3.9 CHANGE OF CAMSHAFTS

The OEM Honda camshafts were replaced by new Takeaway

As expected, idling became more difficult once these

In the volumetric efficiency curve, it can be observed that

Since side-pods were not present on the car, the positioning

[1] Same place as PREVIOUS CAR, where side pods

Locating it in the same place where side pods would have

Locating it on the bottom most vertical structure of main roll

We assumed that locating the radiator lower than the engine

To cool down the engine, a coolant is passed through

Problem 1 eliminated. Running conditions were simulated by using a high speed

[1] Sloshing occurs at low volumes, which creates

5.2 MATERIAL OF THE TANK

The material of the tank should be checked for corrosion

Fig -13 Isometric view of the radiator Plastic

[1] Reduces lot of weight but punctures in contact with

Aluminium and Poly urethane were selected for

[1] Aluminium for body

foam is used. This results in surging of fuel tank but by

Fig -15 Manufactured Fuel tank

We can also design the tank in cylindrical shape. This

Property External pump Internal pump

There are cases where pumps are inside or submerged in

[1] Internal fuel pumps are difficult to change.

5.10 BOTTOM MOUNTED FUEL PUMP lines

[1] Seventh Plate: The seventh plate is an Aluminium plate of

A innovative locking mechanism has been created. Two slots

Fig -17 Bottom Mounted Fuel Pump

Table Comparison of top and bottom mounted fuel pumps

Property Top mounted Bottom mounted

Fig -20 The L channel on which the fuel tank is resting is

[1] Aho, Christopher, Scott Duncan, Dan Cullen, Dan