International Islamic university Islamabad

Faculty of Engineering & Technology

Department of Mechanical Engineering

Complex Engineering Problem

Thermodynamics-I

ROTAX 582 UL

Question
Select an engine and write its data/specifications

Submitted To: Dr. Noor Rahman Khan

Registration No: 938-FET/BSME/F20
Section: A

Hafiz muhammad Abdullah

Muhammad.bsme938@iiu.edu.pk
Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Contents
What Is Engine? ............................................................................................................................................ 3
What is Rotax engines? ................................................................................................................................ 3
How do Rotax Engines Work? ...................................................................................................................... 3
Type .......................................................................................................................................................... 3
ENGINE DATA ........................................................................................................................................... 3
Process ...................................................................................................................................................... 3
Number of Cylinder .................................................................................................................................. 4
Cylinder BORE ........................................................................................................................................... 4
STROKE...................................................................................................................................................... 5
Ignition System ......................................................................................................................................... 5
Ignition Timing.......................................................................................................................................... 5
Spark Plug ................................................................................................................................................. 5
Electrode Gap ........................................................................................................................................... 5
Generator Output..................................................................................................................................... 5
Continuous rating ..................................................................................................................................... 5
MAX RPM/Speed ...................................................................................................................................... 5
Mean effective pressure .......................................................................................................................... 6
Maximum combustion pressure .............................................................................................................. 6
Specific fuel consumption ........................................................................................................................ 7
Compression ratio .................................................................................................................................... 7
FUEL .......................................................................................................................................................... 7
FUWL PUMP ............................................................................................................................................. 7
DISPLACEMENT FUEL ................................................................................................................................ 7
PERFORMANCE ......................................................................................................................................... 8
Exhaust manifold volume ........................................................................................................................ 8
Cooling system ......................................................................................................................................... 9
Displacement ............................................................................................................................................ 9
POWER OUTPUT: ...................................................................................................................................... 9
TORQUE .................................................................................................................................................... 9
Modifications and changes in the engine to improve its efficiency? ....................................................... 10
Synthetic lubricants ................................................................................................................................ 10
Ignition .................................................................................................................................................... 10

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Larger throttle body and injectors ......................................................................................................... 11

Compression ........................................................................................................................................... 11
Found-bonus power ............................................................................................................................... 11
Velocity stack.......................................................................................................................................... 12
Fuel line right-sizing ............................................................................................................................... 12
Dual-plane manifold............................................................................................................................... 12
Experiment with jet size......................................................................................................................... 12
Cylinder head.......................................................................................................................................... 13
Animation of engine ................................................................................................................................... 13

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

What Is Engine?
An engine or motor is a machine designed to convert one form of energy into mechanical energy. Heat
engines convert heat into work via various thermodynamic processes. In biological systems, molecular
motors, like myosin’s in muscles, use chemical energy to create forces and ultimately motion.

What is Rotax engines?

Rotax engines are high-performance powersport engines, manufactured in Austria. Rotax offers a wide
range of engines from 8 HP, 1-cylinder, 2-stroke models to 310 HP, 3-cylinder, 4-stroke supercharged
engines. You can find Rotax engines in aircraft, snowmobiles, karts, on road and off-road vehicles and Sea-
Doo’s.

How do Rotax Engines Work?

Rotax engines work in the same way as the engine in your car, as all Rotax power sources are internal
combustion engines. The company offers 4-stroke and 2-stroke engines as well. The 2-stroke options offer
better power-to- weight ratio, so they are still used in karts, snowmobiles, and aircraft.

Type
ROTAX 582 UL

ENGINE DATA
WEIGHT KG LB
Engine 29.1 64.0
2 Carburetors 1.8 4.0
Exhaust system 5.1 11.2
Electric starter 3.5 7.7
Propeller speed reduction unit "B" / i = 2.58 4.5 9.9
Propeller speed reduction unit "C" / i = 2.62 / 3.0 / 3.47 / 4.0 8.0 17.6
Propeller speed reduction unit "E" / i = 2.62 / 3.0 / 3.47 / 4.0 11.2 24.7

Process
Two-stroke engine contains two processes:

1. Compression stroke: The inlet port opens, the air-fuel mixture enters the chamber, and the
piston moves upwards compressing this mixture. A spark plug ignites the compressed fuel and
begins the power stroke.
2. Power stroke: The heated gas exerts high pressure on the piston, the piston moves downward
(expansion), waste heat is exhausted.

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Figure 1

Ideal cycle-green line: Referred to as the intake phase, a two-stroke engine does not go through this
phase. This is because four stroke engines begin with the piston drawn up, so it must be drawn down to
intake the fuel-air mixture. However, a two-stroke engine can proceed with intaking the fuel-air mixture
right away as seen in Process 1 to 2.

Process 1 to 2: During this phase, the inlet port opens, and the piston will be drawn up, so it can compress
the fuel-air mixture that entered the chamber. The compression causes the mixture to increase slightly in
pressure and temperature—however, no heat is exchanged. In terms of thermodynamics, this is referred
to as an adiabatic process. When the cycle reaches point 2, it is when the fuel is met by the spark plug to
be ignited.

Process 2 to 3: This is where combustion occurs due to the ignition of fuel by the spark plug. The
combustion of the gas is complete at point 3, which results in a highly pressurized chamber that has lots
of heat (thermal energy). In terms of thermodynamics, this is referred to as an isochoric process.

Process 3 to 4: The thermal energy in the chamber because of combustion is used to do work on the
piston—which pushes the piston down—increasing the volume of the chamber. This is also known as the
power stoke because it is when the thermal energy is turned into motion to power the machine or vehicle.

Purple line (Process 4 to 1): From process 4 to 1 all the waste heat is expelled from the engine chamber.
As the heat leaves the gas, the molecules lose kinetic energy causing the decrease in pressure.[7]
However, there is no exhaust phase in a two-stroke engine, so the cycle begins (1 to 2) again by allowing
a new mixture of fuel and air to be compressed.

Number of Cylinder
2- Cylinder

Cylinder BORE
76.0 mm 2.99 in

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

STROKE
2-stroke liquid-cooled engine with rotary valve intake
64.0 mm 2.52 in

Ignition System
Breakless DUCATI capacitor discharge dual ignition with magneto generator

Ignition Timing
1,96 mm ± 0,2 mm = 0.077 on. ± 0.008 in. (18o) BTDC

Spark Plug
14mm, B8ES

Electrode Gap
0,5 mm ± 0.05 mm (0.02 in ± 0.002 in.

Generator Output
170W AC at 6000 1/min and 13.5 V RMS

Continuous rating
Continuous Rating: It is the maximum power output engine can produce while running continuously at
safe limits and conditions. It is specified on the engine nameplate and in the Technical File of the marine
diesel engine.

300hrs

MAX RPM/Speed
6800 1/min

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Mean effective pressure

Mean effective pressure is hypothetical pressure, which is thought to be acting on the piston throughout
the power stroke.

MEP in bar = (power in KW x 60) / (L x A x (N/n) x No. of cylinder x100)

Where, L=stroke length

A= c/s area

N = Rotational speed of engine RPM

n= number of revolutions required to complete one engine cycle

Maximum combustion pressure

Peak cylinder pressures near TDC (where spark occurs) will be in the range of 300 psi for engines at light
loads, to 1000 psi for production engines at full power to 1500 psi or greater for race engines.

Figure 2

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Specific fuel consumption

𝐹𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑒𝑑 𝑝𝑒𝑟 𝑢𝑛𝑖𝑡 𝑡𝑖𝑚𝑒
SFC = = kg/kWh
𝑝𝑜𝑤𝑒𝑟
16 liters/hour

Figure 3

Compression ratio
Theoretical Effective
11,5 5,75

FUEL
Regular gasoline, Octane Number not below MON 83 or RON 91* min. AKI 87*

FUWL PUMP
Pneumatic fuel pump DF 52

DISPLACEMENT FUEL
580cc 35.4 cu in

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

PERFORMANCE
48 kW 65 hp 6500 1/min

Figure 4

Exhaust manifold volume

ROTAX 582 UL provides three exhaust systems for each of their engines: Side, Eipper and Straight. All of
these systems provide equal power and tune the engine the same.

• Remember, this is a pulse-tuned exhaust. The overall distance from the exhaust port to the
muffler must remain the same. You can cut and reshape the muffler, but the distance must remain
the same because the pulse acts like an exhaust valve closing as the intake stroke is in progress.
• Each muffler releases stress at the muffler/exhaust manifold joint. This joint is held together with
heavy-duty springs that attach to welded hooks. Use safety wire (P/N F4100) and a bead of high
temperature silicon (P/N H4387) to prevent a broken spring from going through the propeller.
• Modifying the manifolds with immediate 90º bends may reduce horsepower.
• Exhaust systems should be welded with TIG or gas weld with pre-heat & post-heat procedures.

Figure 5

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Cooling system
Liquid -cooled
• Optional:

a 2 radiator kits integrated complete cooling system 0,61 = 0,16 gal US

2,41 = 0,62 gal US
b 1 radiator kit 0,81 = 0,21 gal US

Displacement
The 582 increased the bore from the 532 engine's 72 to 76 mm (2.8 to 3.0 in). This increased the
displacement from 521.2 cc (31.81 cu in) to 580.7 cc (35.44 cu in), an increase of 11%.

POWER OUTPUT:
a 48kW (64,4 hp SAE) at 6500 1/min.,
b 40kW (53,6 hp SAE) at 6000 1/min.,
c 32,5kW (43,6 hp SAE) at 5100 1/min.,

TORQUE
75 Nm 55.3 hp 6000 1/min

Figure 6

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Modifications and changes in the engine to improve its efficiency?

A lot of performance promises have been made since the advent of the internal combustion engine more
than a century ago: miracle lubricants, gasoline additives, new-fangled carburetors, fire-injector spark
plugs, and a host of other miracle paths to power, each with its own disappointments.

But there are no free lunches in the world of high-performance engines. Engines are mostly about physics,
math, and the process of turning heat energy into mechanical motion. So how to get more twist from that
heat energy and rotary monkey motion? We’ve got 10 quick and easy ways to increase your car’s
horsepower and engine performance. Do be sure that all work is done properly and that it doesn’t void
your manufacturer’s warranty.

Synthetic lubricants
Because synthetic lubricants, such as Mobil synthetic motor oils, reduce friction, they help engines live
longer. Synthetic lubricants create better lubrication between moving parts than conventional oils do.
They don’t break down in high-heat, high-stress situations, which is why you see them used a lot in
performance applications. They also offer excellent cold weather performance and extreme temperature
protection. For example, Mobil 1 synthetic oil is engineered to be more robust in terms of low-
temperature pumpability, high-temperature stability and protection against deposits.

Ignition
Because ignition systems have become low maintenance in the past 20 years, we don’t check them until
we get a misfire and a "Check Engine" light. The fact remains, car maintenance still should include ignition
systems. And spark plugs still need to be changed periodically. When it’s time to replace ignition
components, opt for the best high-performance ignition parts you can find, meaning coils, ignition wires
and platinum tip spark plugs.

Original equipment grade is your best approach or high-end aftermarket parts like MSD. The reason:
precision ignition operation means power. A misfire or lackluster light off means lost power, wasted fuel
and increased tailpipe emissions. A potent spark from a high-energy ignition system does make a
difference in power no matter how small. The lesson here is it all adds up to significant total gains in
horsepower.

Ignition timing is also a power dynamic you should play with carefully because too much of it can damage
your engine. With conventional distributor ignition systems, set total timing at 2500 rpm beginning your
efforts at 32 degrees BTDC (Before Top-Dead Center) with a road test or dyno pull. Then, move timing one
degree at a time – 33, 34, 35 and so on along with road/dyno testing. Never take total timing beyond 36
degrees BTDC.

Some tuners go to 38, 40, and even 42 degrees BTDC, which is foolish. Anything beyond 36 degrees BTDC
total represents risks due to detonation. If you have a sudden lean condition coupled with early timing,
you can have engine failure in a nanosecond at wide-open throttle. Ignition timing with electronic engine
control calls for a professional who knows how to dial in both ignition and fuel maps to where you get
power without doing engine damage.

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Larger throttle body and injectors

A larger high-performance throttle body will deliver more horsepower. Depending on what type of engine
you have, you can gain as much as 10-20 more horsepower and comparable torque. There is a catch,
however. Go too large and you can lose power. Not every engine is well suited to a larger throttle body,
which means you have to do your homework ahead of time. Cruise the internet and learn what others
with the same engine are doing and take your lead from them. Also remember that a larger throttle
requires higher-flow fuel injectors. Throttle body and injector size are proportional. You should also take
your car to a reputable dyno tuner to make adjustments to fuel and spark curves, which fine-tunes your
throttle body/injector upgrade.

Compression
Increasing compression is the most productive way to increase horsepower. Build compression into your
engine and you build in power. In more than a century of internal combustion, there has never been a
more common-sense way to make power. But be careful about how you raise compression. Compression
and cam selection go hand in hand because cam selection also affects cylinder pressure or working
compression.

Your engine builder can best advise you on compression and cam selection. Both have to be chosen in a
spirit of cooperation, so you get power without damaging your engine. Compression beyond 10.0:1 these
days can cause detonation, spark knock, pre-ignition, or what is also known as “pinging” if you don’t have
enough octane. Watch fuel and spark curves while you are bumping compression. And remember, pump
gas isn’t what it used be. However, high octane, smog-legal unleaded fuel is available in five-gallon cans if
you have the budget for it.

Found-bonus power
Think about this for a minute: Your engine actually produces more power than it delivers. Consider the
power lost to internal friction, components that consume untold amounts of power just to move them.
And consider how much heat energy is lost to the atmosphere that does nothing for power. Did you know
your engine wastes 70-75 percent of the heat energy generated from fuel/air light off? Fifty percent out
the tailpipe and 25 percent via the cooling system. This means we harness barely 25 percent of the fuel’s
BTUs (British Thermal Units). Talk about waste. It’s insulting to efficiency experts everywhere.

So how to reduce friction and free up power?

• Roller tappet camshaft

• Roller rocker arms
• Dual-roller timing set
• Needle-bearing cam sprocket
• Low tension piston rings
• Greater piston-to-cylinder wall clearances (within limits)
• Greater bearing clearances (within limits)
• Greater valve-to-guide clearances (within limits)
• Windage tray (oil windage at high rpm robs power)

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Muhmmad Abdullah Complex Engineering Problem 938-FET/BSME/F20

Keep in mind that it’s always a tradeoff. When you go with low-friction components like roller tappets and
rocker arms, you gain, but you also spend. Low-tension piston rings and more liberal clearances mean
some sacrifice of durability.

How much of your car’s driveline robs you of power? And though it may sound like an old saw, tire inflation
and tire/wheel sizing are also factors in sluggishness. The greater your car’s contact patch, the more power
it takes to move. Underinflated tires will make your car feel like it’s chained to a tree under hard
acceleration. Take tire inflation right to the tire’s limits, depending upon ambient temperature.
Temperature directly affects pressure.

Velocity stack
A velocity stack is a trumpet-shaped device that is fitted to the air entry of an engine’s intake system,
carburetor or fuel injection and improves airflow. The product reduces induction turbulence, which is why
you can expect an increase in horsepower.

Fuel line right-sizing

You might laugh, but you’d be surprised how often we get this one wrong. You’re not going to get 450
horsepower from a 5/16-inch fuel line. Think of it as trying to rapidly draw iced tea through a cocktail
straw. You’re going to come up short. High-performance engines need fuel and plenty of it. Minimum fuel
line size should be 3/8-inch for most applications. When horsepower rises above 500, you need 7/16-inch
fuel line.

Dual-plane manifold
Here’s another one that performance enthusiasts get wrong more times than not. While we’re so busy
paying attention to horsepower, we forget to acknowledge torque. Torque is your buddy on the street,
not horsepower. You want torque to hand off smoothly to horsepower at wide-open throttle. However,
you won’t get there smoothly with a single-plane intake manifold.

A dual-plane intake manifold offers great low- to mid-range torque while also allowing an engine to
breathe at high rpm. This means greater torque numbers during acceleration and higher horsepower
figures on top. It’s the dual-plane manifold’s long intake runners that give you torque, and high ceilings
that deliver horsepower. One more thing: Consider the use of a carburetor spacer to get even more torque
out of a traffic light.

Experiment with jet size

We’ve learned time and time again in dyno testing that jet swaps can go either way when it comes to
power. Too much or too little can mean power losses, which is why it’s suggested you pick up a Holley jet
kit and do a little experimenting. Go up one jet size at a time and see what you get, beginning first with
primaries, then secondaries. Always better to err on the side of richer than leaner. If you lose power as
you go richer, start going backward one jet size at a time. Go with a spark plug reading while you’re at it
right after a wide-open throttle shutdown to determine course of action.

If you’re running a carburetor with a fuel line screen at the fuel bowl, remove it while you’re in there. An
in-line fuel filter is plenty enough and won’t hinder fuel supply.

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Cylinder head
There was a time when cylinder head selection was decidedly modest for those wondering how to
increase engine performance. Today, selection is downright sinful. A good cylinder head swap will get you
more power if you go about, it correctly. Bigger doesn’t always mean better. Look at valve and port size
along with flow numbers to make an educated decision.

Remember, you want torque on the street, which calls for good intake velocity coupled with compatible
exhaust scavenging. You don’t need huge valves and monster ports to get there. You also want a camshaft
profile that works well with the cylinder heads, meaning good overlap and nice flow-through momentum.

Animation of engine

Allah Hafiz

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