(Mahle)

The Integration of a Positive Displacement Supercharger with a Naturally Aspirated Engine

BEB801 Progress Report

Aaron Palm | 07565887 | Supervisor - Dr Wim Dekkers Bachelor of Mechanical Engineering EN40 Faculty of Science and Engineering 2013

Queensland University of Technology

Statement of Authorship
The work contained in this project report has not been previously submitted for a degree or diploma at any other tertiary educational institution. To the best of my knowledge and belief, the project report contains no material previously published or written by another person except where due reference is made. Signed __________ Name Aaron J. Palm Date 31/5/2013

Abstract
This study will focus on the integration of a positive displacement supercharger to a naturally aspirated engine. The positive displacement supercharger increases the charge density of the working medium (air or air-fuel mixture) (Hiereth & Prenninger, 2007), by displacing a greater volume of the working medium into the work cylinder in comparison with a naturally aspirated engine. Furthermore, there are several elements that can have an adverse effect on the volumetric efficiency of an internal combustion engine. Such factors include the intake port geometry of the cylinder head, where the working medium is transferred from the end of the intake manifold to the work cylinder. The ports of a cylinder head are often tailored to increase the fluids mass within the working cylinder, while maintaining a satisfactory flow velocity through the port by manipulating the radii of the curves within the port and other geometric factors to overcome restrictions and optimise the volumetric efficiency of the cylinder head, while retaining specific geometries to promote the mixture of the working fluid.

Table of Contents
Statement of Authorship ............................................................................................................. 2 Abstract ............................................................................................................................................. 3 Table of Figures .............................................................................................................................. 5 List of Tables .................................................................................................................................... 5 Introduction ..................................................................................................................................... 6 1. Literature Review .................................................................................................................. 6 1.1. Working fluid mass effects on IMEP ....................................................................................... 6 1.2. Charging the intake flow ............................................................................................................ 7 1.3. Effects of intake duct geometry on cylinder outflow ........................................................ 8 1.3.1. Gas Flow ...................................................................................................................................................... 8 1.3.2. Discharge Coefficient ............................................................................................................................. 9 1.3.3. Port Geometry ........................................................................................................................................ 11 2. Experimentations ................................................................................................................ 13 2.1. Flow Bench Experiment ........................................................................................................... 13 2.1.1. Background ............................................................................................................................................. 13 2.1.2. Boundary Conditions .......................................................................................................................... 17 2.1.3. Method ....................................................................................................................................................... 19 2.1.4. Results ....................................................................................................................................................... 21 2.1.5. Discussion ................................................................................................................................................ 21 3. Review ...................................................................................................................................... 22 References ...................................................................................................................................... 23 Bibliography .................................................................................................................................. 23 Appendices One ............................................................................................................................ 24

Table of Figures
Figure 1 Particle Flow Regimes at a Restricted Area Change (Blair, 1999) .................................................................. 8 Figure 2 Outflow from a cylinder or plenum to a pipe (Blair, 1999) ................................................................................. 9 Figure 3 Definitions of Basic Parameters (Son, Lee, Han, & Kim, 2004) ............................................................................ 11 Figure 4 Measuring the discharge coefficients of orifices, bell mouths and plain pipe ends. (Blair, 1999) ...... 13 Figure 5 Exploded isometric view of dummy cylinder adapter ............................................................................................. 14 Figure 6 Isometric drawing of dummy cylinder and manufacturing image of dummy cylinder comparison . 14 Figure 7 Drilling bolt pattern into cylinder head mount plate ............................................................................................. 15 Figure 8 Completed dummy cylinder adapter .............................................................................................................................. 15 Figure 9 Spring comparison .................................................................................................................................................................. 16 Figure 10 Cylinder head assembly ...................................................................................................................................................... 16 Figure 11 Valve actuating bridge ....................................................................................................................................................... 17 Figure 12 Cylinder head coupled to dummy cylinder adapter ............................................................................................... 17 Figure 13 Yamaha YZF-R6 Cylinder Head setup for flow bench testing (exhaust side) .............................................. 19 Figure 14 Yamaha YZF-R6 Cylinder Head setup for flow bench testing (intake side) ................................................. 20 Figure 15 Yamaha YZF-R6 Cylinder Head with valve actuating apparatus attached ................................................ 20

List of Tables
Table 1 Basic Design Parameters (Son, Lee, Han, & Kim, 2004) ........................................................................................... 11

Introduction
A naturally aspirated engine works on the principle where the pressure difference between the intake port and work cylinder draws air through the intake where the ports are tailored to obtain the greatest volumetric efficiency possible. Once the induction of the engine becomes forced by the means of a supercharger, the volumetric efficiency of the cylinder head decreases for the same port geometry. Therefore, the port geometries, once tailored to suit a naturally aspirated engine must be modified to suit the increase in flow rate and pressure. This study will take the cylinder head from a naturally aspirated 2003 Yamaha YZF-R6 motorcycle engine, where the necessary port modifications will be carried out to suit the flow characteristics produced by an S5-150 positive displacement twin-screw blower.

1. Literature Review
1.1. Working fluid mass effects on IMEP
The internal combustion engine produces a power output by transforming the chemical energy stored within fuel to heat energy. This transformation occurs by combusting the fuel, in conjunction with oxygen extracted from the air mass within the work cylinder. This heat energy acts on a piston that drives a slider-crank linkage, which successively transforms the heat energy into mechanical energy. Furthermore, the power output of the engine depends on the amount of air within the cylinder. This air quantity is related to the mass of air within the work cylinder rather than the cylinder volume, the air mass will depict the fuel mass introduced to the work cylinder. Where the mass of the air is quantified by the following relationship, !"# = !"# !"#$% Furthermore, since the Vcyl is constant, the mass of the air can be used to approximate the charge density of the air (Hiereth & Prenninger, 2007). Furthermore, the heat energy added to the work cylinder can be quantified by the following, !"" =
!!"# !!"#$% !!"# !!"#

1 (Hiereth & Prenninger, 2007)

Where Qlow is the calorific value of fuel, which quantifies the amount of potential chemical energy that can be transformed into heat energy with complete combustion. Furthermore, the minimum air requirement for combustion is numerically defined by the factor Amin, where is the density of the working fluid, Vcyl is the volume of the working cylinder. Furthermore, with the assumption that the calorific value of the fuel and the minimum air requirement remain constant, the heat energy acting on the piston is directly proportional to the air density (Hiereth & Prenninger, 2007), !"" ! ,!"# 6

Furthermore, the indicated mean effective pressure (IMEP) is the average pressure that acts across the surface area of top of the piston. Furthermore, this is quantified by the following equation. = ! !"" !"#

Therefore, by substituting this into the equation (1), !"# = !"# !"#$% !"# ! !"#

By sustaining the former assumptions, with the additional assumption that there are no losses in the combustion process, subsequently the indicated efficiency (i) is 100%, the following may be stated, ~ !"#$%

Therefore, the density of the air within the cylinder has a direct influence on the indicated mean effective pressure.

1.2. Charging the intake flow

To increase the density of the air charge at the conclusion of the intake stroke, air pumps, or more commonly known as superchargers are used in conjunction with the engine. There are three finite groups of supercharging, one of them being supercharging by gas energy recovery air pumps. This form of supercharging is where the exhaust from the engine is fed directly into a centrifugal turbine, which successively rotates a centrifugal compressor impeller through a common shaft. This, in effect compounds the intake working fluid, thus increasing the volumetric flow rate and pressure of the fluid. The second common type of supercharging is by the means of a mechanical drive. Similar to the gas energy recovery air pumps, the mechanically driven air pump alters the flow characteristics of the intake working fluid, however the centrifugal turbine is replaced with a pulley system that uses the mechanical work output from the engine to drive the air pump. Furthermore, these air pumps can either be centrifugal compressor or a positive displacement air pump, where the flow characteristics produced by each pump type prove beneficial for several applications. In conjunction with these two forms of supercharging, the working fluid may also be charged by the means of gas- dynamic effects. Such effects include the exploitation of pressure waves within the intake and exhaust system (Hiereth & Prenninger, 2007). Such concepts can be turned into practice by tuning the length of exhaust and intake runners in respect to the valve timing of the engine.

1.3. Effects of intake duct geometry on cylinder outflow

Passing the working fluid from the predeceasing intake system to the working cylinder is the intake port within the cylinder head. The geometry of such a passageway controls the flow of the working fluid and is tailored to increase the fluids mass within the working cylinder, while maintaining a satisfactory flow velocity through the port. This is achieved by eliminating geometries that induce eddying flow thus sustaining the continuity of flow, in turn increasing the Cf (flow coefficient), consequently improving the volumetric efficiency. In confliction, the intake port also defines the in-cylinder air motion (Son, Lee, Han, & Kim, 2004), where the working fluid is manipulated, producing swirl or tumble to promote mixture of the working fluid, subsequently aiding the completion of combustion. Furthermore, both concepts, although conflicting, have a great effect on the mechanical power output of the engine.

1.3.1. Gas Flow

The flow within the engine ducting is constrained by the laws of unsteady gas flow. Furthermore, when considering sonic particle velocity in contracting pipes, the theoretical calculations are further governed by thermodynamic and gas dynamic theory, resulting in the concept that the highest particle velocity possible at the vena-contracta is the local acoustic velocity, more commonly known as the local

Figure 1 Particle Flow Regimes at a Restricted Area Change (Blair, 1999)

speed of sound where the flow becomes sonic at the throat of the pipe (Blair, 1999). Furthermore, Therefore, the maximum Mach number possible is 1, ! ! = = 1 !" ! ! = !" ! Furthermore, such a phenomenon is known as sonic choking where the Mach number reaches 1 and shock waves develop caused by the pressure differential between the cylinder and pipe thus impeding the further development of flow velocity. 8

1.3.2. Discharge Coefficient

The flow coefficient, also know as a discharge coefficient quantifies the gas flow relationship between all transitions within the exhaust and intake ducts (Blair, 1999) where each pipe boundary has a local discharge coefficient defined by specific flow conditions. Furthermore, both the intake and exhaust ports are classed as discontinuities within the complete engine ducting system thus rendering their own

discharge coefficients. Additionally, both inlet and exhaust valve discharge

Figure 2 Outflow from a cylinder or plenum to a pipe (Blair, 1999)

coefficients, in conjunction with the discharge coefficients of the remaining engine junctures are required for a complete engine simulation however, since this study is focused locally around the intake port, only the intake port discharge coefficient is required. Furthermore, the purpose of the discharge coefficient is to obtain the effective throat diameter of the receiving pipe, denoted by ! !"" , The effective throat diameter quantifies the boundary layer where the flow is continuous and is numerically defined by; ! !"" = ! ! Where CD is the local discharge coefficient for the given junction. Furthermore, it can be seen that by increasing the effective flow coefficient, the effective throat diameter will increase and converge on the geometric throat diameter, thus increasing the volumetric flow rate of the port. There are three ways to calculate the discharge coefficient, all three ways have been acknowledged by reputable engineers where each of the three values can be used to draw several conclusions. One of the methods determines the complete thermodynamic solution for the outflow from the atmosphere to the pipe (Blair, 1999), or intake port in this application. The result produced from such analysis is formerly recognised as the isentropic discharge coefficient, which is numerically defined by, 9

! !"#$%&'(!) = !"#$%&'(!) !"##$% !"## !"#$ !"#$ (Blair, 1999) Thus providing a ratio between the maximum flow rate achievable and the actual flow rate. Furthermore, analysing the first law of thermodynamics and performing several algebraic calculations the isentropic nozzle mass flow rate is re-arranged into the form of the ports effective throat diameter, !" =
!!"#!$%&!'()* !" !!
! ! ! ! !! ! ! !! !!!

!"#$%&"' !"## !"#$ !"#$

!!

! !! !!! !!

(Blair, 1999)

Where the discharge coefficient becomes, !""!#$%&! !!!"#$ !"#! !!" ! !"#$%&'(!) = !"#$"%&'()* !!!"#$ !"#! = !" (Blair, 1999) The second method is the ideal discharge coefficient, numerically defined by, ! !"#$% =
!"#$%&"' !"## !"#$ !"#$ !"#$% !"#! !"#$ !"#$

(Blair, 1999)

In this approach the temperature and pressure of the cylinder (atmosphere) are kept at constant measured values. Additionally, the throat area that governs the ideal mass flow rate is also kept constant, and is replaced by the geometrical throat area. This is based from the assumption that the flow is not isentropic where there are no losses in flow as the fluid enters the port/pipe. In conclusion, the pressure ratio, !"#$%&'( !"#$$%"# ! = !"!# !"#$$%"# = !! (Blair, 1999) is varied until the value of the pipe pressure matches the measured pipe pressure value, thus producing a finite value for the ideal mass flow rate which is used in determining the ideal discharge coefficient. The final approach is the actual discharge coefficient, which is quantified by, !""!#$%&! !!!"#$ !"#! !!" ! !"#$!% = !"#$"%&'()* !!!"#$ !"#! = !" (Blair, 1999)
!

This method is very similar to the approach used to determine the ideal discharge coefficient. However in this case both the pressure ratio and the effective throat area are altered. Where the pressure ratio is altered in the same manner as the ideal discharge coefficient method and the effective throat diameter is altered until the mass flow rate directly corresponds with the experimental mass flow rate. Where the value effective throat diameter is used to determine the actual discharge coefficient.

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1.3.3. Port Geometry

To obtain a greater discharge coefficient the volumetric efficiency of the relative ducting must be increased. There are several geometric variables that govern the design of an intake port which are constrained by packaging limitations, cost of port development and the manufacturability of part for mass manufacture. As the latter two constraints are not as limiting in this application due to the design being applied to a single engine, suited for a specific application, the only major constraint to the optimisation of the port geometry is packaging. Furthermore, in reference to the SAE paper outlining the Correlation Between Re-Defined Design Parameters and Flow Coefficients or SI Engine Intake Ports (Son, Lee, Han, & Kim, 2004) the eight basic design parameters that affect the discharge coefficient of a cylinder head intake port,

Figure 3 Definitions of Basic Parameters (Son, Lee, Han, & Kim, 2004)

Table 1 Basic Design Parameters (Son, Lee, Han, & Kim, 2004)

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Additionally it is noted that all of these parameters affect the discharge coefficient, however the Port Height is has the greatest influence on the discharge coefficient, due to the affect the port height has on the flow distribution on the valve. Additionally, if the port height is increased, the distribution across the back of the port becomes increasingly balanced, in result also reducing the amount of tumble.

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2. Experimentations
2.1. Flow Bench Experiment 2.1.1. Background
To yield valid flow results to determine the actual discharge coefficient an intake port, a flow-bench is required. The flow bench apparatus draws fluid from the atmosphere through the engine ducting being examined i.e. ports, intake manifolds, butted joint and throttle bodies. This negative pressure charge (suction) is developed by a vacuum pump located downstream from the test subjects as seen in the following figure,

Figure 4 Measuring the discharge coefficients of orifices, bell mouths and plain pipe ends. (Blair, 1999)

Furthermore, the valve within the port of interest is actuated manually. This actuation is commonly induced by the means of a modified dial indicator, allowing the plunger to be set at several positions or valve lift increments. Furthermore, as the valve is opened the airflow created by the pump downstream is pulled through the cylinder head ducting and through a dummy cylinder. It is common practice, to place a bell mouth at the intake of the port to allow flow to develop and increase the effective throat diameter of the port, allowing the results to relate directly to the port geometry. Furthermore, once the fluid passes through the dummy cylinder it enters an air receiver, this allows the air to settle as the velocity decreases allowing the flow to leave the chamber in a laminar form. Additionally, the negative pressure magnitude that is induced onto the test subject is measured. A choked pipe leading to a metering element, which is an orifice plate meters, venturi meter or a pitot/static tube meter, follows the former elements. This meter measures the velocity of the air passing through the element, where the volumetric flow rate through the test subject can be determined.

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2.1.1.1.

Manufacture of dummy cylinder

To accurately simulate the flow within the engine, the dummy cylinder must replicate the actual engine bore, thus yielding specific flow results. The dummy cylinder is made up of the cylinder that replicates the engines bore and two mounting plates to couple the head to the flow-bench.

Figure 5 Exploded isometric view of dummy cylinder adapter

Furthermore, the cylinder was simulated by using a 72 x 5 mm steel tube, where the inside diameter of the tube was machined to suit the bore of the YZF-R6 engine of 65.5 mm, which was then later honed. To mate the mounting plates to the cylinder, external steps at either end were machined to a press fit tolerance.

Figure 6 Isometric drawing of dummy cylinder and manufacturing image of dummy cylinder comparison

Additionally, studs are used to mate the cylinder head to the mounting plate to emulate the cylinder head being torqued down onto the cylinder. Therefore, the major diameter and hole centre dimensions of the YZF-R6 cylinder head studs were 14

required. Furthermore, the head gasket from the engine was therefore used to determine said dimensions, which were then drilled and tapped into a 12 mm thick steel plate along with the drilling of cylinders minor step diameter.

Figure 7 Drilling bolt pattern into cylinder head mount plate

This step was also repeated for the flow-bench mounting plate, where 4 holes with 160 mm centres were drilled. Once machined, the plates were pressed onto the cylinder, with a support welded in between the plates at the opposing end to the cylinder. Once together, each mounting face was sanded back and the leading edges de-burred.

Figure 8 Completed dummy cylinder adapter

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2.1.1.2.

Preparation of cylinder head for experiment

To actuate the valves in the flow test, the modified dial indicator must be able to deliver the same degree of lift that the camshaft would provide in the running engine. Furthermore, the high compression valve springs that are used to return the valves to their closed position after actuation in a working engine are far to stiff, and will not yield to the modified dial indicator, thus justifying the need for springs with a lower spring rate. Furthermore, checking springs often used in cylinder head rebuilds to retain the valve assembly within the head were used, as these springs have a smaller wire diameter and lower spring rate. Although ideal, the free length of the spring needed to match that of the standard YZF-R6 Valve springs free length of 40.3 mm. Therefore, the springs were cut and hot worked to attain the required free length, later being ground to obtain the same end profile as the standard valve spring.

Figure 9 Spring comparison

Once manufactured, the modified checking springs were installed into the cylinder head,

Figure 10 Cylinder head assembly

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To actuate both intake valves simultaneously, a bridge between both valves was required. Furthermore, a section of 5 mm aluminium plate and 2 x M6x0.8 metric bolts, were used.

Figure 11 Valve actuating bridge

Once prepared, the cylinder head was mated to the dummy cylinder by 4 x M10 socket-head cap screws, sealed by a cork gasket.

Figure 12 Cylinder head coupled to dummy cylinder adapter

2.1.2. Boundary Conditions 2.1.2.1. Naturally Aspirated volumetric flow

The naturally aspirated volumetric flow rate is given by the following equation, ! = 2 60 17

assuming the volumetric efficiency is 100 %, along with the RPM being safely limited to 12,000 RPM, the equation becomes, !" = 600 ! !" = (0.0006) 12,000 1 ! 2 60 !" = 0.06 !" !"#! !"#$ = !

0.06 ! = 0.015 4

2.1.2.2.

Charged volumetric flow

The supercharger in this application is a Sprintex S5-150, which displaces 590 ccs per revolution of the supercharger, with a 1:1 pulley ratio. Furthermore, according to the specifications provided by Sprintex, the S5-150 twin-screw blower has a critical drive speed of 16,000 RPM (Sprintex Limited, -). Therefore since the engine will be limited to 12,000 rpm the supercharger can be overdriven. Furthermore, to limit fatigue and sustain reliability, the supercharger will be limited to 14,000, 14,000 = = 1.167 12,000 Furthermore, the supercharger displaces 590 cubic centimetres per revolution, in conjunction with the increased pulley ratio, the ideal volumetric flow rate with a supercharger and intake ducting volumetric efficiency of 100% becomes, !!!"#$% = 1.167 2 590 = 1377.06 ! (0.00137706) 12,000 1 ! !!!"#$% = 2 60 ! !!!"#$% = 0.137706 0.137706 ! !!!"#$!!"#! !"#$ = = 0.0344265 4

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2.1.3. Method 2.1.3.1. Setup

1. Torque dummy cylinder to the flow bench using flow bench mounted studs and bolts 2. Torque the Cylinder Head to the dummy cylinder using 4 socket head cap screws 3. Torque bell mouth adapter to the inlet port being tested 4. Attach valve actuator mounts to cylinder head 5. Attach valve actuator bar and modified dial indicator 6. Position valve actuating bridge with valves being actuated and the dial indicator plunger 7. Calibrate dial indicator

Figure 13 Yamaha YZF-R6 Cylinder Head setup for flow bench testing (exhaust side)

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Figure 14 Yamaha YZF-R6 Cylinder Head setup for flow bench testing (intake side)

Figure 15 Yamaha YZF-R6 Cylinder Head with valve actuating apparatus attached

2.1.3.2.

Test Procedure

1. Set the Flow rate range of the air pump to within a close proximity of the maximum flow rate estimated 2. Turn the air pump on 3. Ensure valves are closed and check for leaks in the system !" 4. If no leaks proceed to open the valve to !""" inches 5. Allow flow to become stable 6. Record data !" 7. Proceed to open the valve another !""" inches 8. Repeat steps 5 to 7 until maximum valve lift is achieved 9. Iterate steps 1 to 8 until flow rate range approaches the maximum flow rate 20

2.1.4. Results

Flow Rate vs. Valve Lift

180 160 140 120 100 80 60 40 20 0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 Valve Lift (Inches) Test One Test Two

Flow Rate (CFM)

The initial test, the range was set at 319 CFM however, it can be seen the peak flow rate only reaches a maximum of around 160 CFM. Therefore the range was decreased to the closest CFM range to the peak flow rate, which happened to be 215 CFM. The graph above illustrates the slight increase in accuracy between the two tests.

2.1.5. Discussion
By analysing the relationship between the degrees of valve lift to flow rate, it can be noticed that the flow does not encounter severe turbulence, as the transient portion of the curve remains quite linear. However, the gradient of the curve plateaus, as the flow is restricted to a maximum value of 161.3 CFM (0.076125 that the velocity of the fluid reaches the local acoustic velocity.
!! !

), suggesting

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3. Review
The progress of the project is coming along at a reasonable pace, although behind schedule due to testing lead times, the project is still on track. An informed revision to the initial time plan can now be applied, as greater knowledge of what is required to complete the project is clear and the testing timeframe is converging on a conclusive date. 13 - Submit Progress Report 14 - Final preparations for flow bench test - 15 - Perform initial flow bench test - 16 - Review flow bench test - END OF BEB801/BEGINNING OF BREAK - Perform additional flow bench testing if required. END OF BREAK BEGINNING OF BEB802 1 - Perform Cylinder Head Port Scanning 2 - Replicate intake port geometry using point cloud sourced from cylinder head port scan - Debug computational model 3 - Define CFD Analysis Boundary Conditions - Setup CFD Model 4 - Perform CFD Analysis - Modify Model - Perform further CFD Analysis - Continue until CFD Analysis results match experimental results 5 - Modify Intake Port Geometry (Optimise) - Perform CFD Analysis 6 - Compare both models - Optimise second model further if required 7 - 8 - Begin data analysis - Begin Final Report Write-up 9 - Continue Report Write-up - Draw conclusions from analysis 10 - Finalise conclusions - Continue Report Write-up MID-SEMESTER BREAK 11 - Define Implications - Finalise Report Draft - Proof Read Report - Refine Report - Begin dissemination of project 12 - 13 - Finalise dissemination of project - Proof Read Report and refine report - Finalise Report - Submit Report

Computational Analysis Report Write Up

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References
Blair, G. P. (1999). Design and Simulation of Four-Stroke Engines. Warrendale, PA, USA: Society of Automotive Engineers. Burgess, P., & Gollan, D. (2006). How to build, modify & power tune cylinder heads. Dorchester, England: Veloce. Chapdelaine, N. (1998, June 1). From Art to Port. Manufacturing Engineering , p. 120. Hiereth, H., & Prenninger, P. (2007). Charging the Internal Combustion Engine. Wien: SpringerWienNewYork. Mahle. Mahle Valvetrain Systems Key Visual 2. -. Mahle Group, -. Son, J.-W., Lee, S., Han, B., & Kim, W. (2004). A Correlation Between Re-Defined Design Parameters and Flow Coefficients or SI Engine Intake Ports, SAE Technical Paper 2004-01- 0998. Hyandi Motor Company, Power-train R&D Centre. Detroit: SAE International. Sprintex Limited. (-, - -). Sprintex S5-150. [Brochure] . Malaga, Western Australia, Australia: - .

Bibliography
Smith, E. J. (2008). Let it flow: A look at cylinder heads. National Dragster, 49(35), 74-76. Retrieved from http://search.proquest.com/docview/198049852?accountid=13380 Selvaraj, B., Sridhara, S., Indraprakash, G., Senthilkumar, A. (2011). Effects of Intake Port Geometry on the Performance of an SI Engine Adomeit, P., Jakob, M., Pischinger, S., Brunn, A. (January, 2011) Effect of Intake Port Design on the Flow Field Stability of a Gasoline DI Engine, SAE Technical Paper 2011-01-1284, 2011 Vizard, D. (1973). Theory and Practice of Cylinder Head Modification. Brentford, Middx: Interauto Book Company 23

Appendices One
Flow Bench Experiment One Results Valve Test Flow Test Tank Corr Lift Full CFM Pressure Pressure Temp Leak CFM Baro Humidity 0.05 319 CFM 28.06 13.9 75 0 CFM 44.3 30.26 0 0.1 319 CFM 28.07 23.8 77 0 CFM 75.9 30.26 0 0.15 319 CFM 28.07 31.1 88 0 CFM 99.2 30.26 0 0.2 319 CFM 28.06 37 95 0 CFM 118 30.26 0 0.25 319 CFM 28.06 41.9 99 0 CFM 133.6 30.26 0 0.3 319 CFM 28.06 45.6 103 0 CFM 145.4 30.26 0 0.35 319 CFM 28.06 48 107 0 CFM 153.1 30.26 0 0.4 319 CFM 28.05 49.5 111 0 CFM 157.9 30.27 0 0.45 319 CFM 28.05 50.1 114 0 CFM 159.8 30.26 0 0.5 319 CFM 28.05 50.4 117 0 CFM 160.8 30.27 0 0.05 215 CFM 0.1 215 CFM 0.15 215 CFM 0.2 215 CFM 0.25 215 CFM 0.3 215 CFM 0.35 215 CFM 0.4 215 CFM 0.45 215 CFM 0.5 215 CFM 28.06 28.06 28.06 28.06 28.05 28.05 28.05 28.05 28.05 28.04 20.2 34.8 45.6 54.7 62.1 68.1 71.6 73.9 75.1 75.2 112 0 CFM 43.3 30.27 116 0 CFM 74.6 30.27 121 0 CFM 97.8 30.26 127 0 CFM 117.3 30.27 129 0 CFM 133.2 30.27 132 0 CFM 146.1 30.27 134 0 CFM 153.6 30.27 136 0 CFM 158.5 30.27 137 0 CFM 161.1 30.27 140 0 CFM 161.3 30.27 0 0 0 0 0 0 0 0 0 0

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