Powertrain Sub-Group Final Report

Olabode Brown

City Racing Team

Car #51

City, University of London

School of Mathematics, Computer Science and Engineering
Department of Mechanical Engineering & Aeronautics
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Contents
Abstract ............................................................................................................................................ 1
Introduction ..................................................................................................................................... 1
Intake System .................................................................................................................................. 2
Production Design Specification ................................................................................................ 2
Conceptual Design ...................................................................................................................... 3
Morphological Chart............................................................................................................... 3
Concepts .................................................................................................................................. 5
Decision Matrix....................................................................................................................... 6
Final Design & Analysis .............................................................................................................. 7
Calculations ............................................................................................................................. 7
Final Design ............................................................................................................................ 8
CFD Analysis .......................................................................................................................... 9
Cost and Sustainability Analysis ............................................................................................... 10
Sustainability Analysis ........................................................................................................... 10
Manufacturing ........................................................................................................................... 11
Frontline Task ........................................................................................................................... 11
Manufacture .......................................................................................................................... 12
Cost Breakdown.................................................................................................................... 12
Summary ............................................................................................................................... 12
Exhaust System .............................................................................................................................. 13
Production Design Specification .............................................................................................. 13
Rules and Regulations ........................................................................................................... 13
Design requirements ............................................................................................................. 13
Conceptual Design .................................................................................................................... 15
Morphological Chart............................................................................................................. 15
Decision Matrix..................................................................................................................... 17
Buy vs Make analysis ............................................................................................................ 18
Material Selection ................................................................................................................. 18
Final Design & Analysis ............................................................................................................ 18
Introduction .......................................................................................................................... 18
Initial Calculations ................................................................................................................ 18
CAD renders and Specification............................................................................................ 19
FEA Analysis ......................................................................................................................... 20
Cost and Sustainability Analysis ............................................................................................... 21
Sustainability Analysis ........................................................................................................... 21
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Manufacturing ........................................................................................................................... 22
Frontline Task ........................................................................................................................... 22
Role Brief .............................................................................................................................. 22
Planning & Execution ........................................................................................................... 22
Cooling System (FYP Project) ...................................................................................................... 24
Introduction............................................................................................................................... 24
Product Design Specification.................................................................................................... 24
Conceptual Design .................................................................................................................... 25
Morphological Chart ................................................................................................................. 26
Decision Matrix..................................................................................................................... 30
Detailed Design ......................................................................................................................... 30
Manufacturing ........................................................................................................................... 31
Differential Mounts and Chain Tensioner ................................................................................... 32
Introduction............................................................................................................................... 32
Product Design Specification.................................................................................................... 32
Conceptual Design .................................................................................................................... 33
Final Design & Analysis ............................................................................................................ 35
Cost and Sustainability Analysis ............................................................................................... 36
Manufacturing ........................................................................................................................... 37
Frontline Task ........................................................................................................................... 38
Role ....................................................................................................................................... 38
References ..................................................................................................................................... 39
Appendix ....................................................................................................................................... 40
Final Design Drawings .............................................................................................................. 40
Intake System ........................................................................................................................ 40
Exhaust System ..................................................................................................................... 42
Cooling System ..................................................................................................................... 50
Differential Mounts and Chain Tensioner .......................................................................... 52
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Abstract
This report details the methodology undertaking in the design solutions of the ancillary sub-
systems that make up the Powertrain system on the 2017 installment of the City Racing
Formula Student car, CR17. The various parts that were redesigned were the plenum and
runner in the air intake system, the exhaust manifold in the exhaust system, the radiator and
fan mount in the cooling system and the differential mounts and chain tensioner in the
drivetrain system. The various parts were designed and manufacture in order to be fitted on the
CR17 powerplant for dyno testing. Dyno testing was scheduled to involved re-mapping the
engine with a new ECU, namely the Life Racing F88; however, due to delays from the ECU
manufacturers as well as various other disruptions, the F88 ECU was held on to be used next
year and re-mapping commenced using the stock ECU.

Although the correct engineering design process approach was followed in the design of all the
parts, mistakes caused the changes in the proposed set-up of the powertrain system; one
including the use of the CR16 plenum, due to the CR17 plenum design failing to meet
structural integrity required for operation on the engine. This was also abandoned due to costly
mistakes in the volume capacity of the plenum. All in all, the various ancillary systems were
delivered in time for running the engine on an external dyno for re-mapping.

Introduction
The ancillary systems to the CR17 powerplant delivered this year for the car
included the Air Intake System, Exhaust System, Cooling System and
Drivetrain System. The Fuel System from CR16 was to be carried over to
CR17 and hence did not undergo redesigning. Figure 1 shows the
render of the
packaging of the various systems, namely the intake and exhaust
systems, along with the engine on the rear chassis of the CR17
car. The drivetrain system, consisting of a chain drive
off the engine transmitting torque to the rear
axle with the differential mounts being
supported by differential mounts which
include the function of loosening or
tensioning the chain in a need of
maintenance or repair.

The aim for this year was to build on the Figure 1 Render of Powertrain Configuration
knowledge so far gained on the relatively unknown
single-cylinder 530cc TM engine, in order to deliver a well-tuned powerplant that could
run reliably at the competition.
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Intake System
Production Design Specification
The Air intake system is an integral part of the internal combustion engine. It contains the
throttle body, intake manifold and runners. The focus of the design task is to design and
optimise the plenum and runner of the intake system. The plenum is a large chamber that
provides a buffer of incoming air helps to balance out pulses in the intake system.

The following geometric parameters have been set for the intake system:
• Plenum Capacity: 4.5l
• Max radius: 82.5mm
• Min radius:23.5mm
• Runner length: 148mm
• Runner ID: 47mm

The intake system is governed by some constraints from the Formula Student competition
rules. There are the following:

IC1.4.1 Air Intake System Location - All parts of

the engine air and fuel control systems (including
the throttle or carburetor, and the complete air
intake system, including the air cleaner and any air
boxes) must lie within the surface defined by the
top of the roll bar and the outside edge of the four Figure 2 Intake System Constraints
tires. (See Figure 2)
IC1.4.2 Any portion of the air intake system that is less than 350 mm (13.8 inches) above the
ground must be shielded from side or rear impact collisions by structure built to Rule T3.24 or
T3.33 as applicable.
IC1.4.3 Intake Manifold – The intake manifold must be securely attached to the engine block
or cylinder head with brackets and mechanical fasteners. This precludes the use of hose
clamps, plastic ties, or safety wires. The use of rubber bushings or hose is acceptable for
creating and sealing air passages, but is not considered a structural attachment. The threaded
fasteners used to secure the intake manifold are
considered critical fasteners and must comply with ARTICLE 11.
IC1.4.4 Intake systems with significant mass or cantilever from the cylinder head must be
supported to prevent stress to the intake system. Supports to the engine must be rigid.
Supports to the frame or chassis must incorporate some isolation to allow for engine
movement and chassis flex.
IC1.6.2 The maximum restrictor diameters at any time during the competition are:
a. Gasoline fuelled cars - 20.0 mm (0.7874 inch)
IC1.7.5 The maximum allowable ID of the intake runner system between the restrictor and
throttle body is 60 mm diameter, or the equivalent area (i.e. 2827 mm2) if non-circular. [1]
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Conceptual Design
Morphological Chart

Function 1 2 3 4

Inlet
Orientation
(Top view)

Centred of main roll

hoop Left side of roll hoop Right side of main roll hoop

Plenum
inlet shape

Diverging Straight Pipe Curved pipe

Plenum
Geometry

Dome/Sphere Tear Drop Converging Variable

Plenum
Orientation

Centred of main roll

hoop Left side of roll hoop Right side of main roll hoop

Plenum
outlet
position

Central (radial) Side placement Angled side Angled (radial)

# of Plenum
Parts Single Multiple Multiple/variable
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Runner
length
Geometry

Single Dual Variable

Plenum
Attachment

Dual Bracket fitting Triple bracket fitting Single bracket with support Multipoint bracket
Skin Fiberglass Reinforced
Material SLS Nylon Carbon reinforced Nylon Kevlar Reinforced Nylon Nylon

Table 1 Intake System Morphological Chart

Concepts
Concept 1: The design is based on the
dome shape with the inlet port that I in
tandem with the placement of the
intake/air filter system with would be
positioned towards the left of the main roll
hoop (backplane). The major concerns
would the aspect of size limitation when
manufacturing, hence the triple body
design. However, this decreases the
pressure retention as sealing would play a
part in the performance of the plenum.
Concept 2: The design is based
on the concept of adaptability.
Therefor the geometry allows for
the ability to “breathe” via flexible
wall, which can increase the
vacuum pressure and increase
performance at longer rev ranges.
However, with the complexity and
structural drawbacks, which also
increase in the cost of
manufacture and weight would
mean that the design would be
hard to implement.
Table 2 Intake System Concepts
5
1A
Concept 3: The design considers a variety
of mixed ideas from the curved diverging
inlet to the converging tear drop plenum.
The plenum is design with simplicity in
mind there for a unibody with minimum
ribbing effect to gain some advantage in
structural and aesthetics. The main
disadvantage would be size to increase
ease manufacturing and assembly but
could decrease performance due to
decrease in relative volume compared
with other concepts.
Contingency Concept: The design is the
previous year’s design with more
influence on the runner length
optimization as the main change. The
plenum in a dual body design with
ribbed skin to provide both structural
and aesthetically advantages. Biggest
drawback would be imperfect sealing of
the dual body would result in pressure
loss.
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Decision Matrix

Concept variants
Design Criteria C1 C2 C3 CC
WF
Score UF Score UF Score UF Score UF
Cost 5 6 30 3 15 7 35 6 30
Weight 8 8 64 6 48 7 56 7 56
Structural Integrity 6 8 48 6 36 6 36 8 48
Durability 6 6 36 5 30 5 30 6 36
Free flow of intake air 15 6 90 7 105 8 120 4 60
Pressure retention 25 5 125 6 150 7 175 6 150
Ease of assembly 15 7 105 6 90 7 105 8 120
Ease of manufacture 10 6 60 4 40 6 60 6 60
Aesthetics 5 7 35 7 35 5 25 8 40
Innovation 5 7 35 9 45 7 35 6 30
Total 1000 628 594 677 630
Table 3 Intake System Decision Matrix

Score UF
1-10 WF x Score

Buy Vs Make Analysis:

When considering the Materials and concept design, the best course of action would be to
fabricate the plenum through 3d printing process that was used in last year’s build. This is due
to the ability to not be constrained by geometric limits and can include various design
implementations. However, a key aspect to consider is the lead time for the manufacture of the
plenum due to the ability to conduct dyno testing and remapping of the engine with the
implemented changes in the powertrain side. The air filter, restrictor-throttle body system will
all be bought as the availability of the parts with the dimensions we need are high. The Material
choice will be dependent on the need to increase the structural rigidity of the plenum. With the
options of reinforced nylon as another option from SLS nylon which was previously used last
year. Also, a consideration would be a thermal test on SLS nylon to check if the material can
be used with reason with failure under endurance load (fatigue).
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Final Design & Analysis
Following on from the concept design, there were slight changes in the chosen concept design
after feedback was given. The biggest change was to create and diverging section as well as a
converging section to allow greater expansion of the working fluid during entry of the plenum.
Another consideration that was taken from the feedback was to implement a way of placing the
two sensors needed to monitor and control the air flow in the system. With those
considerations, the chosen design was analyzed and modelled on cad to start the process of
attain the information needed to be sent for manufacturing.

Calculations
The process started by analysis of the previous design. Through literature reviews, the range of
plenum volumes were found to be around 4-12 times the volume displacement of the engine.
[2] The volume of previous plenum was confirmed to be within the assumed range as the total
volume was 4.697 L which is around 8.8x larger than the displacement volume. When testing
the engine, it was found that the throttle response was far from ideal. This issue was caused by
the TPS sensor not being in the set position when dyno tested. One other fault could be due to
the size of the plenum which could be due to the pulsations within the plenum as well as the
link between the plenum size and the throttle response. So the main correction would be to
change the volume of the plenum.

This meant that an initial chosen volume was be based on around 10x the volume the
displacement and would be further reduced after validation through wave subcase analysis to
check performance of the engine overall. The initial volume was set at 5.5 L. From there the
main geometry parameters were the runner lengths and runner diameter. The first estimation is
the full length or effective runner length this is by setting a length of 178mm at 10000rpm to
reduce peak torque rpm by 1000 the runner length should be reduced by 43mm. the table
below show the first estimations using the analogy: -

length/ Engine speed/ However, this estimate didn’t consider wave propagation
mm rpm and the need to achieve high volumetric efficiencies,
178 10000 therefore another approach to attain the runner length and
180.15 9500 runner diameter was considered. The approach the
calculation of the period for the reflection of the pressure
182.3 9000
pulse and the corresponding crankshaft displacement. The
184.45 8500 variables were used to calculate the runner length using the
186.6 8000 expression below: -
188.75 7500
190.9 7000 𝜃𝑡 𝑐
𝐿𝑅𝑢𝑛𝑛𝑒𝑟 = [5]
193.05 6500 12 𝑁
195.2 6000
197.35 5500
Table 4 Engine Speed v. Runner Length

The table below shows the results with of the calculations made with key areas where the
engine is at peak torque and serves as our main base of analysis to increase engine
performance.
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With both aspects considered a range of lengths would be imported on wave to determine the
optimum length that would suit our engine purpose. The range was placed between 178-
330mm as the chosen engine speed for max torque was around 6500rpm.

With that the Runner diameter was also calculated using the same analogy on wave reflection
theory. Small diameter would increase low end engine performance. The process showed that
the diameter of the runner should be around 47 mm based on the inlet valve area. This is
around the value or the previous runner diameter and will be kept at the same diameter.

𝐴𝑟𝑢𝑛𝑛𝑒𝑟
𝐷𝑟𝑢𝑛𝑛𝑒𝑟 = 1000 (2 √ )
𝜋

0.00174
𝐷𝑟𝑢𝑛𝑛𝑒𝑟 = 1000 (2 √ )
𝜋
𝐷𝑟𝑢𝑛𝑛𝑒𝑟 = 44.71𝑚𝑚

Final Design

Figure 3 Isometric view of Plenum Figure 4 Front view of Plenum

Based on the Diverging- converging concept the plenum design was produced to increase the
expansion area when compared with the previous design while dropping the volume by around
15% to around 4.02 L. The main influence was to create the effect of diverging air and
converging air to distribute air efficiently into the cylinder via the runner. A Shared
characteristic from the previous plenum design is the choice of material design of Nylon SLS.
The consideration of reinforcing the material would be considered in certain areas or if there is
a need to fabricate the plenum as a dual body.
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Figure 5 Isometric view of Runner Figure 6 Side view of Runner

The runner length this year was designed to generate less pressure loss than in the previous
year to provide a better pressure distribution to the intake of the engine. While the length of
the runner has not been finalised the expected length of the runner is to be around 180mm
from first analysis.

CFD Analysis
Analysis on the plenum was
conducted to verify certain
characteristics of the plenum and
to consider various aspects that
would need to be further
investigated to create before
finalizing the designs for
manufacturing. When considering
the velocity plot for the plenum
shows that there is great
dissipation of the energy by the
time the air would reach the
plenum exit. This would allow a
better distribution of air that
would go into the cylinder. The
reduction of the air velocity would
also allow for better attenuation of
pressure waves in the plenum.
Figure 7 Velocity distribution of flow regime in Plenum

When considering the plot for the pressure and streamline velocity character the unique
characteristic of the how the air is worked in the plenum. The streamlines show that there are
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three eddy regions where air is
potentially trapped and allows
dissipation of energy within the
plenum. The pressure distribution
shows the that there are two regions
to consider where there is a region
of variance. Which happen to be
the inlet and exit of the plenum as
expected as there are the main
regions where air is expanding or
compressing respectively. The rest
of the region shows a very uniform
pressure distribution which shows
that the plenum is working at a
sufficient level.

As the runner length was not Figure 8 Pressure distribution of flow regime in Plenum
determined in the main analysis
would be attain at a later stage the
main aspect would to show that the pressure into the engine would be close to atmospheric
conditions to allow for a better volumetric efficiency.

Cost and Sustainability Analysis

Sustainability Analysis
The sustainability analysis conducted using the in-built Solidworks feature found the total
energy consumed in the acquisition of raw materials, manufacturing, transporting, use and
disposal of the air intake plenum and runner came to be 134MJ. The total carbon footprint
came out to be 10kg CO2.

Both parts contribute significantly to the environment this is due to the lifespan and the one-off
production of the parts. The plenum generates a higher impact on the environment when
compared with the runner. The major contributor to the environment is material usage as the
material used is likely to be sent to landfill sites. This is where the choice of the material comes
into consideration for designers as there can be improvements on the material either to
effectively increase the lifetime of the product or choosing a more reusable product. Transport
and manufacture are also likely contributor and are areas in which designers can effectively
consider ways of decreasing the effect on the environment such as using different processes to
manufacture.
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Manufacturing
Manufacturing of the intake plenum and
runner took place externally to the
university. 3D printers around Europe that
print using SLS Nylon were sourced using
an online service known as 3D Hubs,
which involved uploading a file of the 3D
CAD models of the plenum and runner
and choosing a 3D printer based on price
and proximity. A 3D printing service in
Munich, Germany were chosen to print
the parts based on the reasonable price
and time it would take to arrive in the
university.

Manufacturing using rapid prototype out

of a material like SLS Nylon allows Figure 9 Render of Intake System
relatively complex geometry like the air
intake system to be realized while
maintaining a relatively low weight with some structural rigidity. However, the plenum design
for the CR17 car failed to account for any structural support such as ribbing, and was therefore
not used on the car. In place of it was the plenum from the CR16 car.

Frontline Task

The Front-line task that I was assigned was to head up the Special Case Task that serves as part
of the Cost judging section of the Formula Student competition. The task this year was to
produce a quote for the design and manufacture of a bike carrier as premium accessory which
would be part of the Ford Focus hatchback model.

The request from the client (FORD) was for an intuitive design that would house 2- 4 bikes
and would complement the design of the hatchback model of the car. Therefore, there was a
need to research not only on the various products that are already out there but also to
consider the model of the car that the bike rack would be tailored on. The bike rack would be
rear mounted like most other solutions and to different from the main contractor of bike racks
of ford: Uebler, which mainly uses a bike towing solution.

There were two main components that I envisioned incorporating into the design of the bike
rack that would help display the uniqueness of the bike rack when compared with the
competitors as well as making the product fit into the accessory line of Ford vehicle line.
The first of the components is the smart lock that is used in the vehicle locks as a primary
locking system for the bike rack. The second component is the adjustable system that would
allow different positions when in use and when just mounted to allow the driver to use the rear-
view mirror or use the car boot when the bike rack would be in use. However, this would also
allow to the user to set the rack in either a low mount or high mount.
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Manufacture
The manufacture of the bike rack could be broken down into various section such as the main
structural members the loading points for the bikes and the extra clips that attach the carrier to
the car.

The material selection would take place with a look at past solution from various products as
well as additional functions to tailor the product to the client. The main selection would be on
the locking material, frame members and attachments.

The next step would be to prototype the unit to check on details such as the weight limits,
fitting position that can be attained, as well as checking fitting procedures and requirements. A
preliminary assessment of life cycle and durability can also be assessed and altered before full
scale production of the bike rack units.

While the components will be tested individually on their function, there will be also a Quality
Control check on 1 in every 500 units will be assembled and tested and check against a pre-
fabricated unit. this would reduce the Quality check and labour costs for the first year with the
aim of QC check cost to increase per year to account for the increase in assembled units check
where for the fifth year the check would occur 1 in every 50 units.

Cost Breakdown
With the main manufacturing process outlined the manufacturing cost can be broken down
and outlined. This serves as the main body where the cost breakdown will take place. Aspects
such as prototyping costs, cycles cost (machine usage cost) would need to be considering within
the manufacturing cycle as well as the ease of manufacture and QC costs. Another aspect to
consider is the depreciation cost of tools and equipment. The product cycle is around 5 years
and some tools with need to be scraped and replaced.

Other main aspects of the cost breakdown would be labour and capital cost. These would
depend on location of the workshops and buildings, the cost of import and exporting materials,
specialised tools and equipment if needed, as well as logistics and tax. This would affect the
markets that the product will be introduced in as the price of the product would be determined
by most of the factors outlined in the manufacturing process.

Summary
• With the rationale outlined the chosen design will need to be modelled and tested to
provide base data on unit
• The materials selection process can be finalised.
• The manufacturing flow process can be completed and therefore the main cost
breakdown can be initiated.
• The cost breakdown can happen in four cases based on location of operation and
market.
• A final case will be conducted to show an estimated total cost for the product base on
the manufacturing scenarios and the estimated price of the product with margin.
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Exhaust System

Production Design Specification

An exhaust system works to remove high temperature exhaust gases from the engine to be
ejected into the environment as safely and reliably as possible. A standard exhaust system can
be separated into three main components; an exhaust manifold, the general routing, and a
silencer or muffler leading into the tailpipe. The silencer is integral as it actively reduces the
noise level of the exhaust and must obey noise regulations (rule IC3.3). an efficient and
effective exhaust system should be designed by obtaining a balance between factors such as
weight and cost, and the effect the exhaust system has on engine performance.

The single cylinder 530cc Tm engine will be used for CR17; which simplifies the design as a
single manifold system will be required, but due to the orientation of the exhaust port on the
engine, focus must be made on the routing solution chosen to reduce conflicts with other
components (cooling system etc.). The intended design will be optimized using the information
gathered from the previous engine mapping results as well as performance goals outlined by the
team.

Rules and Regulations

IC3.1.1 - Exhaust Outlet The exhaust must be routed so that the driver is not subjected to
fumes at any speed considering the draft of the car.
IC3.1.2 - The exhaust outlet(s) must not extend more than 45 cm (17.7 inches) behind the
centreline of the rear axle, and must be no more than 60 cm (23.6 inches) above the ground.
IC3.1.3 - Any exhaust components (headers, mufflers, etc.) that protrude from the side of the
body in front of the main roll hoop must be shielded to prevent contact by persons
approaching the car or a driver exiting the car.
IC3.1.4 - The application of fibrous/absorbent material, e.g. “header wrap”, to the outside of
an exhaust manifold or exhaust system is prohibited.
IC3.2.1 - The sound level will be measured during a static test. Measurements will be made
with a free-field microphone placed free from obstructions at the exhaust outlet level, 0.5 m
(19.68 inches) from the end of the exhaust outlet, at an angle of forty-five degrees (45°) with the
outlet in the horizontal plane. The test will be run with the gearbox in neutral at the engine
speed defined below. Where more than one exhaust outlet is present, the test will be repeated
for each exhaust and the highest reading will be used.
IC3.2.3 - If the exhaust has any form of active tuning or throttling device or system, it must be
compliant with the device or system in all positions. Manually adjustable tuning devices must
require tools to change and must not be moved or modified after the noise test is passed. The
position of the device must be visible to the officials for the noise test and must be manually
operable by the officials during the noise test.
IC3.3 - At idle the maximum permitted sound level is 103 dB C, fast weighting. At all other
speeds the maximum permitted sound level is 110 dB C, fast weighting.
Additionally, the exhaust routing must be kept clear from any bodies sensitive to heat e.g.
cables, wires, fuel tank. [1]
Design requirements
In addition to following the rules highlighted by FSAE for 16/17, the exhaust system should
ideally implement a lambda sensor in the system, which will be required for dyno testing. A
large amount of vibrations was observed when the car was running last year; so, the mounting
 14
system will be designed to deal with vibrations and to mitigate any design flaws associated with
vibrations (grinding against other parts etc.). The sound levels recorded during mapping were
within safe limits as indicated in the rules; however additional steps and optimization methods
can be used with the goal of further reducing the noise output for the exhaust system to ensure
the design falls below the maximum of 90 dBc.
 15
Conceptual Design
Morphological Chart
Part/Function Concepts
1 2 3
Configuration Single Exhaust to right single exhaust to rear right dual exhaust to rear

Piping Geometry Short linear sections Over arcing sections Expanding section
Pipe Linking Weld exhaust clamps Combination

Pipe Mounting Free Fixed with Pipe brackets

Silencer type Packed In-line Snubber Silencer Multi-flow

Silencer mounting Rubber coated brackets damping spring system hanger bracket

Runner Type Expansion chamber (power bomb) Anti-reversion unit

Tailpipe Orientation Facing downwards Facing upwards Straight

Thermal Insulation Ceramic Coating Titanium wrap

Material Coated Cast Iron Stainless Steel Titanium

Table 5 Exhaust System Morphological Chart

 16
After assessing the design options and communicating ideas to the team; three preliminary
designs were produced based on what was considered practical and feasible using the ideas
suggested in the morphological chart above.
Concept 1

Pros: short routing with minimal losses, spring brackets dampen vibrations to monocoque
Cons: small power bomb reduces its effectiveness; intricate brackets may be difficult to
assemble/make

Concept 2

Pros: dual exhaust system could balances noise and vibrations well, routing space for complex
power bomb and silencer designs.
Cons: essentially twice as heavy as the other systems, large size will negatively impact other parts
of the car i.e. electrics, diff mounts.
 17
Concept 3

Pros: Creates an additional bend in the exhaust to further dissipate noise, longer routing means
a smaller but longer anti-reversion chamber can be utilised instead of a simple power-bomb.
Cons: a larger space utilisation increases the complexity of the brackets required to support
both the anti-reversion chamber and the muffler, which will imply that vibrations are dealt with
poorly. Smaller muffler design will reduce its effectiveness.
Figure 10 Exhaust System Concepts

Decision Matrix
Criteria Importance Weighting Concept 1 Concept 2 Concept 3
Score W Score Score W Score Score W Score
Aesthetics low 3 6 18 4 12 8 24
Cost high 7 7 49 4 28 6 42
Ease of Assembly med 5 7 35 3 15 8 40
Ease of Manufacture med 6 6 36 3 18 6 36
Innovation low 2 4 8 6 12 5 10
Durability high 7 8 56 6 42 5 35
Performance high 9 7 63 9 81 7 63
Compatibility med 5 8 40 4 20 7 35
Safety high 8 7 56 5 40 7 56
Weight high 8 7 56 2 16 5 40
Total 60 67 417 46 284 64 381
Percentage of Max 70% 47% 64%

Table 6 Exhaust System Decision Matrix

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Buy vs Make analysis
Component Buy/Make Comments
Silencer Buy Part is too complex to manufacture in-house.
Exhaust piping (components) Buy Purchase as separate components to ensure part reliability.
(inc. Powerbomb)
Exhaust Piping (Assembly) Make Parts should be designed to be easily connected and
welded.
Supporting Brackets Make Simple brackets should be made in house to
accommodate the fully routed exhaust, which will work
around the monocoque design.
Side-pod / Cover Make Required by the rules to meet safety requirements and will
be built as an extension of the chassis.
Table 7 Exhaust System Buy vs. Make Analysis

Material Selection
The exhaust routing must withstand temperatures of around 600° (taken from dyno testing) and
must be able to absorb vibrations caused by the engine safely, meaning that the metal used
must be both strong and easy to work with as complex geometry may be used to deal with
vibrations. The three most common materials used for exhaust systems are carbon steel, cast
iron and titanium; however, the three metals are generally heavy, implying that the system
needs to undergo a weight analysis after the final design to identify possible weight saving
alterations which can be made. Carbon steel will be used if possible as it will be able to meet
the thermal and strength requirements, whilst still preserving welding as the primary linking
method. Titanium may be stronger, but the increase in cost, weight and manufacturing time
makes the option unfeasible. Cast iron is an alternative to steel, however as it may rust over
prolonged use, it may be unsuitable for the final market product.
The supporting brackets need to facilitate the weight of the exhaust and any vibrations
produced by the engine, so 3mm steel will be used to ensure structural integrity, although
rubber mounts should be implemented to dampen some vibrational energy.

Final Design & Analysis

Introduction
The exhaust design was routed to initially minimize the piping length, and hence the weight of
the system. Firstly, the start and end points were identified, and any design constraints such as
the rear space frame plates were assessed, and the option chosen was to route the exhaust
through the lower section, which meant creating a solution which would have the power bomb
safely kept within the rear space frame. To reduce costs, the power bomb will be retained and
re-used, as will the TM silencer. The power bomb is generally undocumented, and a more
optimized solution with adequate justification was not found from research, thus the decision to
re-use it was. A Ricardo wave simulation will need to be done to confirm the suitability of the
exhaust system with the TM silencer.
Initial Calculations
To design the exhaust system, the above design considerations were taken to form a basis for
what the exhaust model required, and once an ideal route was decided upon, calculations for
the optimal lengths and diameters for the routing were found using;
 19
850 ×𝐸𝐷
𝐿=[ − 3]
𝑅𝑃𝑀
𝐶𝐶
𝐼𝐷 = √ (2.1)
(𝐿 + 3)(25.4)
Where ED = 180° plus the number of degrees the exhaust valve opens before BDC, RPM is
the engine speed to which the exhaust is being tuned to (literature recommends you tune the
exhaust at 500-1000 RPM away from the peak Torque point) CC is the cylinder volume in
cubic cm, L represents the estimated optimal exhaust routing length, ID represents the
suggested routing internal diameter. [3]

CC 528 cc Taken from engine manual

ED 250° Angle before BDC taken as 70°
RPM 6500 RPM Peak Torque 7000 RPM with 500 offset,
CR16 was tuned at 8k RPM
L 29.69 in = 754.18 mm CR16 ≈ 630 mm
ID 1.67 in = 42.53 mm CR16 = 41.45 mm
Table 8 Results of Exhaust System Calculations

The value for the ID is slightly larger than the current configuration, which creates some
compatibility issues with the exhaust manifold, and as it would be wise to retain the design for
the manifold due to its compatibility with the engine itself, the calculations will be taken as a
reference. The exhaust diameter should ideally match the geometry of the exhaust manifold
that comes with the engine, unless the manifold is being re-designed (44.45mm).
Typically, the longer the exhaust, or more specifically the more bends in the routing, the better
the exhaust will perform in reducing noise output from the exhaust due to the dissipation of
vibrations within the exhaust. However, the longer the routing, the heavier the exhaust system
will be, which brings its own disadvantages e.g. supporting brackets loads and stresses, which
implies the importance of design optimisation to reduce weight without negatively impacting
performance or safety.
As a design point, the exhaust is being tuned to optimise the engine with available data, but
following an updated Ricardo wave model, the exhaust will be tuned with the air intake system
and further optimized prior to manufacture.
CAD renders and Specification

Figure 1 - Exhaust system from the rear

Figure 11 CAD Model of Exhaust System on Car

 20

Figure 12 CAD Model of Exhaust System

As mentioned previously, Ricardo wave analysis was conducted upon the proposed design and
the design was modified to maximize on engine performance (Indicated torque especially).
Following the Ricardo wave analysis, the design was tweaked further to simplify the design and
meet manufacturer requirements (Specific Bend Radii). Drawings were updated as required,
where the exhaust flange was updated to better reflect the stock tm dimensions, the exhaust
header/manifold was altered to simplify pipe section A although the changes require us to
manufacture a new piece instead of utilizing old piping. Pipe section B was also altered to
minimize the number of bends, although this in-turn lowers the exhaust silencer and brings the
silencer closer to the monocoque. The changes to the routing reduce the piping length as
shown in the table below:

Routing Design
Outer Diameter OD (mm) 44.45
Wall Thickness t (mm) 1.5
Header Length LH (mm) 124.47
Route A Length LA (mm) 314.87
Power-bomb Length LP (mm) 120
Route B Length LB (mm) 308.68
Total Length (mm) 868.02
Table 9 Design Parameters of Exhaust System

Using the formula for the ideal routing length, a length of 868 mm lines up to around 5700
RPM, which is slightly shy of the ideal 6000 RPM, although Ricardo wave data (torque curve)
shows an improvement over the simulated data from CR16 (Higher Torque Peak 57.536 Nm
@ 6000 RPM and better performance at lower speeds but lower performance after 8000 RPM)

FEA Analysis
As with last year, the silencer will be mounted to the right of the monocoque using two
supporting brackets to fully support the silencer as well as serving as pick-up points to mount
 21
the exhaust cover or a side pod. The brackets made for the previous year’s car was modified,
focusing on design simplicity and flexibility. Vibrations will be handled through rubber mounts
between the monocoque and the bracket itself. A static FEM analysis was conducted to assess
the strength of the bracket and used half of the weight of the silencer to model the loading
configuration one of the two brackets would experience, assuming loads and moments are
equally distributed. As mentioned prior, the design must consider effects from vibrations,
which emphasises design optimization once vibrational testing on the engine is done.

From the Von Mises stress test, the majority of the stress in the bracket is concentrated at the
support rib of the T bracket, implying that the rib is functioning as expected and is reinforcing
the joint. The stress concentration shows a maximum stress of 1.825 x10^7 n/m2, which is
high, and whilst it meets a safety factor of 2, the design should be improved upon later to
ensure its integrity (esp. with the inclusion of vibrations). The maximum deflection observed
was 0.06204 mm which implies the design deflection is well within safe limits.

Figure 13 Von Mises Stress Analysis Figure 14 Deformation profile with deflection

Cost and Sustainability Analysis

Sustainability Analysis
Using Solidworks’ sustainability tool, a LCA was done on the exhaust assembly in order to
determine the environmental impact based on the materials used and how much energy would
be consumed in order to turn unrefined materials into the finished product, e.g. raw iron ore
→ processed iron → machined product → end of life (landfill, incinerated or recycling).
The total energy consumed in the gathering of materials, manufacturing and assembling the
exhaust system, using the exhaust system and disposing of it came to be 580MJ. It’s carbon
footprint came to be 56kg CO2.
 22
Manufacturing
The manufacturing will be done externally with a short lead time (1-2 weeks) after we send the
parts to be assembled and welded to the routing, implying that the design should be completed
as early as possible to ensure manufacturing and assembly can be finished before dyno testing
is scheduled to occur, as the latter will lead to delays with dyno testing.

Figure 15 Render of Exhaust Manifold

Frontline Task
Role Brief
As the part 3 supervisor, my role is to ensure there is effective communication between the part
3 and part 4 students and to track progress within individual projects, and assisting where
necessary. There were four part 3 projects in total; Steering/Suspension, Supercharging,
Cooling System and the Impact Attenuator IPs.
Planning & Execution
At the start of the year, my role was to discuss each project with the students regarding their
assignments and ideas they had, and advising on the directions the projects can take and if
myself or other members of the team had constructive input, which was mainly done between
myself, the Team Leader and relevant Staff where required. Following the project brief, I
assisted the students in producing a plan for their projects; from outlining project goals to
producing a task list to be organised into a WBS, and by using key dates related to FS as well as
internal submissions, a Gantt chart was made.
As part of the powertrain sub-group, I ensured the part 3s were aware of dyno testing progress
i.e. when testing would be conducted and what tests would be run; which is crucial to the
supercharging and cooling system IPs as their projects are reliant on obtaining suitable dyno
data. By communicating between the part 3s and the powertrain group, a suitable dyno test
plan was produced, including additional tests as they were deemed feasible by the dyno
operators (External testing facility). As some measurements were not possible with the dyno
operators, plans to design and build an in-house testing rig in order to obtain the required data
for the cooling system analysis are regularly discussed amongst the team and staff in order to
ensure the plan is safe and feasible.
Communication is mainly done using meetings during the weekly team sessions and through
email as required in order to limit timetabling conflicts and delays, although due to the limited
time available, issues were prioritized and dealt with based on how time-critical the problem
 23
was, and is tracked with a logbook. The majority of the part 3s progress will continue to be
tracked up unto the final dissertation submission, where I will make myself as available as
possible in order to ensure as many issues are resolved prior to the submission date. For IPs
with a manufacturing element, my role will also extend into overseeing the manufacturing
process and ensuring students are able to get the help they need in order to reduce delays,
leading towards having the car assembled and ready before the competition with enough time
for possible testing.
 24
Cooling System (FYP Project)

Introduction
The cooling system was redesigned on the CR17 car in order to achieve better matching with
the TM single-cylinder engine. As is was a project done by a 3rd year student, the design process
does not include analysis on costing or sustainability, as well as a frontline task.

Product Design Specification

As mentioned before, the cooling system is being redesigned for the CR17 car so it is better
matched for the TM engine. The cooling system on the CR16 car was designed for use on the
4-cylinder Yamaha R6 engine, which made it oversized and heavy for the car. Also it
introduced various routing issues due to the different configurations of the engine.

The design of the new cooling system must meet the following criteria:
• Must be able to effectively transfer heat from the engine to the surrounding to avoid
engine overheating.
• Must be relatively lightweight.
• Must include instrumentation to engage the fan to turn on at a particular engine
temperature.
The design of the cooling system is constrained by rules from the Formula Student
competition, of which are the following:
T8.1 Water-cooled engines must only use plain water. Electric motors, accumulators or HV
electronics may use plain water or oil as the coolant. Glycol-based antifreeze, “water wetter”,
water pump lubricants of any kind, or any other additives are strictly prohibited.
T8.2.1 Any cooling or lubrication system must be sealed to prevent leakage.
T8.2.2 Separate catch cans must be employed to retain fluids from any vents for the engine
coolant system or engine lubrication system. Each catch-can must have a minimum volume of
ten (10) percent of the fluid being contained or 0.9 liter (one U.S. quart) whichever is greater.
Motorcycle engine/gearbox combinations must comply with T8.2.2. [1]

The newly designed product must meet these requirements in order to be classified as a good
product. The weighting of each requirement for the radiator is given in table

Requirements List
Preliminary Requirements Weighting
Cost 8
Weight 8
Strength 7
Ease of Manufacture 6
Ease of Assembly 6
Ease of Maintenance 7
Reliability 10
Performance (Race) 9
Performance (Idle) 7
Innovation 4
Aesthetics 4
Thermal Performance 10
Load of Pump 9

Table 10 Cooling System Requirements List

 25
Conceptual Design

The functional model of the cooling system was created to obtain a thorough understanding
about the functions related to the radiator and is given by figure

Figure 16 Functional Model of Cooling System

 26
Morphological Chart
Morphological Chart
Part/
Solution 1 Solution 2 Solution 3
Function
Down flow Cross flow

Type of
Radiator

Single Pass Dual Pass Triple Pass

Coolant
Flow Type

Flat Tube with parallel fins. Mechanically bonded with parallel Flat tube with corrugated fins
plate fins

Radiator
core

Air Extract (Fan) Air Intake (Fan) Air Intake (nozzle)

Air Flow
mechanism

Single Fan Double Fan

Number of
fans

Pressure
Cap On top of the Radiator Connected at the Hose
Location
Fin Density Small Medium Large
Material of
the
Aluminium Brass Copper
Radiator
Core

Table 11 Cooling System Morphological Chart

 27
The solutions for each function were analysed and they used to create conceptual designs. The
conceptual design is the first phase of visualising the proposed final product. This phase
provides the depiction of the proposed product in terms of the behaviour, mechanism and
appearance.

Conceptual Design 1

Down flow Upper Tank Corrugated fins Single

Flat Tube Suction fan

Lower Tank
Figure 17 Concept 1 of Cooling System

The design is rectangular which is conventional. This offers more surface area. The flow
mechanism is a single pass which crosses the radiator core once and the fluid has a down flow
nature due to gravity and the pump. This will ease the load on the mechanical pump. The
radiator core consists of flat tubes with corrugated fins as shown in the figure 21 and is made up
of aluminium. The design has one fan extracting the air surrounding the radiator. The hot
coolant will enter the radiator through the upper hose and the leave from the lower hose. Due
to its down flow nature, the tanks are located on the top and bottom.

Advantages
• Lightweight design due to the material and the type of the radiator core.
• Higher thermal performance due to the type of the core.
• Low cost.
• Lower load on the mechanical pump due to the down flow nature.
Disadvantages
• Lower mechanical strength.
• Internal pressurization due to thermal expansion, loads and mechanical vibrations.
• The pressure cap cannot be mounted on the radiator.
 28
Conceptual Design 2

Tank
Cross flow Flat Tube Radiator Cap

Dual
Parallel Plate Fin
Suction fan
Figure 18 Concept 2 of Cooling System

This design is rectangular which is conventional and offers more surface area. The flow
mechanism is a dual pass radiator which crosses the radiator core twice and the fluid has a cross
flow nature with the aid of the mechanical pump. The radiator core consists of flat tubes with
mechanically bonded plate fins as shown above and is made up of aluminium. The tubes are
elliptical in shape. This has a moderate thermal performance. To accommodate the
performance of the design, two fans are deployed to extract the air surrounding the radiator. The
pressure cap is situated at the top of the low-pressure end. The hot coolant will enter the radiator
through the upper hose and then leave from the lower hose.

Advantages
• Dual pass nature allows more heat transfer.
• The pressure cap being located at the top of the radiator prevents the pressure formed
by the mechanical water pump.
• Elliptical tubes improve the thermal performance.
• Strong radiator core.
Disadvantages
• Higher load on the mechanical pump due to dual pass and cross flow nature.
• Increased weight of the radiator due to dual pass nature.
• Complex maintenance processes.
• High cost.
• Additional fans and higher surface area is required to improve thermal performance.
 29
Conceptual Design 3

Down flow Upper Tank Corrugated fins

Flat Tube

Lower Tank
Dual
Suction fan
Figure 19 Concept 3 of Cooling System

The design is a conventional rectangular shaped radiator that provides more surface area. The
fluid has a single pass flow mechanism that crosses the radiator once and has a down flow nature
due to gravity and the pump. This eases the load on the mechanical pump. The radiator core
consists of flat tubes with corrugated fins and is made up of aluminium. It is the same as the first
conceptual design with the exception of twin fans that extract the air through the radiator core
instead of one to further improve performance. The hot coolant will enter the radiator through
the upper hose and the leave from the lower hose. Due to its down flow nature, the tanks are
located on the top and bottom.

Advantages
• Lightweight design due to the material and the type of the radiator core.
• Higher thermal performance due to the type of the core and twin fans.
• Low cost.
• Lower load on the mechanical pump due to the down flow nature.

Disadvantages
• Lower mechanical strength.
• Internal pressurization due to thermal expansion, loads and mechanical vibrations.
• The pressure cap cannot be mounted on the radiator.
• Increase in weight due to the additional fan.
 30
Decision Matrix
This is a vital stage of the design process as it evaluates each of the conceptual designs on how
well it fulfils the requirements. Concept evaluation is done with the aid of a decision matrix which
is given by table

Decision Matrix
Concept 1 Concept 02 Concept 03
Weight Maximum
Value Score Value Score Value Score
Cost 8 8 64 3 24 6 48 80
Weight 8 9 72 4 32 7 56 80
Strength 7 4 28 8 56 4 28 70
Ease of Manufacture 6 8 48 5 30 8 48 60
Ease of Assembly 6 8 48 4 24 7 42 60
Ease of Maintenance 7 6 42 7 49 6 42 70
Reliability 10 7 70 5 50 5 50 100
Performance (Race) 9 8 72 4 36 8 72 90
Performance (Idle) 7 8 56 5 35 8 56 70
Innovation 4 6 24 8 32 6 24 40
Aesthetics 4 6 24 6 24 6 24 40
Thermal Performance 10 9 90 5 50 9 90 100
Load on pump 9 9 81 3 27 9 81 90
Sum 92 719 469 661 920
Normalised 78.15% 50.98% 71.85% 100%

Table 12 Cooling System Decision Matrix

Detailed Design
With the completion of the concept evaluation the detailed design stage begins. The main task of
the detailed design phase is the creation of the drawings required for manufacturing. The concept,
which was selected from the decision matrix, was further analysed. Based on the dimensions and
the calculations, the radiator was modelled into Solidworks.

An analytical model was created to determine the dimension and the geometric properties of
the radiator. The engine dyno test results from the CR 16 team was used for the calculations
since the engine of the CR 16 race car was used for the CR 17 race car. Based on this it was
determined that the working temperature of the engine was 75-77℃, hence the radiator is
required to maintain the coolant at the same temperature.

The characteristics for the mechanical pump in the engine were, estimated, due to the
unavailability of data. From the TM racing engine specifications it was found that the pump
would achieve a flow rate of 80l/h at an engine speed of 12000RPM, therefore a linear
relationship between the flow rate and the engine speed was assumed. Subsequently the
estimated values were used for the water flow condition. The air flow condition was based
purely on suction power of the radiator fan. The fan characteristics were obtained from the
Radtec Radiators website from whom the radiator and the radiator fan would be purchased.
With the aid the flow conditions, the dimensionless parameters and the empirical correlations
 31
were determined. The Effectiveness NTU method was applied to determine the outlet
temperature of the water in the radiator which was then compared with the engine dyno results.
This method was iterated by changing the radiator core specifications until the working
temperature of the engine was equivalent to the outlet temperature of the radiator.

The creation of the Solidworks model was an important aspect of the detailed design phase since
the assembly of the radiator and the monocoque can be visualised and the size constraints can
be determined for the side pod design. Due to the complexity of the features, the model was
created by dividing the radiator into three components as body, tubes and the fins. These
components were created separately as parts and were assembled together. The figure shows the
front view and the side of the radiator.

Figure 20 CAD Model of Cooling System Radiator

Manufacturing

Manufactured of the Cooling system Radiator and Fan Mount was handled externally to the
university, with a company known as Radtec. Technical drawings, which can be found in the
appendix, were made for the parts in order for Radtec to commence with manufacture.
Another benefit with using an external company was due to the experience they have in
manufacturing the radiator core; before being attached to outer body which were aluminium
alloy sheets welded together to make the radiator upper and lower tanks. Mounts to attach the
radiator to the fan mount and as well to the car were also welded onto the radiator. The Fan
Mount was also manufactured by welding sheet aluminium together after bending them to the
desired shape. The finished product of the Radiator and Fan Mount from Radtec can be found
in Figures 21 and 22.
 32

Figure 21 Finished Product of Fan Mount Figure 22 Finished Product of Radiator

Differential Mounts and Chain Tensioner

Introduction
This report details the design and manufacture of the differential mounts and method of chain
tensioning, as part of the 2016/17 Formula Student project car of City Racing. The
transmission of torque from the engine to the wheels on a standard Formula Student car, or the
driveline package, consists of the clutch and gearbox applying a torque to the front sprocket
from the engine, tensioned by chain to the rear sprocket, which is connected to the driveshaft.
The differential mounting brackets support the weight of the differential and driveshaft and
allow torque to be transmitted to the wheels. This is supplemented with a method of adjusting
the tension in the chain to allow chain maintenance to take place.
The project involves the design and manufacture of various parts and subsystems that make up
a single-seater weekend racing car. It is then taken to the competition in Silverstone where it is
judged on various aspects; including static events, which assess the engineering design,
commercial as well as sustainability characteristics around the designing and building of the car;
and the dynamic events which test the performance of the car. Therefore, it was important that
a well thought out and iterative engineering design process was implemented in the
development of the differential mounts.

Product Design Specification

The aims and objectives of this project were to:
• To design and manufacture mounting brackets for the limited-slip differential of a
single-seater weekend race car.
 33
• To design the brackets to sustain static and dynamic loads from the chain during
accelerating, braking and cornering.
• To design and manufacture a chain tensioning mechanism that allows the distance
between the front and rear sprocket to be adjusted to allow for chain tensioning and loosening.
Requirements were taken from analysis of the previous car as well as targets for this year’s car.
They were:
• The differential mounts and chain tensioning mechanism should have a combined
weight of no more than 1.2kg.
• The mounting brackets and chain tensioning method should have a product lifetime of
100km.
• The mounting brackets should be able to support the highest load experienced during
acceleration from stand-still was a radial load of 11.37kN at an angle of 26°, at the left mounting
bracket. This corresponded to horizontal and vertical component forces of 5.11kN and
2.49kN respectively.

Conceptual Design
The functions of the differential mounts and the chain tensioning mechanism were broken
down into sub-functions in a Morphological chart for solutions to be suggested for those sub-
functions independently.

Sub-Function 1 2 3 4 5
Diff. Mount Upright-like Circular C-shape Housing
Geometry

Diff. Mount Inside Plate Outside Plate Rear Space Frame Jacking bar
Location
 34
Chain Eccentric disc Spring tensioner Pivot Tensioner Spring-loaded Turnbuckle
Tensioning idler gear
Mechanism

Chain Diff Mount Rear Space Frame Plate

Tensioning
Location

Table 13 Differential Mounts Morphological Chart

The solutions suggested for the various sub-functions were then put together in different
combinations to give the following concepts:

Concept 1 The first concept makes use of circular shaped differential mounts which are
welded onto the outside of the back plate. Chain tensioning is made possible
using an eccentric disc. It can also be seen that the jacking bar is attached
between the mounts to reduce buckling to the configuration as well as its
normal function. Advantages of this configuration include the design making
packaging of the rear driveline easier. Drawbacks include the setup being
relatively heavy. Also, aluminium welding makes the design less feasible due to
finding an aluminium welder and more prone to catastrophic failure.

Concept 2 The second concept features a design incorporating ‘c-shape’ differential

mounts also attached outside the back plate. Chain tensioning is done with the
use of turnbuckles, which can move the mounts backwards and forwards due
to being pivoted at the bottom brackets. Advantages of this concept include the
neat packaging configuration that arises due to the chain tensioning
mechanism and the mounts being one unit. Also, this design allows for easier
chain alignment as the chain slack is achieved by moving the rear sprocket
vertically (if seen from bird’s eye view). However, it should be noted that the
design of the turnbuckles should incorporate the chain adjustment length
needed if one link were to be removed from the chain.
 35
Concept 3
The third concept makes use of ‘upright-like’ differential mounts situated on
the interior of the back plate. Chain tensioning is achieved by using a spring-
loaded tensioner which is mounted on the rear space frame. Advantages of this
design include the neater aesthetic at the back of the car due to the back plate
covering the rear driveline. However, this configuration does not allow for a
neat packaging of the rear driveline and it adds a level of complexity when
adjusting chain tension. It should also be noted that the inclusion of a chain
guard was left out to provide a better illustration of the inner working of the
driveline.

Table 14 Differential Mounts Concepts

The concepts underwent assessment through criteria that were important to the design of the
differential mounts and chain tensioning mechanism in a decision matrix. The highest scoring
came out to be Concept 2, due to its light weight, compactness and relative ease of
manufacture.
Furthermore, a make or buy analysis was conducted on the parts that made up the mounting
brackets and chain tensioning mechanism. It was decided that the mounting brackets and the
tie bar insert would be manufactured, while the rod ends and the bearings would be procured;
due to the cost incurred and complexity in manufacturing the parts against procuring them.
Also, a material selection was conducted on the parts that were to be made, namely the
mounting brackets and the tie bar insert. It was decided that 7075-T6 Aluminium Alloy would
be used to manufacture the mounting brackets and tie bar due to its high strength-to-weight
ratio qualities. This is significant for the brackets and tie bar insert as they are subjected to very
high loads from the engine during operation.

One thing to note about working with 7075-T6 Aluminium Alloy is its machinability.
According to [4], residual stresses occur from temperature gradients between the outer surface
and interior; due to uneven rapid cooling during quenching. This tends to result in distortion
during machining. It goes on to show that T6 temper of 7075 which achieves peak strength
tends to show no difference in deflection as in its as-quenched condition. This may lay
implications on the use of 7075-T6 aluminium alloy on the manufacturing of the differential
mounts and the tie bar insert of the turnbuckles. However, this phenomenon also seems to be
prevalent in structures that have small section thicknesses for long lengths. This seems to be
confirmed by [5].

Final Design & Analysis

Now a design has been generated based on the criteria set in the Design specification, it must
now be analysed in order to see how it would behave during operation. Finite Element Analysis
through the use of the ANSYS package was used to observe the structural integrity of the
differential mounts and chain tensioning mechanism under the most significant load during
operation. Hand calculations generated base dimensions of the differential mounts and
turnbuckles which were then used to create 3D models that were further analysed using
ANSYS Workbench. Iterations were made on the design of the differential mounts and the
 36
turnbuckles based on the feedback from ANSYS. This generated the following design and its
analysis on ANSYS.

Figure 23 CAD Model of Left Differential Mount Figure 24 FEA Analysis of Left Differential Mount

Cost and Sustainability Analysis

Now that appropriate materials and manufacturing processes have been identified in result of a
detailed design being obtained for the differential mounts and the chain tensioner, now a
detailed cost and sustainability analysis can be generated.

The cost analysis covers the capital incurred in the procurement of materials and the
manufacturing steps taking for producing the differential mounts and their associated
turnbuckles. Costs incurred due to tooling used as well as energy usage, otherwise known as
non-recurring costs, are also considered in a normalised fashion, solely focusing the parts being
made.

The sustainability analysis consists of the contribution from an environmental point of view that
the manufacturing of the parts will have. This is shown in the breakdown of carbon footprint,
energy consumption for the life-cycle of the raw materials, or cradle to grave so to speak.

The total cost of manufacturing and assembling the differential mounts and the turnbuckles
came to $340.85, with the manufacturing of the differential mounts and the tie bar insert
making up $283.68 of the cost and assembling them together making up $57.17 of the cost.

A sustainability analysis was conducted using the built-in Sustainability feature on Solidworks.
The total energy consumed in manufacturing the differential mounts was 133.6MJ with a
carbon footprint of 9.75 kg CO2.
 37
Manufacturing
Manufacturing of the differential mounts and the tie bar insert took place in-house. The
differential mounts were machined on the 3-axis CNC machine in the main
workshop. This was adequate in cutting out the general outline of the
differential mounts and the removal of material at the
lower arms of the mounts.

Figure 25 Render of Differential Mounts

The figures show the finished differential

mounts. Surface finish was not considered to be
a huge priority so was not performed on the
Figure 26 Finished Product of Differential Mounts differential mounts.

The tie bar inserts were turned on the lathe with a fillet added between the external threaded
rods and the hexagonal centre. The external threads are then rolled to the according pitch and
screw thread configuration for the corresponding female rod ends.

Figures for the tie bar inserts are not yet available as manufacturing is not yet complete.

Figure 27 Finished Product of Right Differential Mount Figure 28 Finished Product of Left Differential Mount
 38
Frontline Task
Being the Powertrain Lead on the 2017 City Racing Formula Student project involved a wide
array of responsibilities and tasks. From carrying out logistics on various deliverables of the
projects to carrying out effective team management, being the powertrain lead involves
undertaking a middle managerial position within the team while still taking part in a technical
design role.

Role
As Powertrain Subgroup Leader, the aim for this year is to deliver a reliable and efficiently
running engine for the 2017 City Racing car, CR17. The powertrain plays a huge role on the
car in providing power through the chain driven transmission to the rear axle; therefore, it is of
high importance that all the ancillaries can play supporting roles to a standard that allows the
engine to operation at its optimal performance. Tuning the intake and exhaust systems
correctly as well as generating good injection and ignition maps on the dyno allows the car to
get extra gains from the engine in terms of performance. The cooling system is instrumental in
influencing the reliability of the car, in terms of preventing the engine from overheating but
doing so with the least amount of weight possible. However, all this can only be achieved
through effective team and project management.

Before the parts of the various subsystems on the car were designed, the project itself was
designed, in order to succeed in the aims, the team set within the given time and cost
constraints. Particularly within the powertrain team, communication was key as every subsystem
connected to the engine had to be finely tuned for the engine to run efficiently. Weekly
subgroup meetings were held for all members of the team to go through the progress on their
respective designs as well as for everyone to also be on the same page. As well as liaising with
people within the powertrain subgroup, team members within other subgroup were also briefed
through the regular team meetings as well as design reviews. This was crucial in order avoid
clashes with designs when parts were being put together. From the Powertrain team meetings,
the task of the Powertrain Lead was to then meet with other Subgroup Lead and the team
leader to present the progress of the powertrain system. In also hearing from other Subgroup
leaders, one could anticipate any issues that would occur in implementing the different
subsystems together.

Team meetings consisted of design reviews from members of the powertrain subgroup until the
design freeze. During the manufacturing phase of the project, manufacturing plans and final
design drawings had to be generated in order to be able to start procuring materials and
manufacture the different parts. Final design drawings had to be checked for manufacturing to
commence. Also, procurements of parts and services had to be arranged which involved
speaking with various suppliers. Keeping in contact with sponsors and updating them on the
progress of the project reinforces the incentive to meet our targets. The timings of the project
from a logistics and managerial viewpoint can be found in Figure 1.
 39
References
[1] FSAE, 2017-18 Formula SAE® Rules, Detroit, Michigan: SAE International, 2016.
[2] L. J. Hamilton, J. S. Cowart and J. Lee, "The Effects of Intake Plenum Volume on the
Performance of a Small Naturally Aspirated Restricted Engine," in ASME 2009 Internal
Combustion Engine Division Fall Technical Conference, 2009.
[3] A. G. Bell, Four-Stroke Performance Tuning, California: Haynes Publishing, 1998.
[4] M. S. Younger and K. H. Eckelmeyer, "Overcoming Residual Stresses and Machining
Distortion in the Production of Aluminium Alloy Satellite Boxes," Sandia National
Laboratories, Albuquerque, New Mexico, 2007.
[5] O. S. Es-Said, T. M. Ruperto, S. L. Vasquez, A. Y. Yue, D. J. Manriquez, J. C. Quilla, S.
H. Harris, S. Hannan, J. Foyos and E. Lee, "Warpage Behavior of 7075 Aluminum Alloy,"
Journal of Materials, pp. 242-247, 2007.
[6] F. Hosein, "Modelling, Simulation and Validation of a Top/Central-Fed Air-Intake System
for a FSAE Restricted 600cc Four-Stroke Engine," London, 2014.
 40
Appendix
Final Design Drawings
Intake System
Figure 29 Detailed Drawing of Plenum
41 Figure 30 Detailed Drawing of Runner
42
Exhaust System
Figure 31 Detailed Drawing of Exhaust System Assembly
43 Figure 32 Detailed Drawing of Exhaust Flange
44 Figure 33 Detailed Drawing of Exhaust Header
45 Figure 34 Detailed Drawing of Exhaust Route A
46 Figure 35 Detailed Drawing of Exhaust Route B
47 Figure 36 Detailed Drawing of Silencer Bracket
48 Figure 37 Detailed Drawing of Silencer Wrap
49 Figure 38 Detailed Drawing of Tailpipe
50
Cooling System
Figure 39 Detailed Drawing of Fan Mount
51 Figure 40 Detailed Drawing of Radiator
52
Differential Mounts and Chain Tensioner
Figure 41 Detailed Drawing of Drivetrain Assembly
53 Figure 42 Detailed Drawing of Left Differential Mount
54 Figure 43 Detailed Drawing of Right Differential Mount
55 Figure 44 Detailed Drawing of Tie Bar Insert