Cw1 Part1 M21mae David Chaves Sid8378556

Engine, Intake and Exhaust
Sizing/Investigation
MSc Automotive Engineering

M21MAE - Power Train and Engine Dynamics
David Almeida Chaves - 8378556
May 2018
MSc Automotive Eng. M21MAE - Power Train and Engine Dynamics
Index
Introduction ............................................................................................................................................ 2
1. Engine Sizing ................................................................................................................................... 3
1.1. Power Needed ........................................................................................................................ 3
1.2. Engine Sizing Parameters (NA) ................................................................................................ 4
1.3. Piston Area, Number of Cylinders, Bore and Stroke Size (NA) ............................................... 5
1.4. Swept volume (NA) ................................................................................................................. 6
1.5. Engine Sizing Parameters (TC) ................................................................................................ 8
1.6. Piston Area, Number of Cylinders, Bore and Stroke Size (TC) ................................................ 8
1.7. Swept volume (TC) .................................................................................................................. 8
1.8. Results Analysis ....................................................................................................................... 9
2. Intake and exhaust dimensions .................................................................................................... 10
2.1. Length of the intake runner .................................................................................................. 10
2.2. Appropriate length for the inlet runner from a packaging and resonance perspective....... 11
3. Intake and exhaust investigation .................................................................................................. 12
3.1. Intake .................................................................................................................................... 12
3.2. Exhaust .................................................................................................................................. 16
Conclusions ........................................................................................................................................... 19
References ............................................................................................................................................ 20
David Chaves May 2018 1

Introduction
An important department in developing a vehicle, is the engine sizing and after treatments.
In this study case an engine will be dimensioned to meet some requirements, a top speed of 210 km/h
for a 950 kg small hatchback.
Throughout the engine sizing it will be decided serval parameters, such as engine type (SI or CI), if its
super/turbo charged or naturally aspirated, the back-up torque needed, the maximum engine speed
acceptable and others.
It will be determined appropriate intake manifold lengths that resonates 4 to 5 times the engine
maximum torque engine speed.
An investigation for the appropriate intake and exhaust systems will be made, with a complete
understanding of the different components and sensors related with them.

1. Engine Sizing
1.1. Power Needed
As referred in the introduction, the vehicle chosen is a small hatchback, which needs to reach 120
km/h with a total mass of 950 kg.
The first step is to determine the losses due to the rolling and aerodynamic forces.
From que the equation (1) below it’s possible to obtain the rolling resistance force:
𝐹𝑟𝑟 = 𝑚 ∙ 𝑔 ∙ 𝐶𝑟𝑟 (1)
Where, Frr is the rolling resistance force, m is the mass, g is the gravitational acceleration and Crr is the
rolling resistance coefficient.
The mass is provided and the gravitational acceleration is 9.81 m/s2 as for the Crr a value of 0.015 [1]
has been defined, thus:
𝐹𝑟𝑟 = 950 ∙ 9.81 ∙ 0.015

𝐹𝑟𝑟 = 139.79 𝑁
From the equation (2), the aerodynamic force for the top speed can be determined.
1
𝐹𝑎𝑒𝑟𝑜 = 2 ∙ 𝐶𝐷 ∙ 𝐴𝑓 ∙ 𝜌𝑎𝑖𝑟 ∙ 𝑣 2 (2)
Where CD is the drag coefficient, Af is the frontal area, ρair is the air density and v is the velocity of the
vehicle.
As referred above, the v is the top speed (210 km/h), the air density is assumed as 1.219 Kg/m3 [2], the
frontal area as 2 m2 and CD as 0.3 [3], therefore:
1 210 ∙ 1000 2
𝐹𝑎𝑒𝑟𝑜 = ∙ 0.3 ∙ 2 ∙ 1.219 ∙ ( )
2 3600
𝐹𝑎𝑒𝑟𝑜 = 1244.40 𝑁
With the losses calculated, from the equation (3) it’s possible to determine the power at the wheels
to overcome those losses.
𝑃 = ∑(𝐹) ∙ 𝑣 (3)
Where P is the power, F is the sum of the forces (for this case study aerodynamics and rolling):
𝑃𝑤ℎ𝑒𝑒𝑙 = (𝐹𝑟𝑟 + 𝐹𝑎𝑒𝑟𝑜 ) ∙ 𝑣

210 ∙ 1000
𝑃𝑤ℎ𝑒𝑒𝑙 = (139.79 + 1244.40) ∙
3600

𝑃𝑤ℎ𝑒𝑒𝑙 = 80744.32 𝑊
Obtaining a power required at the wheel of approximately 80.7 kW.
Naturally, from the wheels to the engine there are loses due to the moving parts of the transmissions,
differential and gearbox (mainly), so an efficiency of 85% as been assumed (equation (4)).
𝜂𝑡𝑟𝑎𝑛𝑠 = 85%
𝑃𝑤ℎ𝑒𝑒𝑙
𝑃= (4)
𝜂𝑡𝑟𝑎𝑛𝑠
80744.32
𝑃=
0.85
𝑃 = 94993.32 𝑊
Resulting in a power required of ~95kW, which is starting to resemble typical values for this type of
vehicles, however it’s also important to consider the losses in the alternator, water pump and others
accessories, plus an extra so it’s guaranteed that the vehicle can reach the top speed in less favourable
conditions.
So for this coursework a power at the engine of 110 kW has been defined.
𝑃 = 110 𝑘𝑊
1.2. Engine Sizing Parameters (NA)
Considering the target buyers of small hatchbacks, it only logical to settle for a spark ignition (SI)
engine, and with the power required it’s better to opt for a 4-valve pent roof as a combustion chamber
configuration.
In this coursework there will be two analysis, one for a naturally aspirated (NA) engine and the other
for a turbo charged (TC) engine. Needing to compromise the buyers demand versus the environmental
laws (assuming that the target buyers prefer a NA engine).
First the study for the NA engine:
Assuming:
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑡𝑜𝑟𝑞𝑢𝑒 = 11 𝑏𝑎𝑟, 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑓𝑜𝑟 𝑎𝑛 𝑆𝐼 𝑁𝐴 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 8.5 𝑎𝑛𝑑 12 𝑏𝑎𝑟 [4]
𝐵𝑎𝑐𝑘𝑢𝑝 𝑇𝑜𝑟𝑞𝑢𝑒 = 20%, 𝑡ℎ𝑒 𝑏𝑎𝑐𝑘𝑢𝑝 𝑡𝑜𝑟𝑞𝑢𝑒 𝑖𝑠 𝑡ℎ𝑒 𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑑𝑟𝑜𝑝 𝑜𝑓 𝑡𝑜𝑟𝑞𝑢𝑒 𝑓𝑟𝑜𝑚 𝑡ℎ𝑒 𝑝𝑒𝑎𝑘
𝑡𝑜𝑟𝑞𝑢𝑒 𝑡𝑜 𝑡ℎ𝑒 𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟
From the equation (5) it’s possible to determine the bmep@peak power:
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑡𝑜𝑟𝑞𝑢𝑒
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 = 1+𝐵𝑎𝑐𝑘𝑢𝑝 𝑇𝑜𝑟𝑞𝑢𝑒 (5)
11
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 =
1 + 0.2

𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 = 9.167 𝑏𝑎𝑟
Obtaining a bmep at peak power of 9.167 bar.
Assuming a maximum port velocity of 75 m/s [5] [6]
𝑣𝑎,𝑚𝑎𝑥 = 75 𝑚⁄𝑠
And an inlet valve head diameter to cylinder bore ratio of 0.36 [7]
𝑑
= 0.36, 𝑓𝑜𝑟 4𝑣𝑎𝑙𝑣𝑒 𝑝𝑒𝑛𝑡 𝑟𝑜𝑜𝑓 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 0.35 𝑎𝑛𝑑 0.37
𝐷
Where d is the inlet valve head diameter and D is the cylinder bore.
Now it’s needed to calculate the mean piston speed (SL) from the equation (6)
𝑑 2
𝑆̅𝐿 = 𝑁𝑖𝑛,𝑣𝑎𝑙𝑣𝑒𝑠 ∙ 𝑣𝑎,𝑚𝑎𝑥 ∙ (𝐷) (6)
Where Nin,valves is the number of inlet valves per cylinder (for a 4valve pent roof is 2)
𝑆̅𝐿 = 2 ∙ 75 ∙ (0.36)2
𝑆̅𝐿 = 19.44 𝑚⁄𝑠 , 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑓𝑜𝑟 𝑎𝑛 𝑆𝐼 𝑒𝑛𝑔𝑖𝑛𝑒 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 15 𝑎𝑛𝑑 20 𝑚/𝑠 [8]
1.3. Piston Area, Number of Cylinders, Bore and Stroke Size (NA)
The equation (7) is used to calculate the piston area:

1
𝑃𝑏 = ∙ 𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 ∙ 𝐴𝑡,𝑏𝑜𝑟𝑒 ∙ 𝑆̅𝐿 (7)
4
Where Pb is the power at the engine and At,bore is the total area of the pistons.
1
110 ∙ 103 = ∙ 9.167 ∙ 105 ∙ 𝐴𝑡,𝑏𝑜𝑟𝑒 ∙ 19.44
4
𝐴𝑡,𝑏𝑜𝑟𝑒 = 0.02469 𝑚2
Obtaining a total area of 0.02469 m2.
Now assuming it’s a four cylinder engine (the most common for small hatchbacks):
𝑁𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 = 4
𝐴𝑡,𝑏𝑜𝑟𝑒
𝐴𝑏𝑜𝑟𝑒 =
𝑁𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠
0.02469
𝐴𝑏𝑜𝑟𝑒 =
4
𝐴𝑏𝑜𝑟𝑒 = 0.00617284 𝑚2

Obtaining 0.00617284 m2 per cylinder.
Assuming that the piston head if a circumference, from the equation (8) it’s possible to find the bore.
𝐷 2
𝐴⨀ = 𝜋 ∙ ( 2 ) (8)
𝐷 2
0.00617284 = 𝜋 ∙ ( )
2
𝐷 = 88.65 𝑚𝑚
1.4. Swept volume (NA)
Assuming a maximum engine speed of 7500 rpm to obtain the swept volume, which is fairly high
comparing with current vehicles, nonetheless the target buyers of this type of vehicles are known to
enjoy high engine speeds.
𝑁𝑚𝑎𝑥 = 7500 𝑟𝑝𝑚

Now from que equation (9), it’s possible to determine the stroke:
2∙𝐿∙𝑁
𝑆̅𝐿 = (9)
60
Where SL is the piston speed, L is the stroke and N is the engine speed.
2 ∙ 𝐿 ∙ 7500
19.44 =
60
𝐿 = 77.76 𝑚𝑚
With the stroke calculated it’s important to verify if the stroke to bore ratio ranges between
acceptable values.
𝐿 77.76
=
𝐷 88.65
𝐿
= 0.877, 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 0.8 𝑡𝑜 1.2[9]
𝐷
Now it’s possible to find the swept volume through the equation (10):
𝜋
𝑉𝑠 = 𝑁𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 ∙ 4 ∙ 𝐷 2 ∙ 𝐿 (10)
𝜋
𝑉𝑠 = 4 ∙ ∙ 88.652 ∙ 77.76
4
𝑉𝑠 = 1.92 𝐿
Obtaining a capacity of 1.92 litres, which seem acceptable for a 110 kW NA engine.

The break specific fuel consumption (bsfc) will be calculated in order to further verify the results:
[10]
Assuming a volumetric efficiency of 80% for the max engine speed (nv@max speed) , and from the
equation (11) it’s possible to calculate the air flow (ṁa):
𝜂𝑣,@ max 𝑠𝑝𝑒𝑒𝑑 = 80 %

2∙𝑚̇ 𝑎
𝜂𝑣 = 𝜌 (11)
𝑎,𝑖 ∙𝑉𝑠 ∙𝑁
2 ∙ 𝑚̇𝑎
0.8 =
7500
1.219 ∙ 1.92 ∙ 10−3 ∙ 60
𝑚̇𝑎 = 0.117024 𝑘𝑔⁄𝑠

Now assuming an air to fuel ratio of 13 when the engine is spinning at the maximum speed and from
the equation (12) is possible to find the fuel flow:
𝐴 𝑚̇
𝐴𝐹𝑅 = 𝐹 = 𝑚̇𝑎 (12)
𝑓
𝐴
= 13
𝐹
0.117024
13 =
𝑚̇𝑓
𝑚̇𝑓 = 0.009001846 𝑘𝑔⁄𝑠
With the fuel flow it can now be calculated the bsfc (equation (13)):
𝑚̇𝑓
𝑏𝑠𝑓𝑐 = 𝑃𝑏
(13)
0.009001846 ∙ 3600
𝑏𝑠𝑓𝑐 =
110
𝑏𝑠𝑓𝑐 = 0.294605874 𝑘𝑔⁄𝑘𝑊 ∙ ℎ
This bsfc value is fairly acceptable when comparing it with the Euro 6d emission standards [11].

1.5. Engine Sizing Parameters (TC)
Doing the same analysis for a turbo charged configuration, as referred above, the choice for a spark
engine a 4-valve pent roof configuration maintains.
Assuming:
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑡𝑜𝑟𝑞𝑢𝑒 = 15 𝑏𝑎𝑟, 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑓𝑜𝑟 𝑆𝐼 𝑇𝐶 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 12.5 𝑎𝑛𝑑 17 𝑏𝑎𝑟 [4]
𝐵𝑎𝑐𝑘𝑢𝑝 𝑇𝑜𝑟𝑞𝑢𝑒 = 20%

From the equation (5):
𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 = 12.5 𝑏𝑎𝑟
Maintaining the assumption for the maximum port velocity [5] [6] and inlet valve head diameter to
cylinder bore ratio it’s possible to obtain, from the equation (6), the mean piston speed.
𝑣𝑎,𝑚𝑎𝑥 = 75 𝑚⁄𝑠
𝑑
= 0.36, 𝑓𝑜𝑟 4𝑣𝑎𝑙𝑣𝑒 𝑝𝑒𝑛𝑡 𝑟𝑜𝑜𝑓 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 0.35 𝑎𝑛𝑑 0.37
𝐷
𝑆̅𝐿 = 19.44 𝑚⁄𝑠
1.6. Piston Area, Number of Cylinders, Bore and Stroke Size (TC)
From the equations (7) and (8) and assuming again a 4 cylinder engine, it’s possible to find the bore:
𝐴𝑡,𝑏𝑜𝑟𝑒 = 0.01811 𝑚2
𝑁𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠 = 4
𝐴𝑏𝑜𝑟𝑒 = 0.004526749 𝑚2
𝐷 = 75.92 𝑚𝑚
Obtaining a slightly smaller bore, compared with the NA engine.
1.7. Swept volume (TC)
Assuming the same maximum engine speed and from the equation (9), the stroke has been calculated:
𝑁𝑚𝑎𝑥 = 7500 𝑟𝑝𝑚

𝐿 = 77.76 𝑚𝑚

With the stroke calculated it’s still important to verify if the stroke to bore ratio ranges between
acceptable values.
𝐿 77.76
=
𝐷 75.92
𝐿
𝐷
= 1.024, 𝑡𝑦𝑝𝑖𝑐𝑎𝑙 𝑣𝑎𝑙𝑢𝑒𝑠 𝑟𝑎𝑛𝑔𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 0.8 𝑡𝑜 1.2[9]
And from the equation (10), the new swept volume is calculated:
𝑉𝑠 = 1.408 𝐿
Obtaining a significantly smaller capacity, which can be viewed as an advantage, with the actual
tendency of downsizing engines.
Again, the bsfc will be calculated in order to further verify the results.
Now assuming a volumetric efficiency of 95% [10] and air to fuel ratio of 13 and from the equations
(11), (12) and (13) the new bsfc can be calculated:
𝜂𝑣,@ max 𝑠𝑝𝑒𝑒𝑑 = 95 %
𝑚̇𝑎 = 0.1019084 𝑘𝑔⁄𝑠

𝐴
= 13
𝐹
𝑚̇𝑓 = 0.007839108 𝑘𝑔⁄𝑠
𝑏𝑠𝑓𝑐 = 0.256552615 𝑘𝑔⁄𝑘𝑊 ∙ ℎ

Obtaining an even smaller break specific fuel consumption.
1.8. Results Analysis
As it can be observed on the Table 1, with the decrease in size and bsfc it can be determined that the
turbo charged engine is the better option in order to meet the euro 6d emission standards.
Table 1 Engine Sizing NA vs TC
NA TC
bmep@peak torque 11 bar 15 bar
bmep@peak power 9.167 bar 12.5 bar
N. valves 4 4
Mean inlet air speed 75 m/s 75 m/s
Mean piston speed 19.44 m/s 19.44 m/s
D/d 0.36 0.36
Bore 88.65 mm 75.92 mm
Stroke 77.76 mm 77.76 mm
Capacity 1.92 L 1.41 L
bsfc@peak engine speed 0.295 kg/kW.h 0.257 kg/kW.h

2. Intake and exhaust dimensions

2.1. Length of the intake runner
In order to calculate the length of the intake runner that will resonate at the speed of the engine at
maximum torque (for one full reflection) is necessary to determine the cycle speed.
Assuming that this particular engine will reach the maximum torque at 4000 rpm, from the equation
(14):
𝑁
𝑓𝑐 = 𝑛 (14)
𝑟
Where N is the engine speed and nr is the number of rotations needed for a full cycle, in this case, as
it is a 4 stroke engine, it needs to do two full rotations for a full cycle.
4000
𝑓𝑐 = 60
2
𝑓𝑐 = 33. (3)𝐻𝑧
In order to obtain the intake length, the equation (15) is used:
𝑐
𝑙 = 4∙𝑓 − 0.3 ∙ 𝑑 (15)
𝑐
Where l is the intake length, d is the diameter of the valve, which can be determined from the inlet
valve head diameter to cylinder bore ratio calculated in the chapter 1 and c is the speed of sound [12].
𝑑 = 27.3312 𝑚𝑚
340.29
𝑙= − 0.3 ∙ 0.0273312
4 ∙ 33. (3)
𝑙 = 2.54 𝑚
Obtaining an intake runner length of 2.54 m.

2.2. Appropriate length for the inlet runner from a packaging and
resonance perspective
In order to determine an appropriate length for the inlet runner from a packaging and resonance
perspective, it’s going to be assumed that intake will resonate 5 times.
From the equation (14):
𝑓@1𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 33. (3)𝐻𝑧
𝑓@5𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 33. (3) ∙ 5 = 166. (6)𝐻𝑧
And from the equation (15) it’s possible to determine the length for an individual runner:
𝑙 = 0.50 𝑚
Achieving a runner length of 0.5 m, which from a packaging point of view can be hard to fit. In order
to reduce the length of the runner, a plenum chamber can be added. It has been decided to initially
use a 2 l plenum chamber, which is a good starting point for a 1.4 l engine [13].
The first step is to determine, from the equation (16), the area of the head of the intake valve.
𝜋∙𝑑 2
𝐴𝑣𝑎𝑙𝑣𝑒 = (16)
4
𝜋 ∙ 0.02733122
𝐴𝑣𝑎𝑙𝑣𝑒 =
4
𝐴𝑣𝑎𝑙𝑣𝑒 = 0.000587 𝑚2
With the added plenum and using the equation (17) it’s possible to determine the new length for the
intake runners.
𝑓@5𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 𝑓𝐻
𝑐 𝐴𝑣𝑎𝑙𝑣𝑒
𝑓𝐻 = 2∙𝜋 √ 𝑉𝑝𝑙𝑒𝑛𝑢𝑚 (17)
𝑙∙
4
340.29 0.000587
166. (6) =
2 ∙ 𝜋 √ 𝑙 ∙ 0.002
4
𝑙 = 123.90 𝑚𝑚
Obtaining a new intake length of 123.9 mm, which seems to be an acceptable value for a small 1.41 l
engine. Thus respecting the packaging side.

3. Intake and exhaust investigation

3.1. Intake
The air intake system of a conventional gasoline engine is composed by the air filter, which cleans the
air that will go to the engine, typically followed by a MAF (mass air flow) sensor (it’s not mandatory,
in fact this sensor is mostly used by Diesel engines), which measures the quantity of air. This sensor
usually includes a temperature probe. The MAF sensor is important in order for the ECU to be able to
calculate the exact amount of fuel needed.
Figure 3.1. Air filter in the left and MAF sensor in the right
Then follows the turbo charger (for this particular study case), which uses the exhaust gases to rotate
a turbine that drives a compressor, compressing the air, meaning that the quantity of air is increased,
thus being possible to add more fuel therefore producing more power. In gasoline engines the control
of pressure is obtained through a waste gate in the turbine side of the turbocharger, which bypasses
part of the exhaust gases directly to the downpipe, a variable geometry turbo isn’t viable due to the
high temperatures, in order to properly work it would need very expensive materials. The additions
of a turbo also means that it’s necessary to have stronger materials throughout the intake to
sustenance the added pressure. Since the turbo uses the exhaust gases to rotate it will influence the
intake air temperature, having the need of introducing an intercooler to overthrow the temperature.
Another temperature sensor follows, in order to verify the efficiency of the intercooler. Another
system need to be included for turbo application, a dump valve (also known as blow off valve) which
releases/recirculates exceeded pressure between the turbo (or intercooler) and the throttle body, this
is necessary since when the accelerator pedal is realised the throttle butterfly will shut with the turbo
still spinning, thus creating an absurd amount of pressure which can’t be used and will damage several
components.

Figure 3.2. Top left – Turbocharger; Top right – Intercooler; Bottom left – Blow off Valve; Bottom right –
Temperature sensor
Next follows the throttle body, controlling the amount of air flowing into the engine [14], this amount
is directly proportional to accelerator pedal position (with some corrections and safety features).
Inside the body there’s also a throttle position sensor, which is important as a feedback to verify if the
butterfly is opening and closing as it should be doing.
Figure 3.3. Electronic Throttle Body
The MAP (manifold air pressure) sensor measures the air pressure in the intake manifold, in order for
the ECU to calculate the amount of fuel needed. Sometimes a pressure sensor can be added after the
intercooler for feedback and/or for the actuation of the blow off valve and at the same time verify if
the turbo is working correctly. This sensor in located in the intake in order to have the closest value of
the pressure right before the combustion chamber (passing through the several systems and pipes the
air pressure will drop).

Figure 3.4. MAP sensor
Ending in the plenum chamber plus intake manifold/runners, the plenum chamber is basically a
storage container providing the extra charge needed when a sudden need for power/torque is
required [15]. The runners connect the plenum to the engine, in some cases the fuel injectors can be
located on the runners.
A simplified diagram for the air intake can be observed on the figure 3.5.
Figure 3.5. Simplified diagram for the air intake engine of this coursework
The fuel intake system is composed by the tank, usually in it can be found the “low pressure” fuel
pump (this pump varies location depending on the manufacturer, some brands even use several
pumps) on which usually is found the tank capacity sensor.
Then the fuel passes by a fuel filter, cleaning the fuel. This filter sometimes has a temperature sensor
incorporated, in order to adjust the injection times, and if needed as protection, shutdown the engine.
Figure 3.6. Fuel pump whit capacity sensor (left) and fuel filter (right)

Then the fuel goes through a high pressure fuel pump (for this case study it’s assumed that the engine
as a direct fuel injection, since better results, in terms of emissions, have been shown) in order to
pressurize the fuel to values where it can be inject directly to the combustion chamber. It’s also fairly
common to find temperate sensors on the outlet of the pump (for the same reason as described
above).
With the fuel pressurized, it flows to the fuel rail, were the pressure is monetarized by a pressure
sensor, and if needed regulated by the pressure limiter/regulator ensuring the exact pressure is met
for the most efficient fuel injection.
Figure 3.7. High pressure fuel pump (top), rail (middle) and injectors (bottom).
The final actuators found in the fuel intake system are the injectors, which “opens” and “closes” in
function of the ECU signal. This signal varies according to some sensors referred above and a lot of
other sensors. The most important ones are the reference sensor, giving the engine speed and the
camshaft position sensor informing of which cylinder is currently occurring the combustion.
Theoretically, only with the sensors and systems described above (adding the ignition system) it would
be possible to run an engine, although in a very archaic way.
A simplified diagram for the fuel intake can be observed on the figure 3.8.
Injectors
Figure 3.8. Simplified diagram for the fuel intake engine of this coursework

3.2. Exhaust
Usually one of first exhaust systems to appear is the EGR (exhaust gas recirculation), which as the
name indicates, bypasses some of the exhaust gases back through the intake, reducing the amount of
NOX formation [16] and at the same time reducing the probability of knock.
A temperature sensor typically follows, allowing to get the exhaust gas temperature between the
engine and TWC (Three Way Catalytic Converter) in order to adjust the EGR opening and to prevent
overheats.
Then it can be found a Lambda sensor, which as the ability to precisely measure the air/fuel ratio
present on the exhaust gases. Sending information to the ECU in order to adjust the fuel injection. The
information from this sensor can also offer a control for catalytic converter lifespan [17].
Figure 3.9. EGR (left), Lambda Sensor (middle), Exhaust Gas Temperature Sensor (right)
Due to the Euro 6d emissions standards, the need of introducing a gasoline particulate filter (GPF) is a
must. GPFs are quite similar to DPFs (Diesel particulate filter), having a honeycomb like structure,
made from a synthetic ceramic, the exhaust gases are forced to pass through this porous filter,
trapping the dust [18]. This filters are very efficient, reports stated that this filters are able to eliminate
more than 90% of particles. However there is a big downside, over the time the dust builds up,
“plugging it”. The best way to remove it is by burning the dust at temperatures of over 600ºC. Thus
the regeneration can only be effective when there is no power need, thus only actuated when
braking/decelerating, allowing for the oxygen to go through the combustion chamber. A big advantage
when comparing with Diesel particles filters is that is no need to alter the injection in order to increase
the exhaust gases temperature, so it’s a passive regeneration. Identically to the DPFs, the GPFs need
a differential pressure sensor (between the intake and exhaust of the GPF) allowing to verify his state
(number of particles build up in the filter) and a particles sensor at the end of the filter is fitted to
analyse the efficiency of the GPF. Generally, the GPF is integrated in a three-way catalyst becoming a
“four-way catalyst”.

Figure 3.10. Inside view of a GPF
The three-way catalyst converter is used to convert harmful gases such as NOX (nitrogen oxides), HC
(hydrocarbonates) and CO (carbon monoxide) into less harmful substances as N2 (nitrogen), H2O
(water) and carbon di oxide (CO2) [19]. The TWC can be dived into two parts, a reduction catalyst and
an oxidation catalyst. The reduction catalyst is made of platinum and rhodium (highly expensive
metals) converting the NOXs into nitrogen and oxygen (dividing the nitrogen and oxygen from the
NOXs. The oxidation catalyst is made of platinum and palladium converting the COs and HCs in the
exhaust gases into water and carbon di oxide. In order to verify the efficiency of the TWC, two sensors
are placed after it, A NOX sensor and a lambda sensor. The NOX sensor is used to measure the quantity
of NOXs, analysing the reduction catalyst part of the TWC, and as already referred above the lambda
sensor will measure the air/fuel ratio, ensuring the efficiency of the reduction catalyst part of the TWC.
Figure 3.11. Three-way catalyst converter
The final part of the after-treatment is the muffler, which is used to reduce the noise (decibel level)
from the exhaust gases. Forcing the exhaust gases to flow from different chambers, sometimes trough
pipes openings and other times trough perforated pipes. Some mufflers have a fiberglass material
around the perforated tubes to help absorb the sound.

Figure 3.12. Automotive muffler
A simplified diagram for the exhaust can be observed on the figure 3.13
Figure 3.13. Simplified diagram for the exhaust system of the engine of this coursework

Conclusions
This project allowed an advance comprehension of all the steps in order to dimension an engine. All
the values that had to be assumed helped into further investigate the existing engine parameters.
Trying to obtain values that were ranged between acceptable values turned out be a challenge, but
with an Excel file made, this task was heavily simplified.
The intake runner dimensioning helped into having a different perspective related to the importance
of it, being a fairly important aspect into the overall engine sizing.
The exhaust part of the investigation was useful to understand the latest technology of automotive
engine after treatment, GPF. Which is a very recent system introduced in gasoline engines, but in the
end it turned out that it works almost in the same as a DPF.

References
[1] Nice, K. How Tires Work [online] available from <https://auto.howstuffworks.com/tire4.htm> [04
May 2018]
[2] Engineering ToolBox, (2003). Air - Density, Specific Weight and Thermal Expansion Coefficient at
Varying Temperature and Constant Pressures [online] available from
<https://www.engineeringtoolbox.com/air-density-specific-weight-d_600.html> [04 May 2018]
[3] Racing Cars (2017) Aerodynamics [online] available from <http://tech-

racingcars.wikidot.com/aerodynamics> [04 May 2018]
[4] IPFS (2017) Mean effective pressure [online] available from

<https://ipfs.io/ipfs/QmXoypizjW3WknFiJnKLwHCnL72vedxjQkDDP1mXWo6uco/wiki/Mean_effectiv
e_pressure.html> [04 May 2018]
[5] CarTech Cylinder Head Math for Engine Performance [online] available from
<https://www.cartechbooks.com/techtips/cylinder-head-math-for-engine-performance/> [04 May
2018]
[6] Ward, W. (2012) ‘The effect of valve size’ High Power Media [online] available from
<https://www.highpowermedia.com/blog/3346/the-effect-of-valve-size> [04 May 2018]
[7] Smith, P., Morrison, J.C. (2011) Scientific Design of Exhaust and Intake Systems (Engineering and
Performance) Robert Bentley
[8] HPWizard Engine – Mean Piston Speed [online] available from <http://hpwizard.com/mean-
piston-speed.html> [04 May 2018]
[9] Herold, R. (2012) ‘Stroke-to-Bore Ratio: A Key to Engine Efficiency’ achatespower [online] available
from <http://achatespower.com/stroke-to-bore/> [04 May 2018]
[10] Nutter, B. (2017) ‘Volumetric Efficiency and What it Means to Performance’ OnAllCylinders
[online] available from <http://www.onallcylinders.com/2017/05/11/volumetric-efficiency-and-
what-it-means-to-performance/> [04 May 2018]
[11] Joshi, A. (2017) ‘Progress and Outlook on Gasoline Vehicle Aftertreatment Systems’ Ingenta
Connect [online] available from
<http://www.ingentaconnect.com/content/matthey/jmtr/2017/00000061/00000004/art00008;jsess
ionid=dhnbx4cfibnm.x-ic-live-02> [04 May 2018]
[12] NASA Speed of Sound [online] available from <https://www.grc.nasa.gov/www/k-

12/airplane/sound.html> [04 May 2018]
[13] Vichi, G., Romani, L., Ferrari. L., Ferrara, G. (2015) Development of an Engine Variable Geometry
Intake System for a Formula SAE Application [online] available from <https://ac.els-
cdn.com/S1876610215027988/1-s2.0-S1876610215027988-main.pdf?_tid=f986c1fe-a9da-40bd-
98da-3b22d03f1370&acdnat=1525377754_9f30f04aca62ea160cf3811d99ebc9e9> [04 May 2018]

[14] Engstrom, J. ‘Symptoms of a Bad or Failing Throttle Body’ Your Mechanic [online] available from
<https://www.yourmechanic.com/article/symptoms-of-a-bad-or-failing-throttle-body> [04 May
2018]
[15] Quora (2018) What is a plenum on a car? [online] available from <https://www.quora.com/What-
is-a-plenum-on-a-car> [04 May 2018]
[16] Wei, H., Zhu, T., Shu, G., Tan, L., Wang, Y. (2012) Gasoline engine exhaust gas recirculation – A
review [online] available from
<https://www.sciencedirect.com/science/article/pii/S0306261912003595> [04 May 2018]
[17] NGK (2013) What does the Lambda sensor do? [online] available from
<https://www.ngkntk.co.uk/index.php/technical-centre/lambda-sensors/what-does-the-lambda-
sensor-do/> [04 May 2018]
[18] INSIGHT (2018) Gasoline particulate filters [online] available from <
http://www.infineuminsight.com/insight/jan-2018/gasoline-particulate-filters> [04 May 2018]
[19] Mechteacher (2016) How a 3-Way Catalytic Converter Works [online] available from
<http://mechteacher.com/3-way-catalytic-converter/> [04 May 2018]
Figures
Kerns, J. (2016) The Difference Between Car Engines [online] available from
<http://www.machinedesign.com/motorsdrives/difference-between-car-engines> [04 May 2018]
K&N Filters K&N 33-2912 [online] available from

<https://www.knfilters.co.uk/search/product.aspx?prod=33-2912> [04 May 2018]
Honeywell (2013) Charge Air System [online] available from

<http://www51.honeywell.com/honeywell/news-events/graphic-library-n3/transport-systems/hon-
turbo-tech.html?c=35> [04 May 2018]
Modern Performance (2013) TREADSTONE 3.5" TR8 INTERCOOLER | (TR8) [online] available from
<https://www.maperformance.com/products/treadstone-3-5-tr8-intercooler-tr8> [04 May 2018]
Denso (2015) Exhaust Gas Temperature Sensors [online] available from <http://www.denso-
am.com/products/automotive-aftermarket/engine-management-systems/exhaust-gas-temperature-
sensors/> [04 May 2018]
Indiamart (2012) Three Way Catalytic Converter [online] available from

<https://www.indiamart.com/proddetail/three-way-catalytic-converter-16802815188.html> [04
May 2018]
Briscoe, N. (2016) ‘Volkswagen to fit filters to petrol engines as legislation looms’ The Irish Times
[online] available from <https://www.irishtimes.com/life-and-style/motors/volkswagen-to-fit-filters-
to-petrol-engines-as-legislation-looms-1.2744999> [04 May 2018]

Cw1 Part1 M21mae David Chaves Sid8378556

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Engine, Intake and Exhaust

MSc Automotive Engineering

David Almeida Chaves - 8378556

David Chaves May 2018 1

David Chaves May 2018 2

𝐹𝑟𝑟 = 𝑚 ∙ 𝑔 ∙ 𝐶𝑟𝑟 (1)

𝐹𝑟𝑟 = 950 ∙ 9.81 ∙ 0.015

𝑃𝑤ℎ𝑒𝑒𝑙 = (𝐹𝑟𝑟 + 𝐹𝑎𝑒𝑟𝑜 ) ∙ 𝑣

David Chaves May 2018 3

1.2. Engine Sizing Parameters (NA)

First the study for the NA engine:

David Chaves May 2018 4

𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 = 9.167 𝑏𝑎𝑟

Obtaining a bmep at peak power of 9.167 bar.

Assuming a maximum port velocity of 75 m/s [5] [6]

The equation (7) is used to calculate the piston area:

Obtaining a total area of 0.02469 m2.

David Chaves May 2018 5

Obtaining 0.00617284 m2 per cylinder.

1.4. Swept volume (NA)

𝑁𝑚𝑎𝑥 = 7500 𝑟𝑝𝑚

David Chaves May 2018 6

𝜂𝑣,@ max 𝑠𝑝𝑒𝑒𝑑 = 80 %

𝑚̇𝑎 = 0.117024 𝑘𝑔⁄𝑠

𝑚̇𝑓 = 0.009001846 𝑘𝑔⁄𝑠

David Chaves May 2018 7

1.5. Engine Sizing Parameters (TC)

𝐵𝑎𝑐𝑘𝑢𝑝 𝑇𝑜𝑟𝑞𝑢𝑒 = 20%

𝑏𝑚𝑒𝑝@𝑝𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟 = 12.5 𝑏𝑎𝑟

1.7. Swept volume (TC)

𝑁𝑚𝑎𝑥 = 7500 𝑟𝑝𝑚

David Chaves May 2018 8

𝜂𝑣,@ max 𝑠𝑝𝑒𝑒𝑑 = 95 %

𝑚̇𝑎 = 0.1019084 𝑘𝑔⁄𝑠

𝑏𝑠𝑓𝑐 = 0.256552615 𝑘𝑔⁄𝑘𝑊 ∙ ℎ

1.8. Results Analysis

David Chaves May 2018 9

2. Intake and exhaust dimensions

David Chaves May 2018 10

From the equation (14):

𝑓@1𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 33. (3)𝐻𝑧

𝑓@5𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 33. (3) ∙ 5 = 166. (6)𝐻𝑧

𝑓@5𝑟𝑒𝑠@ max 𝑡𝑜𝑟𝑞𝑢𝑒 = 𝑓𝐻

David Chaves May 2018 11

3. Intake and exhaust investigation

David Chaves May 2018 12

Figure 3.3. Electronic Throttle Body

David Chaves May 2018 13

Figure 3.4. MAP sensor

David Chaves May 2018 14

David Chaves May 2018 15

David Chaves May 2018 16

Figure 3.10. Inside view of a GPF

Figure 3.11. Three-way catalyst converter

David Chaves May 2018 17

Figure 3.12. Automotive muffler

David Chaves May 2018 18

David Chaves May 2018 19

[3] Racing Cars (2017) Aerodynamics [online] available from <http://tech-

[4] IPFS (2017) Mean effective pressure [online] available from

[12] NASA Speed of Sound [online] available from <https://www.grc.nasa.gov/www/k-

David Chaves May 2018 20

K&N Filters K&N 33-2912 [online] available from