HEBRON MOTORSPORTS EXHAUST REPORT

ABSTRACTS: this paper contains relevant information about Hebron motorsports exhaust manifold
design and optimisations for FSAE car engines and it uses the art of wave dynamics to maximize wave
scavenging potential during valve overlap period. The main objective of designing exhaust headers are
to enhance engine breathing by minimizing backpressure at high rpm and exhaust pulse tuning to
maximize wave scavenging potential during valve overlap period. The virtual engine model has been
developed in Ricardo Wave Software and analysis of the performance changing factors have been done.
Or rather studied extensively. In this work, we considered the performance of different geometries using
Ricardo Wave Build by analyzing the back pressure, scavenging potential, port pressure as well as vol.
efficiency and also their effects are discussed. Track data of Formula SAE was gathered, and according to
the optimum engine running condition, the tuning goal was achieved.

INTRODUCTION:
A substantial part of engine performance is exhaust header design. This is because lengths and diameter
of exhaust headers have an important impact on the performance of the engine. It is just not the bundle
of some pipes which just directs the exhaust gasses, it is more than that. The design of exhaust header,
as well as intake manifold, uses the principle of wave dynamics to get well optimized high-performance
engine. It is based on the superposition of pressure waves at optimum timing. Here, optimum timing is
defined as the valve overlap period. It is the period at which both intake and exhaust valves are open for
a certain time.

Exhaust header design is initiated in accordance with the intake manifold characteristics on basis of the
performance parameters. It is designed for a specific range of rpm. One cannot get the increased torque
at low end as well as high end. Racing cars are usually defined for high rpm and street cars are for low
rpm band. The FSAE (Formula Society of Automobile Engineers) design goal is to develop and construct a
single-seat race car for the non-professional weekend autocross racer with the best overall package of
design, construction, performance, and cost.

In this paper, we will be working with the exhaust scavenging concept put forth by Gordon P Blair, we
will also be analyzing how we can obtain reduced back pressure and gradually flatten the torque curve
caused by poor scavenging.

We will also give the type of exhaust manifold design used and how it helps in reducing the back
pressure and increasing the scavenging potential.

TYPE OF MANIFOLD DESIGN

For the header and collector design, our experiments and simulation results show that the most efficient
design is the 4 to 2 to 1 design, this has lesser back flow potential and higher scavenging potential, all
angles are filleted an angle of 30 degrees and all collecting locations are at an angle of 15 degrees
HEADER:
Design of exhaust headers/manifolds involves evaluation of pipe diameter, length, and geometry. First
to consider is header pipe diameter. At low engine speeds, high exhaust gas velocities are necessary to
achieve quick throttle response. By means of conservation of mass, a small diameter exhaust pipe will
result in higher gas velocity, conducive to throttle response for acceleration. However, without sufficient
cross-sectional area, small diameter pipes may limit the mass flow rate needed to expel all combusted
gases at higher rpm. Therefore, a compromise must be met to sufficiently provide high velocity flow
with proper flow rate at peak engine speeds

Using the equations posited by smith and bell et all, we can approximately obtain an optimum header
length.

P = (ASD)^2/1400d^2

P=((850(180+b))/R)-3

P represents pipe length in feet, A is exhaust open period in degrees, S is stroke length in inches, D is
cylinder bore in inches, d is exhaust valve port diameter in inches, B is 180 plus the number of degrees
the exhaust opens before BDC (bottom dead center), and R is the target rpm. Equations (1) and (2) result
in a pipe length estimates of 18 in. and 21.24 in. respectively. Overall, the primary header’s diameter is
less than the secondary header diameter, the final collector has the biggest diameter, primary header
diameter is equivalent to that of the exhaust port on the engine block 33.5mm, the length to the first
collector is 120mm, the collector extension length and diameter is 215mm and 45mm the downpipe was
designed with a 90percent bend with radius of 3*pipe OD to change the direction of exhaust gas
without creating possibilities of pressure loss due to flow separation. Apart from this, the smooth
transition allows accurate and predictable engine exhaust and muffler acoustic analysis, like those
performed on the muffler only, to predict transmission loss vs frequency characteristics.
collector convergence formula

Reflection Coeff. (R) = (Z1 – Z0)/ ( Z1 + Z0)

Transmission Coeff. (T) = 2 Z1 /( Z1 + Z0 )

Where Z1 is the point after convergence and Z0 is the point before convergence

MATERIAL SELECTION
PARAMERER CAST IRON STAINLESS STEEL INCONEL STEEL TITANIUM
AVAILABILITY YES YES MODERATE NO
IN NIGERIA
COST LOW MODERATE HIGH HIGH
WEIGHT HEAVY HEAVY LIGHT LIGHT
THERMAL 47-80 12-45 15 15
CONDUCTIVITY

Based on above table we can see that cast iron and stainless steel are both heavy designs as well as the
thickness that the header can be manufactured with these metals is also more whereas Inconel steel
and titanium can be used to make header with relatively less thickness as less as 1mm. [3]Also the
thermal conductivity of these metals is lesser than that of cast iron and stainless steel; hence the header
temperature remains higher as less heat is conducted. One of our overall design consideration is low
cost vehicle and availability of vehicle parts in Nigeria, our choice is stainless steel because it is
moderately costly, available in Nigeria and has a thermal conductivity we can work with, thereby causing
a slight increase in the velocity of exhaust gases and the decrease in the back pressure, it is also going to
be a bit heavier than choices like titanium or Inconel steel.

FLOW ANALYSIS
Type Environment Pressure
Faces Boss-Extrude3[2]//Face

Value 501325.00 Pa

700.00 K

Outlet
Type Environment Pressure

Faces Boss-Extrude4//Face
Value 101325.00 Pa
293.20 K

Results
Name Unit Value
Maximum Velocity m/s 755.819
NB: the temperature values used were approximate but the pressure value used was arbitrary, pending
on the intake systems calculations on the break horse power of the power stroke.

MUFFLER DESIGN: Reactive mufflers are used widely in car exhaust systems where the exhaust gas
flow and hence noise emission varies with time. They have the ability to reduce noise at various
frequencies due to the numerous chambers and changes in geometry that the exhaust gasses are forced
to pass through.

We use the straight through absorption muffler because of its absorption proprieties
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