International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

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Design Development and Manufacturing of Air Intake Flow System In

FSAE Car
Shubham Shinde1, Saurabh Walekar2
1-2Student, Department of Mechanical Engineering, Trinity College of Engineering and Research, Pune-048
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Abstract - Design and Manufacturing venturi type challenge the imagination and ingenuity of competitors.
restrictor which is to be fitted in the intake manifold of a Following this a great deal of research was done into the
Formula SAE car engine. The main purpose of 20mm restrictor many different systems available to be incorporated into the
in intake manifold is to restrict mass flow passing to the drive train of this style of race car. This research will not
engine thus reducing its maximum power. Objectives of this only lead to my design decisions for this year’s car, but
research is to optimize a venturi type design to allow should also become a foundation for future students
maximum possible mass flow rate to the engine from 20 mm involved in developing a race car for Team’s Motorsport in
restrictor buy reducing the difference in pressure across future competitions. The task of designing and
venturi at all speeds. Analytical calculations are done based on manufacturing a competitive vehicle requires a team of
standard results to get maximum mass flow rate and CFD tool students each responsible for specific areas of the car. As a
is used to calculate minimum pressure drop across the result of this the project requires great teamwork and
restrictor buy varying converging and diverging angles of communication to be completed successfully, particularly in
venturi. It can be observed from CFD results that for the time permitted.
converging and diverging angle of 12 degrees and 6 degrees The performance of an internal combustion engine depends
respectively minimum pressure drop can be achieved. directly on the amount of air elaborated in every cycle
Key Words: Formula SAE, Intake Restrictor, Flow during its functioning. On this basis, a way to limit the
optimization, CFD. maximum power of an engine is to introduce a pressure loss
along the intake manifold. According to this principle,
1.INTRODUCTION Formula SAE rules impose the adoption of a restrictor, with a
diameter of 20mm, along the intake line between the throttle
SAE SUPRA is a competition organized by SAE INDIA valve and the engine inlet. More in detail, the restrictor has
(formerly Society of Automotive Engineers). The SAE SUPRA the aim to cause a pressure drop that is proportional to the
rules committee imposed a rule that power of any 4-stroke second power of the instantaneous velocity of the airflow. In
petrol engine used in the competition must not exceed 610cc order to reduce the influence of the restrictor, it is necessary
per cycle and all engine airflow must pass through a 20mm to minimize the maximum instantaneous flow velocity
restrictor to limit its power compatibility. through it [1].

This rule reduces the air flow to the engine intake thereby A way to obtain this objective is to place a plenum chamber
arising a need for a device that can allow maximum air flow between the restrictor and the engine. The plenum allows
through the restrictor. Thus, the aim of this project is to one to minimize the pulsating flow through the restrictor. As
design and create an air flow restrictor which is to be fitted consequence the pressure drop at the restrictor decreases
in between the throttle body and engine that can allow and the mass flow rate elaborated by the engine rises. This
maximum airflow to the engine. The SAE SUPRA car is being allows a growth of the engine performance. The greater is
built by team Aviators of TCOER. the plenum volume the higher is the power that the engine
can provide [1]. Air travels through a throttle body and
An IC engine takes in air from the surroundings and the air intake plenum before reaching individual runners that feed
fuel mixture is combusted inside the engine cylinders. In an each cylinder. An optimized intake system will net the
IC engine, the pressure is low during the intake stroke, engine more airflow and more power; however, designing,
causing the air from the atmosphere to enter the cylinders. machining, and testing a number of intake systems can be
The higher the rpm, greater the pull and lower the pressure. costly. Design improvements are incremental and the design
Due to the mass flow rate being a fixed parameter, the aim is approach is essentially a process of trial and error.
to achieve maximum mass flow with minimum pull. This can Computational fluid dynamics (CFD) flow modeling software
be done by analyzing the restrictor device for minimum offers an alternative to the experimental method of design.
pressure difference between the atmosphere and cylinder, CFD is based on computer simulation, where the governing
resulting in maximum air flow to the engine. To begin this equations of fluid motion (e.g., Navier-Stokes equation) are
project investigation into the Formula SAE competition rules solved numerically. CFD allows a designer to simulate a
and regulations was required. The competition has strict range of intake shapes and flow conditions without having to
guidelines on the safety features of the cars and other machine multiple prototypes for physical flow testing [2].
limitations to restrict the power and cost in order to

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According to the stoichiometric air-fuel ratio, 14.7 grams of 1.4 METHODOLOGY

air is required to burn 1gram of fuel. Due to the restrictor
rule the actual intake of the engine KTM Duke 390 which has The basic design parameters to be considered for the air
intake diameter of 54 mm reduces to 20 mm which creates a flow and Computational Fluid Dynamic (CFD) analysis is the
high change in pressure. The Supra engines have to run at design constraints due to conglomerate of the rear part of
around 7000 rpm to 11000 rpm resulting in requirement of the chassis and other various rules to be followed. This air
more air for combustion which can be achieved by increase intake manifold is placed between the air filter and the
in mass flow rate, but the 20mm restrictor area being less, throttle body of the engine and hence the inner diameter at
air has to pass with very high velocity to fill the engine with the inflow and outflow of the nozzle is pre-determined and
required amount of air. cannot be changed. The length of this body cannot be
The main purpose of 20mm restrictor in intake manifold is extended after a certain magnitude, since it will provide
to restrict mass flow passing to the engine thus reducing its hindrance to the adjacent parts and must be within the
maximum power. Objectives of this research is to optimize a height of the main roll hoop of the chassis. Thus, the CFD
venturi type design to allow maximum possible mass flow analysis is carried out for the location of the neck, length and
rate to the engine from 20 mm restrictor buy reducing the angle pertained in order for it to not have air resistive vortex
difference in pressure across venturi at all speeds. Analytical regions and to reduce the drag flow [6].
calculations are done based on standard results to get Any CFD problem is solved by putting the appropriate
maximum mass flow rate and CFD tool is used to calculate boundary conditions to the Navier's stokes equation. Using
minimum pressure drop across the restrictor buy varying Finite volume methods, the equations are recast in
converging and diverging angles of venturi [4]. Another conservative form, and then solved on every discrete control
problem with intake system is that in conventional engines it volume. As there is no turbulence involved in the system,
is optimized for a specific speed at which it gives maximum there is no involvement of Reynolds stresses and eddy
torque. Studies showed that longer intake manifolds give currents. Thus the Navier stoke equation can be solved by
peak torque at low engine rpm & shorter engine manifolds treating the system as boundary value problem. Selection of
gives peak torque at higher engine rpm. Conventional the appropriate boundary conditions is very important in the
engines have intake manifolds which are compromised to case of solving boundary value problems, otherwise leads to
get benefit of both [5]. numerical instability of the system. Considering the above
factors in mind, the mass flow rate for choking condition is
1.1 PROBLEM STATEMENT calculated [6].
Considering any models in CFD analysis, there can be 3 types
The output and torque of an engine have the greatest effect
of errors which have to be considered seriously while
on the engine’s character. These, in turn, are greatly affected
solving the problem: -
by the degree to which the cylinder is filled and the
geometric form of the intake tract. High torque requires an (a)Due to the improper meshing, there can be deviation from
intake manifold with geometry different to one for high the actual model which leads to error in the system. This
power output. A medium intake manifold length with a problem is solved by applying structured mesh and applying
medium diameter represents a compromise but it results in convergence criterion.
the lower torque & power at very low & high speeds which
(b)Numerical instability due to improper boundary
ultimately results into degraded performance & less fuel
conditions or truncation errors while conversion of partial
economy. Variable intake manifold poses an ideal alternative
differential equations into algebraic equations. The small
to solve this problem.
error will grow rapidly diverging from the actual error. This
problem is solved by giving appropriate and suitable space
1.2 OBJECTIVE step.
To Develop an Air Intake Flow System for FSAE Car to (c)The mesh has been imported into ansys and solved. The
Increase Mass Flow Rate and Reduce Pressure Drop numerical error is monitored till the value of error gets
reduced to 0.001% so that numerical stability is achieved
1.3 SCOPE [6].
Inlet manifold generally experiences two kind of pressure
The FSAE being a very widely spread international waves one being compression and other is suction wave.
engineering event where students from various institutions Intake manifold can be tuned in such a way that the
participate, it forms a diverse environment for students volumetric efficiency of more than 100% can be achieved.
which help exchange the practice of interchanging the ideas Thus, improvement in the torque output and power of the
with other students from various cultures and background engine is possible. Air flowing through the intake manifold
creating a fit working experience in engineering industry. runner, past the intake valve and into the cylinder flows alike
until the intake valve closes. After the closure of valve air

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strikes on the closed valve & high-pressure wave is created. L. J. Hamilton et. al. studied the effect of intake geometry on
This is the compression wave & travels back and forth along the SI engine performance in their research paper (SAE
the closed intake runner length. Tuning the intake manifold 2009-01-0302). They experimented on HONDA CBR600F4i
is nothing but making the compression wave come back at motorcycle engine by fitting intake of different lengths in
the inlet valve exactly when it opens. This compression wave steps of 0.5m. The engine was controlled with a MOTEC
then rushes into the cylinder to the feel it at values more programmable engine controller and performance
than that of normal one & maximum volumetric efficiency is parameters were measured using a Land and Seawater
achieved. The effect is termed as Ram effect charging & brake dynamometer coupled to the output shaft. They have
length of intake manifold to achieve that Ram effect can be calculated the engine parameters with the help of water
predicted by Chryslers Ram Theory [5]. brake dynamometer & other sophisticated measuring
instruments. 1-D engine simulation code Ricardo Wave was
Another wave is the rarefaction or suction wave, it generates
used for computational study. The intake pressure was also
when the inlet valve opens and the vacuum of the cylinder
measured with pressure transducer experimentally. The
is exposed to the inlet manifold. This low pressure when
travels from inlet valve opening to the other end of intake pressure at intake valve closure was observed to study its
manifold i.e. to the atmosphere in case of single cylinder effect on engine performance. The key findings from study
engine & gets reflected as pressure wave. The high-pressure were Volumetric efficiency was seen to vary in the range of
wave then generated travels back towards inlet valve. The 50% to 110% and torque was seen to vary from 20 to 55 Nm
timing of arrival of this reflected high pressure wave can be over the speed range of 3,000 to 12,500 RPM. Intake
tuned with opening of the intake valve by appropriately pressure at IVC position showed dominant effect on the
designing the inlet manifold. Tuning of the intake manifold in volumetric efficiency. Intake tuning resulted into the
this way increases the local density of the air at the inlet. In resonance charging which produce maximum volumetric
cylinder pressure get increased at ivc causing maximum efficiency. Experimental & computational investigation
possible volumetric efficiency [5]. showed that Intake runner length has a significant effect on
volumetric efficiency and torque. Bending intake runners to
2. LITERATURE REVIEW conform to packaging requirements appears to have no
significant effect on volumetric efficiency or torque [3].
M. A. Ceviz conducted experiments to study effects of intake Ronak I. Sayani, Swapnil S. Ghodake, Sagar D. Mohite,
plenum volume variation on engine performance and Vaibhav R. Shelar, Prof. Irshad Shaikh studied the effect of
emission. Brake and indicated engine performance intake geometry air restrictor venturi for a SAE SUPRA
characteristics, coefficient of variation in indicated mean vehicle to achieve maximum air flow with minimum
effective pressure were taken into account. He concluded pressure drop to optimize the performance of the vehicle.
that the engine performance can be increased by using SAE SUPRA competition has imposed a rule regarding air
intake plenum volume that is continuously variable. M.A. intake that all the air should pass through a single restrictor
Ceviz and M. Akin investigated the effects of intake plenum of 20mm diameter to be placed in between the throttle and
volume on the performance of a spark-ignited engine with engine. This rule is imposed to limit the power capability of
electronic fuel injector. Si engines with multipoint fuel the engine. From data obtained by several analysis gathered
injection system showed better characteristics than from ANSYS – Fluid Flow (Fluent), it can be stated that the
carbureted one. The results showed that the variation in the most optimized values for the venturi are 14 and 6 degrees
plenum length causes an improvement in fuel consumption for converging and diverging angles respectively. [4]
at high load and low engine speeds. Research work done by
Jensen Samuel et. al. in their research work entitled Effect of Pruthviraj Vitthal Wable, Sahil Sanjog Shah, Paper deals
Variable Length Intake Manifold on a Turbocharged Multi- with the optimization of venturi type air intake restrictor
Cylinder Diesel Engine they have validated major engine that can be used in FSAE (Formula Student) competitions. As
parameters with 1000hp V46-6 turbo diesel engine and the per the rulebook provided by FSAE the air going into the
deviations were found to be less than 5% of the engine from the throttle body or carburetor must pass
experimental data.[1] through a 20 mm diameter opening. If this rule is violated by
any of the team the car is disqualified from the event. The
Devendra Deshmukh et. al. done experiments on 125cc reason behind this rule is to reduce the power output of the
four stroke SI engine & simulated the same with the help of engine which will ensure the safety of the driver. In order to
1-D thermodynamic analytical model to study gas exchange compensate the loss of power there must be an arrangement
process by intake & exhaust tuning. They analyzed the effect that will compensate this loss. Here Venturi is used as a
of intake & exhaust tuning on performance of the engine to restriction device. Creo 2.0 is used for CAD modelling and
find out that optimization results into the improved engine ANSYS 18.1 (Fluent Solver) is used for CFD (Computational
performance & improvement into the maximum vehicle Fluid Dynamics) analysis of the venturi [5].
speed. Experimental & simulated results were into good
agreement which proves the usefulness of commercially Anshul Singhal, Mallika Parveen, Studied that flow
available 1-D thermodynamic model [2]. restriction device to be fitted in the FSAE (Formula Society of

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Automotive Engineers) car being built by Team Gear Shifters restrictor serves as a design constraint for competition. The
of BITS-Pilani, Dubai Campus. The car is an open-wheeled device curbs power output by impeding airflow at high RPM
race vehicle, designed to go from 0-100 kmph in under 4 when airflow would typically be greatest. There are several
seconds and have a top speed of about 140kmph. In order to design parameters that affect the total efficiency of the
comply with the rules of the competition imposed by FSAE, a restrictor. A few of the more important include the length of
single circular restrictor of 20mm diameter must be placed the diffuser, the diffuser angle, the inlet length, and the inlet
in the intake system between the throttle and the engine and shape. Formula SAE promotes experimentation.
all engine airflow must pass through the restrictor. This is
Thus, finding the correct combination of lengths and angles
done primarily to limit the power capability from the engine.
for the restrictor is a necessary task. CFD flow modeling
An Internal Combustion Engine takes in air from the
software offers a useful tool towards this end. he maximum
environment and the air-fuel mixture is combusted inside
flow through an intake system under steady-flow conditions
the engine cylinders to generate the power required to run
is useful as a means to gauge flow capacity. The intake
creates a low pressure during the intake stroke, causing the
system is considered to be choked when the flow rate
air from the atmosphere to enter the cylinders. The higher
reaches max. When choked a reduction in pressure
the rpm, the greater the pull, and the lower the pressure
downstream of the throat will result in no additional flow
created inside the cylinder. According to the stoichiometric
through the system.
air-fuel ratio, to burn 1 gram of gasoline 14.7grams of air is
required. By reducing the diameter of the flow path from A turbocharger or supercharger (a device used to boost
50mm to 20mm, the flow cross-section area has reduced intake manifold pressure and allowed than 2015 Formula
drastically. At low rpm of the engine when the engine SAE rules with the restriction that it must be placed
requires less air, the reduction in area is compensated by the downstream of the intake system restrictor) may improve
accelerated flow of air through the throat (20mm section) low- and mid-range performance but will not improve flow
[6]. once the intake system is choked because of its location
downstream of the throat.
Vikas sharma, Studied That things are pretty simple for an
engine equipped with a carburetor, because here will be the
air mixed with the fuel without too many adjustments. The 4. DESIGN OF VENTURI
most advanced part of the system is an Air Temperature
Sensor in the air intake, used to measure the air 4.1 Principal of venturi
temperature, in order to command a flap which allows cool The working of venturi meter is based on the principle of
air to enter through a heated pipe, so as to prevent Bernoulli’s equation. Bernoulli’s Statement: -It states that
carburetor icing. On the other hand, we have now fuel- in a steady, ideal flow of an incompressible fluid, the total
injected cars, which is a more advanced system. Air Intake energy at any point of the fluid is constant. The total energy
Systems are designed to supply particle-free and dust-free consists of pressure energy, kinetic energy and potential
air to a vehicle's engine. At the same time, the Air Intake energy or datum energy.
System plays an important role in reducing and modifying
the ambient noise coming from the engine. Air is drawn in Mathematically,
through the air intake; a long plastic tube which has the main
purpose to guide the air into a fairly steady stream until the
air filter housing. After the filter, the air will go, in order,
through an Air Flow Meter, Throttle Body with an Air Valve,
then Air Intake Chamber, Intake Manifold, and finally will get Here all the energies are taken per unit weight of the fluid.
to the Cylinders [7].
The Bernoulli’s equation for the fluid passing through the
section 1 and 2 are given by
3. DESCRIPTION

To flow a maximum amount of air into each cylinder during

an intake stroke, as more air means more fuel can be burned
to produce useful work. Improving flow through an intake
system boosts overall engine efficiency. Restrictions to
airflow include an air filter, throttle body, intake plenum, and
intake valves. When well designed, each device is optimized
for flow. Formula SAE rules mandate that an intake system
restrictor be placed in the intake system between the
throttle body and engine. Fig-1: Bernoulli’s Equation Setup
Device is to have a maximum throat diameter of no greater
The venturi meter is used to measure the rate of flow of a
than 0.787 inches (20 mm) for gasoline fueled engines. The
fluid flowing through the pipes.
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Let’s understand how it does this measurement step by step. …………………………………… (2)
 Here we have considered two cross section, first at Substituting this value of h in equation (1), we get
the inlet and the second one is at the throat. The
…………………………………… (3)
difference in the pressure heads of these two
sections is used to calculate the rate of flow through Now applying continuity equation at section 1 and 2
venturi meter.
 As the water enters at the inlet section i.e. in the
converging part it converges and reaches to the
throat.
 The throat has the uniform cross section area and Substituting this value of v1 in equation (2) and solving, we
least cross section area in the venturi meter. As the get discharge
water enters in the throat its velocity gets increases
and due to increase in the velocity the pressure
drops to the minimum.
 Now there is a pressure difference of the fluid at the
two sections. At the section 1(i.e. at the inlet) the
pressure of the fluid is maximum and the velocity is Substituting value of v2 in above equation
minimum. And at the section 2 (at the throat) the
velocity of the fluid is maximum and the pressure is
minimum.
 The pressure difference at the two sections can be
seen in the manometer attached at both the section.
 This pressure difference is used to calculate the rate
flow of a fluid flowing through a pipe. Q is the theoretical discharge under ideal conditions. Actual
discharge will be less than the theoretical discharge. The
Expression for the rate of flow through Venturi meter: - actual discharge is given by the formula,
Considered a venturi meter is fitted to a horizontal pipe Where Cd is the coefficient of venturi meter and its value is
through which fluid (water) is flowing as shown in the figure less than 1.
given below.

4.2 Identifying What Are Constants and Variables in

The Design of Venturi:

To know the parameters which are known and unknown is

important for calculating actual flow conditions inside and
outside the restrictor. These parameters provide rigid base
Fig-2: Venturi Meter for boundary conditions to be used in CFD analysis. As from
above step we have two dimensions which are fixed, so we
Let, d1, p1, v1 & a1, are the diameter at the inlet, pressure at have two dimensions on which the venturi will perform and
the inlet, velocity at the inlet and area at the cross section 1. these are converging diverging angles and length of venturi.
And d2, p2, v2 and a2 are the corresponding values at section Thus, we have defined two known and two unknown
2. physical parameters for design of venturi. We also know that
temperature at inlet is ambient and pressure at inlet is
Applying Bernoulli’s equation at sections 1 and 2
atmospheric. For boundary conditions at outlet of venturi we
…………………………… (1) can have pressure, velocity or mass flow rate. Calculating
pressure and velocity at outlet of venturi involves complex
As the pipe is horizontal, so z1 = z2 procedures and thus gives rise to some errors. Mass flow
rate at outlet can be easily calculated by using choked flow
Therefore, equation [4].
P1 – P2)/ρg is the difference of pressure heads at section 1
and 2.
Calculating maximum mass flow rate

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5. CONCLUSIONS
M = 1 (choked flow) This project is dedicated to designing of intake system for a
A = 0.001256 m² (20 mm restriction) restricted single cylinder engine. Intake system design
includes designing of three components viz. Restrictor,
R = 0.286 KJ/Kg-K Plenum and Runner. Restrictor design is based on the
geometric constraints and results of steady state CFD
γ = 1.4
analysis. Plenum volume is based on literature study and its
Pt = 101325 Pa shape is decided through transient CFD analysis. Runner
design is based on induction wave tuning principle and its
T = 300 K
dimensions are based on empirical relations available in the
Mass flow rate = 0.0703 kg/s literature. There is wide scope of future work related to this
project. Following points illustrate areas where future work
4.3 Convergence and Divergence Angle: is going to be done and overall performance of Intake.
Future scope for deciding optimum plenum volume: This will
While designing the venturi meter different convergent and be done through observing effect of different plenum
divergent angles were considered which gave the best volumes on engine performance through engine
performance was taken into consideration. dynamometer testing. 3-4 different plenum volumes, mostly
Deciding parameters - mass flow rate, pressure drop, 1.5 times, 1.75 times, 2 times and 2.5 times engine
velocity at throat, flow separation, power obtained at displacement will be manufactured. One by one, these
different RPM, Volumetric efficiency, compression ratio. plenums will be installed on engine and power- torque
curves will be obtained. The one which gives best
After performing different iterations and analyzing these performance amongst all will be selected as final plenum
results on CFD the final design was selected this gave the volume. This volume will be incorporated with the shape
maximum performance. selected through procedure discussed in earlier sections.
The design of venturi gave the maximum mass flow rate so Final dimensions of runner will be decided through runner
that plenum can be filled up in minimum time and the tuning which is part of planned Engine Dynamometer
required amount of air is available at various engine speeds. testing in future.

4.4 CAD Model of Venturi With availability of higher processing capacity computer lab,
ANSYS Fluent transient simulations will be done for more
Fig.3 shows the cad model of venturi, after performing than one & half engine cycle operation and it will yield more
different iterations for different values of converging and accurate results.
diverging angle and analyzing those results on CFD the
design which gave minimum pressure drop, maximum 6. REFERENCE
velocity at throat, continuous flow along the walls of
converging and diverging section, minimum losses, 1. Ceviz, M. A. & Akin, M., 2010.” Design of a new SI engine
maximum mass flow rate, reduced back flow of air was intake manifold with variable length plenum”. Energy
considered as the optimum design for venture Conversion and Management.
2. Deshmukh, D., Kumar, R., Garg, M., Nayeem, M. J., and
Lakshminarasimhan, V, “Optimization of Gas Exchange
Process on a Single Cylinder Small 4-Stroke Engine by
Intake and Exhaust Tuning: Experimentation and
Simulation”, SAE Paper 2004-32-0007.
3. L. J. Hamilton, J. S. Cowart and J. J. Rozich, “The Effects of
Intake Geometry on SI Engine Performance” SAE Paper
2009-01-0302
4. Ronak I. Sayani, Swapnil S. Ghodake, Sagar D. Mohite,
Vaibhav R. Shelar, Prof. Irshad Shaikh, “Design And
Analysis Of Air Restrictor Venturi In Sae Supra”, BE,
Automobile Dept, TCOE, Boisar, Prof. Automobile Dept,
TCOE, Boisar
Fig-3: CAD model of venturi 5. Pruthviraj Vitthal Wable, Sahil Sanjog Shah, “Air flow
optimization of venturi type intake restrictor”, 2017
IJEDR, Volume 5, Issue 4, ISSN: 2321-9939

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 08 Issue: 02 | Feb 2021 www.irjet.net p-ISSN: 2395-0072

6. Anshul Singhal, Mallika Parveen, “Air Flow Optimization

via a Venturi Type Air Restrictor”, Proceedings of the
World Congress Engineering 2013 Vol III, WCE 2013,
July 3 - 5, 2013, London, U.K
7. Vikas sharma, Dronacharya College of Engineering,
Gurgaon, Haryana, “Research Paper On Study Of Air
Intake System”, December 2015, IJIRT, Volume 2 Issue 7,

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