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Manifold tuning has long been considered a critical facet of engine design and performance optimization. This paper details the design, analysis and preliminary testing of a continuously variable, carbon fiber intake manifold for a restricted 2003 Suzuki GSXR-600® engine. The device achieves a large dynamic runner length range of 216-325 mm through the use of a half-tube, sliding shell design that differs substantially from traditional variable intake approaches. A combination of Ricardo WAVE® and 2D/3D Ansys Fluent® simulations were used to aid in the design of the intake along with a custom software routine to optimize restrictor geometry through fully automated CFD simulations. The sliding mechanism was actuated via a cable linkage system and powered by a small servo motor. This motor was controlled by a Microchip dsPIC® microcontroller that was embedded in a custom power distribution PCB for the 2009 Cooper Union Formula SAE® entry.

Manifold tuning has long been a critical facet of engine design and performance optimization. This paper details the design, analysis, and initial fabrication of a variable runner length intake manifold for a restricted 2003 Suzuki GSXR 600 engine. A series of analytical Helmholtz resonance calculations were first performed to assess the feasibility of such a system. A comprehensive CFD study was then performed using a combination of Ricardo WAVE® and Fluent® simulations. Custom software was developed to optimize restrictor geometry through fully automated CFD simulations whose results were investigated to determine the optimal transition for the intended flow characteristics. This resulting candidate geometry was then used with a variable intake design in a Ricardo WAVE® manifold dynamics model and was varied iteratively to yield an optimum final geometry.

A low-cost, high precision strain gauge data acquisition system was designed and implemented to aid in optimizing the design of suspension and steering members in an FSAE vehicle. The primary focus of the project was to capture load limits in A-arms, steering tie-rods, and toe control linkages and to extract the dynamic response of the suspension system when subjected to steady-state cornering and bump scenarios. These data are critical considerations needed to systematically and aggressively address suspension material selection and fabrication, vehicle dynamic response, and weight savings. In addition, the data from this system were intended to enhance the accuracy of imposed FEA boundary conditions, corroborate on-road system responses to simulated data, and provide a cost-effective, wireless alternative for a wide range of low-level electrical signals throughout the vehicle.