Design & Development of Variable Length Intake Manifold For Single Cylinder Four Stroke SI Engine

Design & Development of Variable Length Intake Manifold For Single Cylinder Four Stroke SI Engine
1. INTRODUCTION
Effectively adjusting the operating parameters such as the relative airfuel ratio, ignition
timing, spark advance fuel injection timing, valve timing, compression ratio in SI engines at
different load conditions improves significantly the engine characteristics. The effects of
these parameters have been exploited to a great extent using TDCI, Quadrajet, DTS-Si,
twinspark, triple-spark technologies. The acoustic and inertial ram effects have not been used
to a great extent to increase engine performance. These phenomena contrary to other methods
of increasing engine torque allows engine performance to increase without use of extra
additional fuel or regulating device. The pulsating nature of the airflow produced through the
intake manifold and runner due to valve opening and closing results in resonances in the
airflow at certain speeds. Conventional intake manifolds for vehicles have fixed air flow
geometry and static intake manifold. The static intake manifold can only be optimized for
only a specific rpm and this rpm corresponds to maximum torque rpm of a given engine. So it
is beneficial to develop a method to vary the intake length, to broaden the torque curve since
the engine operates over a large speed range. Various designs for variable intake geometry
have met with varying degrees of success.
DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 1

2. SELECTION OF TOPIC
As we know we get high torque at a particular rpm so we thought what if we can get high
torque at various rpm. So for this we have to increase the volumetric efficiency of the engine
so that we can achieve high amount of torque. For increasing the volumetric efficiency we
can change the length of intake manifold so by the use of acoustics we will generate high
pressure waves and achieve high volumetric efficiency There are two parts of a waves
basically a compression wave and a rare faction wave. Both these waves can be made useful
to increase the volumetric efficiency of the engine thus increasing its breathability. At certain
instances (i.e. rpm) the volumetric efficiencies of more than 100 % is obtained. Thus
increasing the torque output and performance of the engine. The compression wave is
generated when the momentum of the airflow is halted suddenly by the closing of intake
valve. This compression travels back and forth along the closed intake runner length. Tuning
corresponds to adjusting the length of intake runner so that this pressure wave arrives exactly
at the time when the inlet valve opens. This effect is also called as inertial ram effect and
length is decided by Chryslers Ram Theory

3. LITERATURE REVIEW
M A ceviz conducted experiments to study effects of intake plenum volume variation on

engine performance and emission. Brake and indicated engine performance characteristics,
coefficient of variation in indicated mean effective pressure (COVimep) were taken into
account. He concluded that the engine performance can be increased by using intake plenum
volume that is continuously variable. M.A. Ceviz and M. Akn investigated the effects of
intake plenum volume on the performance of a spark-ignited engine with electronic fuel
injector. SI engines with multipoint fuel injection system showed better characteristics than
carbureted one. The results showed that the variation in the plenum length causes an
improvement in fuel consumption at high load and low engine speeds.
M.Akin has explained the intake manifold plenum length/volume is highly effective on
engine performance characteristics especially with the fuel consumption parameters for SI
engine. The engine performance can be improved by using continuously variable intake
plenum length. Favorable effects of the variable length intake manifold plenum appeared at
high load and low engine speed. Therefore variable length intake manifold plenum is usefull
especially on urban and suburban areas with the frequent stops and acceleration at starting
conditions
Bayas Jagadishsingh G conducted experiment Single cylinder 4-S CI engine and has
explained that the intake manifold geometry plays significant role in deciding engines
performance. As the engine speed increases the length of intake manifold has to be reduced to
achieve optimum engine performance. Theoretical intake tuning methods closely predicts the
intake length required to obtain maximum possible volumetric efficiency. Significant
improvement in volumetric efficiency, brake torque & brake power is obtained using variable
intake lengths. Toque benefit is obtained in lower as well as higher RPM band. Increase in
volumetric efficiency, BP, & brake torque at rated engine speed is near about 06%, 17% &
10%, respectively.
Shrinath Potul has explained In his paper detailed study on generation of suction and
compression waves was carried out and methods to obtain the maximum use of these waves
to improve engine performance were discussed The effect of resonance of these waves and
change in manifold length on engine performance was analyzed mathematically and also
using simulations The engine performance can be increased by using intake plenum length

that can be varied continuously. A proposed mechatronic system was prototyped. Future work
includes implementing this system on a engine and verifying results of practical, simulated
experimental system.
Rodrigo Caetano Costa conducted experiment on a engine with maximum torque 235 N m
and maximum power 110 kW and has explained Intake pipe length and diameter can
inuence engine performance. Long intake pipe produces higher volumetric efficiency,
torque, and power at low engine speeds, while, for high engine speeds, short pipe length
produces higher engine performance. For the engine tested, the minimum SFC and the
maximum thermal efficiency were noticed around 3,000 rev/min. Large pipe diameter
produce higher volumetric efficiency at high engine speeds and lower volumetric efficiency
at low speeds, but its effect on engine torque and output power are hardly noticed. Intake pipe
length and diameter does not show a clear inuence on specic fuel consumption and on
engine thermal efficiency. Overall, intake pipes with long length and small diameter are
recommended to improve engine performance at low engine speeds, while, for high engine
speed, it is suggested the use of intake pipes with short length and large diameter

4. THEORY
An intake system works according to the principle of resonance charging, that is, high and
low-pressure waves are used to charge the cylinder, in order to achieve greater volumetric
efficiency. Consider the events in the intake tract. The inlet valve opens. The piston moves
downwards in the cylinder, in the direction of bottom dead centre (BDC). It creates a low-
pressure wave in the vicinity of the inlet valve. The inlet valve opens. The piston moves
downwards in the cylinder, in the direction of bottom dead centre (BDC). It creates a low-
pressure wave in the vicinity of the inlet valve
Fig. 1 Start Of Resonance Charging
This low-pressure wave propagates itself though the resonance pipe to the other end, which
protrudes into a collector. The low-pressure wave at the end of the pipe acts on the volume of
air present in the collector.
Fig. 2 Propagation Of Low Pressure Wave

The pressure of the volume of air in the collector is approximately equal to ambient air
pressure. This is significantly higher than the air pressure at the open end of the resonance
pipe. The low pressure now present at the end of the pipe pulls along the air mass present
here. They force themselves simultaneously into the resonance pipe so that where the low-
pressure wave was, an equally large high-pressure wave develops, which propagates itself
towards the inlet valve
Fig. 3 Development Of High Pressure Wave
This effect is also called as Ram-Effect charging which is further explained below. The low-
pressure wave is reflected at the open end of the pipe in the collector. This high-pressure
wave travels back through the resonance pipe and pushes the air mass past the still-open inlet
valve into the cylinder. This continues until the pressure before the inlet valve and the
pressure in the cylinder are equal. The engine experiences rameffect charging. The
volumetric efficiency reaches values of about 1.0 and even above. As a result, when the inlet
valve closes, backflow of the ram-effect charging into the intake pipe is prevented. The time t
(in milliseconds) required by the low and high-pressure waves to cover the distance S from
the inlet valve to the collector and back is always the same because they move at the speed of
sound, v.
t = (s = constant(length of resonance pipe))/(v = constant (speed of sound))
But the time period during which the inlet valve is opened is dependent on engine speed. As
engine speed increases, the period of time during which the inlet valve is open and air can
flow into the cylinder decreases. A high-pressure wave returning through a resonance pipe

designed for low engine speeds will run into an inlet valve which has already closed, Ram-
effect charging cannot take place. It is clear that resonance pipes of different lengths are
required for optimal charging at every engine speed.
As we can see from above diagram we just have to change the length of the intake manifold
to increase the volumetric efficiency and torque and various other parameters at lower speed
as the conventional intake manifolds are of an average size which is a compromise between
efficiency and torque. As we can see that this is quite feasible

5. METHODOLOGY
Inlet manifold generally experiences two kind of pressure waves one being compression &
other is suction wave. Intake manifold can be tuned in such a way that the volumetric
efficiency of more than 100% can be achieved. Thus improvement in the torque output and
power of the engine is possible. Air flowing through the intake manifold runner, past the
intake valve and into the cylinder flows alike until the intake valve closes. After the closure
of valve air strikes on the closed valve & high pressure wave is created. This is the
compression wave & travels back and forth along the closed intake runner length. Tuning the
intake manifold is nothing but making the compression wave come back at the inlet valve
exactly when it opens. This compression wave then rushes into the cylinder to the feel it at
values more than that of normal one & maximum volumetric efficiency is achieved. The
effect is termed as Ram effect charging & length of intake manifold to achieve that Ram
effect can be predicted by Chryslers Ram Theory. Another wave is the rarefaction or suction
wave, it generates when the inlet valve opens & the vacuum of the cylinder is exposed to the
inlet manifold. This low pressure when travels from inlet valve opening to the other end of
intake manifold i.e. To the atmosphere in case of single cylinder engine & gets reflected as
pressure wave. The high pressure wave then generated travels back towards inlet valve. The
timing of arrival of this reflected high pressure wave can be tuned with opening of the intake
valve by appropriately designing the inlet manifold. Tuning of the intake manifold in this way
increases the local density of the air at the inlet. In cylinder pressure get increased at ivc
causing maximum possible volumetric efficiency
5.1. Chrysler Ram Theory
Air flowing inside the intake manifold runner, past the intake valve and into the cylinder
flows alike until the intake valve closes. After the closure of valve air strikes on the closed
valve & high pressure wave is created. This high pressure wave oscillates in the inlet duct
until the inlet valve opens for next stroke.

Fig. 4. Chryslers Ram Theory
The time after which inlet valve opens again if matches to the time of arrival of high pressure
wave of air at inlet then Ram effect occurs causing highest possible air pressure at IVC.
Tuning corresponds to adjusting the length of intake runner so that this pressure wave reaches
exactly at the time when the inlet valve opens. This effect is also called as inertial ram effect
and length is decided by Chryslers Ram Theory.
For single cylinder engines as the inlet runner and the intake manifold are the same and there
is no plenum end. The suction wave when reaches the inlet end open to the atmosphere it gets
reflected back as a compression wave and the arrival time of this wave is to be matched with
the maximum piston velocity time in order to get a torque increase.
Fig.5 Acoustic Tuning Theory

The arrival time can be altered by altering the inlet pipe length or changing the cross sectional
area of pipe. In order to tune for a compression wave Helmholtz resonators are used. We will
be using Acoustic Tuning Theory for the condition of usage on single cylinder 4-stroke SI
Engine of two wheeler vehicle.
5.2. Helmholtz Resonator Theory
The ideal form of Helmholtz resonator is a cavernous space, almost enclosed by a thin
immovable wall,in which there is a small perforation establishing a communication between
the interior and exterior gas. An approximate theory, based upon the supposition that the
perforation is small, and consequently that the wave-length of the aerial vibration is great, is
due to Helmholtz, who arrived at definite results for perforations whose outline is circular or
elliptic. In the extreme case of a wave-length sufficiently great, the kinetic energy of the
vibration is that of the gas near the mouth as it moves in and out, much as an incompressible
fluid might do, and the potential energy is that of the almost uniform compressions and
rarefactions of the gas in the interior. The latter is a question merely of the volume S of the
cavity and of the quantity of gas which has passed, but the calculation of the kinetic energy
presents difficulties which have been only partially overcome. In the case of simple apertures
in the thin wall (regarded as plane), only circular and elliptic forms admit of complete
treatment. The mathematical problem is the same as that of finding the electrostatic capacity
of a thin conducting plate having the form of the aperture and supposed to be situated in the
open.
This considers the volume of air inside the intake runner as spring which compresses &
expands upon application of force to it. The air inside combustion chamber is considered as
mass. Effective volume is considered to be the cylinder volume at the mid stroke. Following
figure shows the arrangement

Fig. 6 Helmholtz Resonator Arrangement
ff = d /2 +
Where Vd is the swept volume and VCL is clearance volume. Now writing by manipulating
compression ration & swept volume we get final equation as
CR = (Vs+Vcl)/Vcl
Vcl = Vs/(CR-1)
Veff = (VD/2) + (VD /CR) 1
Veff = (VD (CR-1) +2 VD )/(2(CR-1))
Veff = (VD (CR+1)) / (2(CR-1))
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1))

5.3 Block Diagram of Methodology
START
Calculation of lengths at
different RPM
Calculation of length
based on Helmholtz
Resonator Theory
Calculation of length
based on Chrysler Ram
Theory
Simulation in Lotus
Engine Simulation
Software
Selection of length
based on simulation
results
END
Fig no.7 Block diagram of methodology

6. Engine Specifications
Engine 4 stroke, single cylinder, air cooled

Bore stroke 54.0 mm 54.4 mm
Engine Displacement 124.6 cc
Compression Ratio 10.3
Idling speed 1400 100 RPM
Max. Net Power 9.86KW at 9000 RPM
Max. Net Torque 10.58 Nm at 7000 RPM
Ignition System DC
Spark Plug 2 Nos.
Spark Plug Gap 0.7 ~ 0.8 mm
Lubriation Forced lubrication
Transmission 5 Speed constant mesh
Diameter of Intake Manifold 26 mm
Current length of Intake Manifold 50 mm
IVO,IVC 20o,35o
EVO,EVC 35o,10o
Table no. 1 Engine Specifications

7. Calculation for Helmholtz Resonator theory
7.1 Formula for Helmholtz resonator theory
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
Where
N = Engine rotation per minute
C = speed of sound
K = constant (K = 2.6 for SI engine )
A = cross sectional area of inlet pipe
L = length of inlet pipe
VD = swept volume
CR = compression ratio
Calculation for 2000 RPM
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
2000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
2000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(2000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
1.1329 = ((4.2608)/(L)) x (0.8230)
Squaring both the sides we get
1.2834 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(1.2834) x (0.8230)
L = 2.7323 M

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
3000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
3000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(3000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
1.7 = ((4.2608)/(L)) x (0.8230)
2.89 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(2.89) x (0.8230)
L = 1.2134 M
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
4000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
4000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(4000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
2.2658 = ((4.2608)/(L)) x (0.8230)
5.1338 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(5.1338) x (0.8230)
L = 0.6830 M

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
5000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
5000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(5000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
2.8322 = ((4.2608)/(L)) x (0.8230)
8.0213 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(8.0213) x (0.8230)
L = 0.4371 M
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
6000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
6000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(6000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
3.3987 = ((4.2608)/(L)) x (0.8230)
11.5511 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(11.5511) x (0.8230)
L = 0.3035 M

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
7000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
7000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(7000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
3.9651 = ((4.2608)/(L)) x (0.8230)
15.7220 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(15.7220) x (0.8230)
L = 0.2230 M
N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
8000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
8000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(8000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
4.5316 = ((4.2608)/(L)) x (0.8230)
20.5354 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(20.5354) x (0.8230)
L = 0.1707M

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)
9000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)
9000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)
(9000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)
5.0980 = ((4.2608)/(L)) x (0.8230)
25.9896 = (4.2608)/(L) x (0.8230)
L = (4.2608)/(25.9896) x (0.8230)
L = 0.1350 M

7.1.1 Calculation results of Helmholtz Resonator Theory
RPM LENGTH(in meters )

2000 2.7323
3000 1.2134
4000 0.6830
5000 0.4371
6000 0.3035
7000 0.2230
8000 0.1707
9000 0.1350
Table no.2 Length of Helmholtz Resonator Theory

7.2 CALCULATIONS FOR CHRYSLER RAM THEORY
Calculation For 2000 rpm
7200-2350=4850 of crank rotation our intake valve remain closed.
At lets say 2000 rpm ,
2000/60=33.333 rev/sec
33.333 rev/sec*3600 rev/sec =11999.88/ seconds.
4850/11999.88 = 0.040417 seconds for compression wave to travel back to intake valve when
it opens again.
0.040417 seconds * 343 m/s =13.8630 m.
This is the distance which wave travels at speed of sound.Now wave has to travel back to
intake valve so intake length becomes half because wave travels up & down the intake which
is 6.9315 m .Installing that much long intake is practically difficult so integer multiple (3,6,
12) of that length can be used without much affecting the benifit of ram effect. So by taking
integer multiple of length we get intake length of 1.25 m.
L = 1.25 m .
3000/60=50 rev/sec
50 rev/sec*3600 rev/sec =18000/ seconds.
4850/18000 = 0.026944 seconds for compression wave to travel back to intake valve when it
opens again.
0.026944 seconds * 343 m/s =9.2417 m.

is 4.6208m .Installing that much long intake is practically difficult so integer multiple (3,6,
integer multiple of length we get intake length of 0.77014 m.
L = 0.77014 m .
4000/60=66.666 rev/sec
66.666 rev/sec*3600 rev/sec =24000/ seconds.
opens again.
0.020208 seconds * 343 m/s =6.9314 m.
integer multiple of length we get intake length of 0.577616m.
L = 0.577616 m .
5000/60=83.333 rev/sec
83.333 rev/sec*3600 rev/sec =30000 / seconds.

opens again.
0.016166 seconds * 343 m/s =5.5451m.
L = 0.46209 m .
6000/60=100 rev/sec
100 rev/sec*3600 rev/sec =36000/ seconds.
opens again.
0.013472 seconds * 343 m/s =4.6209 m.
L = 0.38507 m

7000/60=116.66 rev/sec
opens again.
0.011547 seconds * 343 m/s =3.9608 m.
L = 0.33006 m
8000/60=133.33 rev/sec
opens again.
0.0101041 seconds * 343 m/s =3.4657 m.

L = 0.28880 m
9000/60=150 rev/sec
150 rev/sec*3600 rev/sec =54000 / seconds.
4850/54000 = 0.00898148 seconds for compression wave to travel back to intake valve when
it opens again.
0.00898148 seconds * 343 m/s =3.0806 m.
L = 0.25671 m

7.2.1 Calculation results of Chrysler Ram Theory
RPM LENGTH (in meters )

2000 1.25
3000 0.77014
4000 0.577616
5000 0.46209
6000 0.38507
7000 0.33006
8000 0.28880
9000 0.25671
Table no.3 Length of Chrysler Ram theory

7.3 Selection of more accurate length from both the theories
As it can be seen from the table no.2 & table no.3 The lengths we got by using the theories
are different from each other at the same RPM. As both the theories have different parameters
and different limitations we have to select one single length for a single RPM. Now, how we
will select a single length for a single RPM, this can be done by simulating both the lengths
on Lotus Engine Simulation Software, now the length at which we will get the maximum
torque and all the requires specification properly we will select that length, After simulating
the lengths we got are as follows
RPM Length (in meters )

2000 1.25
3000 0.99177
4000 0.577616
5000 0.46209
6000 0.38507
7000 0.33006
8000 0.28880
9000 0.1350
Table no. 4 Final length
It can be seen that for 3000 RPM we have taken the mean length as we got the best results by
using the mean length. The mean length is calculated by using the length obtained from
Helmholtz resonator theory and Chrysler ram theory. For rest all the RPM we got the best
results from Chrysler ram theory but only exception is 9000 RPM where we got the best
result using the Helmholtz resonator theory

8. Engine & Computation Model

Commercially available 1-D CFD code Lotus engine simulation is used for predicting the
effect of intake manifold length on engine performance. Lotus engine simulation package is
provided at free of cost for the academic institutions by Leosoft organization (UK). It is 1-D
CFD code which commercially used for engine simulations during engine design &
development process & shares same platform as Ricardo-Wave, GTPower, AVL Boost & etc.
engine simulation soft wares. The tool has been developed by experts at Lotus Cars by
extensive experience of applying performance simulation to engine design projects.
Fig. 8 Details Lotus Engine Simulation Software
The tool can be used to simulate the performance of two and four stroke, gasoline and diesel,
naturally aspirated or supercharged and turbocharged engines. Lotus engine simulation
models the gas dynamics in the engine manifolds and enables the complex operating modes
used in modern engines to be simulated.

9. Lotus engine simulation software

9.1. About
Computer simulation is now an inextricable component of many automotive engineering

projects. At the start of the development of a new engine extensive optimisation is performed
using performancesimulation and base-engine analysis software which directly drives the
prototype design function. The commercially availability of the analysis codes constituting
Lotus Engineering Software have arisen from the successful use of these programs on many
powertrain and vehicle projects at Lotus over the past 15 years. The philosophy under-
pinning Lotus Engineering Software is to offer simulation tools which enable the user to
generate models very quickly, using a mixture of embedded design criteria and well-
structured interface functionality. Templates are available to guide the user through the model
building process. The resulting models can be refined and are then checked at the point of job
submission, generating a quality assessment summary for the model.
Lotus Engine Simulation is a modellingenvironment for predicting the steady-state or

transient performance of both 2- or 4-stroke engines. It combines models for unsteady gas
flow in manifold components with those characterising the combustion process and features
an intuitive user interface that allows engine models to be built and checked rapidly. The
built-in postprocessing tools allow engineers to gain valuable insights into the performance of
their engines.
A target engine torque curve Lotus Engine Simulation can be used to define the bore / stroke
ratio, valve sizes, cam profiles, and intake and exhaust manifold geometry which enable the
powertrain unit to meet the performance target. With this first phase of the engine simulation
complete the resulting basic engine dimensions, cam period, valve lifts and cylinder gas
pressure loading can be fed into the appropriate software for initial component sizing.
The analysis process is clearly iterative. It may be found that the valve lift targets set by the
engine simulation work cannot be met using the cam period specified. A compromised profile
will be produced and this will be re-run through Lotus Engine Simulation in order to assess
any likely performance detriment. Packaging problems may dictate the re-design of the
engine manifolds this entails further use of Lotus Engine Simulation and may require re-
optimisation of cam profiles. Once a physical prototype is built all the analysis codes may be
used in subsequent development stages of the project. The actual torque curve achieved by

the engine can be fed back in to the vehicle simulation work so that the vehicle performance
prediction can be revised.
9.2 Simulation results of bajaj discover 125st
Fig. 9 Screen shot of lotus engine simulator
All the engine specification, valve timing, ambient temperature pressure and the current
intake manifold length are given to the simulator then the test data condition are given like
from 1500-9000 rpm the results are to be validated with an interval of 1000 rpm then the
results are displayed in text format and also in graphical format
The result in text format and graphical format are as follows

Fig. 10 Performance graph of discover 125st
ENG SPEED BRAKE POWER BRAKE TORQUE BMEP BSFC

(REV/MIN) (Kw) (Nm) (bar ) (g/Kw/hr)
1000 0.91 8.70 8.77 241.02
2000 2.07 9.90 9.98 236.75
3000 3.23 10.28 10.37 237.28
4000 4.36 10.41 10.50 239.35
5000 5.48 10.46 10.55 242.14
6000 6.55 10.42 10.51 245.59
7000 7.68 10.53 10.57 249.10
8000 8.71 10.40 10.49 253.38
9000 9.84 10.44 10.53 257.48
Table no. 5 Performance parameter of discover 125st
As we can see from the results of the simulation we are getting maximum torque of 10.53 at
7000 RPM which is matching with the engine specification given by the company and we are
getting maximum power of 9.84 KW at 9000 RPM that is also matching with the
specification given to us by the company, hence we conclude that we can now change the
length of the inlet manifold according to the theory used whether it is Helmholtz resonator
theory or Chrysler ram theory

9.3 Simulation result for 2000 RPM (length 1.25 M)
Fig no. 11 Performance graph for 1.25M length
ENG SPEED BRAKE POWER BRAKE BMEP BSFC

[REV/MIN] [KW] TORQUE [bar] [g/Kw/hr]
[Nm]
1000 1.13 10.75 10.85 236.56
2000 2.78 13.30 13.41 232.11
3000 3.91 12.45 12.56 233.55
4000 4.97 11.87 11.98 241.46
5000 5.44 10.38 10.47 243.38
6000 7.71 12.27 12.37 243.01
7000 7.24 9.87 9.96 258.33
8000 4.69 5.60 5.65 305.69
9000 5.83 6.18 6.24 296.21
Table no. 6 Performance parameter for 1.25M length
As it can be seen from the graph and the table as we got from the lotus Engine Simulator we
are getting the maximum torque of 13.30Nm at 2000 RPM by using the length of 1.25M thus
it can be validated from the theory used to calculate the length


Fig no. 12 Performance graph for 0.99177 M length
ENG SPEED BRAKE POWER BRAKE TORQUE BMEP BSFC

[REV/MIN] [Kw] [Nm] [bar] [g/Kw/hr]
1000 0.93 8.89 8.97 240.29
2000 2.39 11.42 11.52 233.76
3000 4.12 13.13 13.24 233.42
4000 5.27 12.59 12.70 235.56
5000 5.26 10.05 10.14 249.52
6000 6.21 9.88 9.96 248.81
7000 8.56 11.67 11.77 247.52
8000 8.84 10.55 10.64 256.87
9000 6.43 6.82 6.88 296.15
Table no. 7 Performance parameter for 0.99177 M length
are getting the maximum torque of 13.13Nm at 3000 RPM by using the length of 0.99177M
thus it can be validated from the theory used to calculate the length


[REV/MIN] [Kw] TORQUE [bar] [g/Kw/hr]
[Nm]
1000 1.05 10.03 10.12 237.62
2000 2.24 10.70 10.79 234.69
3000 3.51 11.18 11.27 235.38
4000 5.73 13.68 13.80 234.20
5000 7.00 13.36 13.48 237.29
6000 7.72 12.29 12.39 242.91
7000 9.11 12.43 12.54 245.35
8000 8.46 10.10 1019 263.41
9000 6.83 7.25 7.31 285.00
are getting the maximum torque of 13.68Nm at 4000 RPM by using the length of 0.577616 M


[Nm]
1000 1.02 9.70 9.78 238.79
2000 2.17 10.35 10.44 235.92
3000 3.30 10.49 10.58 236.86
4000 5.56 13.27 13.39 234.81
5000 7.86 15.00 15.13 235.33
6000 8.57 13.64 13.76 239.86
7000 8.75 11.93 12.04 247.85
8000 9.57 11.43 11.53 251.31
9000 10.07 10.68 10.77 263.31
are getting the maximum torque of 15.00 at 5000 RPM by using the length of 0.46209 M thus
it can be validated from the theory used to calculate the length


[REV/MIN] [Kw] TORQUE [Nm] [bar] [g/Kw/hr]
1000 0.92 8.74 8.82 241.00
2000 2.17 10.38 10.47 235.85
3000 3.56 11.33 11.43 235.20
4000 4.98 11.89 11.99 236.62
5000 7.04 13.44 13.55 236.42
6000 9.25 14.72 14.85 238.25
7000 9.78 13.35 13.46 243.39
8000 10.08 12.03 12.13 252.77
9000 10.12 10.73 10.83 258.44
are getting the maximum torque of 14.72 at 6000 RPM by using the length of 0.38507 M
9.8 Simulation result for 7000 RPM (length 0.33006M)


1000 0.94 8.99 9.07 239.89
2000 2.19 10.46 10.55 235.49
3000 3.51 11.19 11.28 235.21
4000 4.51 10.76 10.85 238.77
5000 6.63 12.66 12.77 237.51
6000 8.70 13.85 13.97 238.54
7000 10.40 14.87 15.00 241.38
8000 10.60 12.65 12.76 248.15
9000 11.73 12.44 12.55 257.08


[Nm]
1000 0.97 9.31 9.39 239.20
2000 2.10 10.04 10.13 236.28
3000 3.40 10.83 10.92 236.05
4000 4.65 11.09 11.19 237.89
5000 5.92 11.31 11.41 240.23
6000 8.09 12.87 12.98 240.19
7000 10.04 13.69 13.81 242.08
8000 11.84 14.13 14.25 246.33
9000 11.47 12.17 12.28 253.56


1000 0.91 8.69 8.76 241.18
2000 2.13 10.17 10.25 236.22
3000 3.36 10.69 10.78 236.40
4000 4.60 10.98 11.08 238.07
5000 5.65 10.80 10.89 241.24
6000 7.12 11.34 11.43 243.01
7000 8.16 11.13 11.22 247.15
8000 9.74 11.62 11.72 249.76
9000 11.74 12.45 12.56 251.91
are getting the maximum torque of 12.45Nm at 9000 RPM by using the length of 0.1350 M

10. FINAL RESULTS AT VARIOUS RPM

10.1 Length vs rpm
Fig no. 19 length(M) vs rpm
As it can be seen from the results shown in the graph the length is continuously reducing as
the rpm is increasing hence length and rpm have a inverse relationship, for smaller rpm we
need longer length and for higher rpm we need shorter length
10.2 Torque vs rpm
Fig no. 20 Torque(Nm) vs rpm

As it can be seen from the above figure no.19 & figure no.10, conventionally we are getting
maximum torque 10.58Nm at 7000 rpm whereas we keep on varying the length of the intake
manifold we are getting maximum torque within a range of 12-15Nm if we vary the length at
different rpm as stated in table no.4 we will be able to achieve the maximum torque at each
and every rpm
10.3 Power vs rpm
Fig no. 21 Power(Kw) vs rpm
The graph above shows the relation of power and rpm conventionally at fixed inlet manifold
length we got maximum power at only 9000 rpm of 9.86 Kw, the above graph shows that we
are getting the maximum power of 11.84 Kw at 8000rpm and also we are getting maximum
power from 7000-9000 rpm as compared to conventional length
10.4 Bmep vs rpm
Fig no. 22 BMEP(bar) vs rpm

The graph above shows the relation of bmep and rpm of the engine, we can compare it with
the original specification results of our engine in figure no.10 and table no. 5 we are getting
maximum effective pressure at each and every rpm
10.5 Bsfc vs rpm
Fig no. 23 BSFC(g/Kw/hr) vs rpm
The graph above shows the relation between the bsfc and the engine rpm, we can compare it
with the original specification results of our engine in figure no.10 and table no. 5 we are
getting lower bsfc from the conventional inlet manifold length, hence we can say that if we
keep on changing the length at different rpm we will get higher mileage as compared to fixed
inlet manifold length

11. AVANTAGES
Maximum Torque at different RPM
Improved Volumetric Efficiency
Improvement of mileage/fuel economy
Proper burning of fuel as it leads to reduction of unburnt hydro-carbons
Increase in power

12. LIMITATION AND FUTURE SCOPE

Limitation -
There is one difficulty in making the circuit for RPM sensor as the experiment is performed
on Bajaj Discover 125st which is not having rpm sensor in it. The circuit require two
microcontroller and one tachometer as that circuit needs to complete intercommunication of
two microcontroller. As a Bachelor of Automobile Engineering Student, it is difficult to
create program for communication between two microcontroller. And as per stated by senior
technician that if any bike is having rpm sensor in it, the output of that rpm cannot feed into
microcontroller as that will affect the present circuit (which may damage it) or proper reading
of rpm cannot be record. Even if the rpm is need to be recorded (the bike having rpm sensor)
then there is also need of two microcontroller so as to stabilize the present circuit.
Future scope-
If we are able to integrate the microcontrollers with the sensor (Tachometer) at the
manufacturing level and if we provide the sufficient space for inlet pipe to increase the length
and proper mounting is given to the carburettor to move at the manufacturing level then this
is the future of automobiles to improve the performance

13. SUMMARY
We summarise that the intake manifold geometry plays significant role in deciding engines
performance. The intake manifold length is an important governing factor in deciding the
peak volumetric efficiency region in the engines operating speed range. Longer intake
manifolds give higher torque at lower RPM, Shorter intake manifold tends to give peak
torque at high engine RPM. Hence we studied from various reference papers that there are a
lot of benefits of increasing the volumetric efficiency and reduction of carbon emission as
proper burning of fuel takes place.
In conventional process the maximum torque was compromised at certain rpm like at 7000
rpm it used to give 10.58Nm. But with the help of two principle Chryslers ram theory and
Helmholtz resonator we are able to achieve maximum torque at different rpm which has been
shown in the table as well as graph.

14. REFERENCES
1. Intake plenum volume and its influence on the engine performance, cyclic variability
and emissions, M.A. Ceviz, Energy Conversion and Management 48 (2007) 961966
2. Design of a new SI engine intake manifold with variable length plenum, M.A. Ceviz,
M. Akn, Energy Conversion and Management 51 (2010) 22392244
3. Effect of Variable Length Intake Manifold on Performance of IC Engine, Bayas

Jagadishsingh G and N.P. Jadhav, International Journal of Current Engineering and
Technology E-ISSN 2277 4106, P-ISSN 2347 5161 2016 INPRESSCO
4. Analysis Of Change In Intake Manifold Length And Development Of Variable Intake

System, Shrinath Potul, Rohan Nachnolkar, Sagar Bhave, INTERNATIONAL
JOURNAL OF SCIENTIFIC & TECHNOLOGY RESEARCH VOLUME 3, ISSUE
5, MAY 2014, ISSN 2277-8616
5. Influence of intake pipe length and diameter on the performance of a spark ignition
engine, Rodrigo Caetano Costa, Sergio de Morais Hanriot, Jose Ricardo Sodre, J
Braz. Soc. Mech. Sci. Eng. (2014) 36:2935
6. Improvement on Fuel Consumption by Intake Manifold Design Development of

Gasoline Engine, Tsogtjargal.G, Bayarsuren.B, Sarantuya.S, 978-1-4673-1773-
3/12/$31.00 2013 IEEE
7. A REVIEW PAPER ON EFFECT OF INTAKE MANIFOLD GEOMETRY ON

PERFORMANCE OF IC ENGINE, Jagadishsingh Bayas, Anita Wankar, Prof. N.P.
Jadhav, Vol-2 Issue-2 2016, IJARIIE-ISSN (O)-2395-4396
8. FLUID DYNAMIC STUDY OF INTAKE MANIFOLDS OF INTERNAL

COMBUSTION ENGINES IN PRESENCE OF ACOUSTIC RESONATORS,
Daniele Bortoluzzi
9. GETTING STARTED WITH LOTUS ENGINE SIMULATION (pdf downloaded

from www.lesoft.co )

Design & Development of Variable Length Intake Manifold For Single Cylinder Four Stroke SI Engine

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Design & Development of Variable Length Intake Manifold For Single Cylinder Four Stroke SI Engine

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 1

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 2

M A ceviz conducted experiments to study effects of intake plenum volume variation on

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 3

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 4

Fig. 1 Start Of Resonance Charging

Fig. 2 Propagation Of Low Pressure Wave

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 5

Fig. 3 Development Of High Pressure Wave

t = (s = constant(length of resonance pipe))/(v = constant (speed of sound))

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 6

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 7

5.1. Chrysler Ram Theory

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 8

Fig. 4. Chryslers Ram Theory

Fig.5 Acoustic Tuning Theory

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 9

5.2. Helmholtz Resonator Theory

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 10

Fig. 6 Helmholtz Resonator Arrangement

Veff = (VD/2) + (VD /CR) 1

Veff = (VD (CR-1) +2 VD )/(2(CR-1))

Veff = (VD (CR+1)) / (2(CR-1))

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1))

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 11

5.3 Block Diagram of Methodology

Fig no.7 Block diagram of methodology

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 12

Engine 4 stroke, single cylinder, air cooled

Table no. 1 Engine Specifications

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 13

7. Calculation for Helmholtz Resonator theory

7.1 Formula for Helmholtz resonator theory

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)

N = Engine rotation per minute

K = constant (K = 2.6 for SI engine )

A = cross sectional area of inlet pipe

L = length of inlet pipe

Calculation for 2000 RPM

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)

2000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)

2000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)

(2000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)

1.1329 = ((4.2608)/(L)) x (0.8230)

Squaring both the sides we get

1.2834 = (4.2608)/(L) x (0.8230)

DPCOE,Wagholi, Automobile Engineering Dept.,2016-17 14

Calculation for 3000 RPM

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)

3000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)

3000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)

(3000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)

1.7 = ((4.2608)/(L)) x (0.8230)

Squaring both the sides we get

2.89 = (4.2608)/(L) x (0.8230)

Calculation for 4000 RPM

N = ((13.5c)/k) ((A)/(L VD)) ((CR-1)/(CR+1)

4000 = ((13.5 x 340)/2.6) ((5.309 x 10-4)/(L x 124.6 x 10-6)) ((10.3-1)/(10.3+1)

4000 = (1765.3846) x ((4.2608)/(L)) x (0.8230)

(4000)/(1765.3846) = ((4.2608)/(L)) x (0.8230)

2.2658 = ((4.2608)/(L)) x (0.8230)

Squaring both the sides we get