Case Study 1 Porsche 3.6L H6 Engine Duke City Sparks - Nelson Amaya - Teo Brandt - Vincent Garcia - Austin Graham - Jonathan Morgan History 19 19 19 19 19 19 64 70 74 78 84 89 2. 2. 2. 3. 3. 3. 148/14 142/14 143/16 180/18 200/18 247/22 00 82 87 07 52 86 - Constant modifications needed due to American emissions requirements (reduction in CR, or complete drop from market temporarily) - Mechanical Fuel Injection implemented in 1968 - First turbo in 1974 - Switch from magnesium block to aluminum in 1978 - Digital engine electronics introduced in 1983 - Air-cooled until 1999 “In the beginning, I looked around Simp and could not find the car I'd been dreaming of: a small, lightweight le sports car that uses energy Durab efficiently. So I decided to build it le myself.” Cost - Ferdinand Porsche Efficien - Air-cooling meant less parts and less sensitivity to t freezing/boiling - Flat design lowers center of gravity Unveiled at the Frankfurt Motor Show in 1963 in the 911 (known as 901), produced 130hp at 6,100 rpm. Conforms to American emissions standards without compromising performance: 1968, 1972, 1980 First turbo ever in a production sports car arrives in the 911 Turbo, 1974 Zenith: Limited edition 911 GT2 3.6 twin turbo netting 450 hp, 1998 Racing Origin Original 2.0L flat-six based on VW-derived flat-four, which was conceived primarily for racing Commercial and racing development worked in parallel First race was the Targa Florio in Sept. 1964 - a 904 equipped with a racing version of the 2.0L with 210bhp - Magnesium alloy castings, titanium connecting rods, Weber carburetors - finished 2nd Racing Influences on Development 2.0L modified with Weber carburetors used in the 904 2.4L influenced by the 917 flat-twelve - stroke lengthened, connecting rod design 2.7L Turbo influenced by 917 turbo and 911 racing engines - flap valve operated by accelerator linkage - camshafts supported by four bearings, not three - completely electronic ignition system 3.6L influenced by the 911 Carrera Club GT - Intake tubing changed to plastic, savings of 1.2kg M64 Design Considerations 1. Increase power 2. Reduce fuel consumption 3. Reduce service requirements 4. Adapt engine’s ancillaries to new rear suspension Developing the M64 New crankshaft Twin ignition Compression Ratio increased from 10.3:1 to 11.3:1 Valve stems drilled and filled with sodium Exhaust Valves diameter increased Completely redesigned intake system Motronic engine management system Cylinder Arrangement and Firing order • Horizontally oppose 6-cyl configuration • Firing Order 1-6-2-4-3-5 Engine Geometry and Compression • Displacement 3.6 l • Bore: 100mm • Stroke 76.4mm • Connecting Rod 127.0 mm Engine Geometry and Design Attributes • Displacement 3.6 I (3600 cc) • Rated power 200 kW / 268 HP • Rated speed 6100 rpm • Max. torque at 5000 rpm 243 lb*ft (330 N*m) • Compression ratio 11.3 to 1 • RPM operating Range 0-6800 Valve train Design Valvetrain Design Intake Design The Varioram Intake System • This intake design operates on the basic principal that the frequency of the air mass contained in a pipe of a given diameter increases as the pipe is shortened. • The length of a pipe is said to be resonant if its corresponding frequency is sufficient to produce an increase in pressure that effectively improves the filling of the cylinders (volumetric efficiency). • At low engine speeds effective filling occurs if relatively long runner pipes are used. • At high engine speeds, a shorter intake pipe is required to maintain the ram air effect. Intake Design Three Stages 1. Below 5,000 rpm (A) Only the throttle valve is open and the intake air is directed through the full-length of the pipes. 2. Between 5,000 rpm and 5,800 rpm (B) A second throttle body is opened and the central part of the pipe is raised. The long pipes are bypassed and the cylinders are aspirated directly from the lower plenum chambers. 3. Above 5,800 rpm (C) The second resonance tube is opened to increase the frequency of pulsations between the left and right plenum chambers. Exhaust Fuel System The M64/05 Engine utilizes the Motronics System • Port-injected fuel system • Bosch implemented design of rail- type fuel delivery to meet rigorous California emissions standards. • Mechanically controlled with variable timing adjustments available • Replaced by KE-Jetronics, which was controlled electronically by the ECU. • 98 RON/88 MON (Premium Unleaded) Baseline Performance Horsepower: • 200kW (268 bhp) at 6100 RPM • BMEP – 1152 kPa (167.1 Torque:psi) • 330 Nm (243 lb/ft) at 5000 RPM Fuel Consumption: • 15 mpg city / 23 mpg highway Ricardo Model Ricardo Model • This version of the model included a dual-throttle body Varioram setup and dual-exhaust system. • The valve timing was adjusted based on the intake and exhaust duration (260/240) as well as the maximum lift for intake and exhaust valves (12mm/11mm). • The initial conditions on the intake side were: – Pressure: 1 bar – Gas Temperature: 300 K – Wall Temperature: 300 K • The initial conditions on the exhaust side were: – Pressure: 1.05 bar – Gas Temperature: 900 K – Wall Temperature: 400 K • The model was run from 1,000 rpm to 6,500 rpm in increments of 500 rpm Ricardo Model Results Ricardo Model Results Ricardo Model Results Ricardo Model Results Ricardo Model Results Case Study 1 References Frere, Paul. "The Porsche 911." Porsche 911 Story: The Entire Development History. 9th ed. Vol. 9. La Vergne: Odcombe LP, 2013. 93- 98,. Print. "Carfolio - Car Specifications & Technical Data." Car Specifications Database. Carfolio.com. Web. 1 Oct. 2014. Cars, Porsche. "AfterSale Training." (2004): 52-65. Print Stoklosa, Alexander. "Flat Sixy: The Evolution of Porsche 911 Engine Size, Technology, and Output in the U.S." Car and Driver, 13 Dec. 2013. Web. 2 Oct. 2014. <http://blog.caranddriver.com/flat-sixy-the-evolution- of-porsche-911-engine-size-technology-and-output-in-the-u-s/>. The Porsche Principle , Porsche International, 2014. Retrieved from http://www.porsche.com/international/aboutporsche/principleporsche/ s Engine of the Year Award” for the 2.7-litre flat-six engine, June 7 2013, rk pa Porsche International, retrieved from S ity http://www.porsche.com/international/aboutporsche/pressreleases/archivC e - Nelson Amaya e2013/quarter2/?pool=international-de&id=2013-06-07 uk D - Teo Brandt - Vincent Garcia - Austin Graham - Jonathan Morgan.