Mahle FSAE 3 Cylinder....WHY?

[drivetrainUW-Platt]

Why did Mahle spend the money and time to design/build this engine? I have only seen 3 of them in my 4 years of FSAE and I dont think I have ever seen them driving around the track. In the best situation, they would sell 200 to all teams around the world, which is NOTHING for volume of engines.
I have not seen anyone from Mahle one this forum or any other FSAE related discussion.

Good luck to Kettering, Looks like they have the best shot at making some laps with it, but they will be pushing a tight schedual up to that point.

I am very confused why this engine was produced and why it isnt readily available......someone fill me in?????

[drivetrainUW-Platt]

Why did Mahle spend the money and time to design/build this engine? I have only seen 3 of them in my 4 years of FSAE and I dont think I have ever seen them driving around the track. In the best situation, they would sell 200 to all teams around the world, which is NOTHING for volume of engines.
I have not seen anyone from Mahle one this forum or any other FSAE related discussion.

Good luck to Kettering, Looks like they have the best shot at making some laps with it, but they will be pushing a tight schedual up to that point.

I am very confused why this engine was produced and why it isnt readily available......someone fill me in?????

[Dr Claw]

It was built to show a synergy of all the different top flight engine technologies that Mahle posesses in an ACTUAL engine. they offer just about every component on an engine to OEM's so it was a way to prove to the mfg'ing world that they could do an entire engine.

And i suppose they did it with tax deductable money, so selling them is out of the question.

not to mention the fact that it's probably designed CLOSE to the knife edge of performance manufacturing. there's probably a bunch of corners cut to make these things (RP castings and such)...and 200+ engines that break real good isnt exactly the good PR they would be hoping for

they offered the engine and trans to LTU back in august before offering to kettering..but we turned them down obviously.

[drivetrainUW-Platt]

Could you explain what a rapid prototyped casting is?
Thanks

[James Waltman]

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by drivetrainUW-Platt:
Why did Mahle spend the money and time to design/build this engine? </div></BLOCKQUOTE>

From the Mahle Press Release (circa 2003):

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">"...To demonstrate its systems capability and know-how regarding a complete engine, MAHLE has, for the first time ever, developed its own complete engine. This engine will also make its debut in Asia at the Tokyo Motor Show. It was developed for Formula SAE (Society of Automotive Engineers) - as part of a competition for prospective engineers of vehicle and engine design - and is a straight high-speed three-cylinder four-stroke aluminum engine. According to the Formula SAE rules, an output of approximately 60 kW is expected from a displacement of 609 cm3. To achieve a high specific output despite the mandatory intake restrictor, a tuned intake system with four-valve technology, two overhead camshafts and intake manifold fuel injection was developed. Light-design concepts of the crankshaft, connecting rod, and piston allow low oscillating masses and thus a quick engine reaction capacity. The engine is rigidly seated in the vehicle due to its supporting function and equipped with a balance shaft to compensate first-order tilting moments. ..." </div></BLOCKQUOTE>

That's from here:
http://fsae.com/eve/forums/a/tpc/f/1...6736033494/p/1
It's one of my all time favorite discussions - that was Rob's first rant. Ah, the good old days...
I also seem to remember one guy from Wisconsin who thought it was a "very cool concept!"

Geeze Mike - learn how to use the search function already. (I'm just joking around)

[Tintin]

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by drivetrainUW-Platt:
Why did Mahle spend the money and time to design/build this engine? </div></BLOCKQUOTE>

As a showcase for presenting technology available from them, nothing more, nothing less.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
I have only seen 3 of them in my 4 years of FSAE and I dont think I have ever seen them driving around the track.
</div></BLOCKQUOTE>

http://www.ecurie-aix.rwth-aachen.de...rmingham04.wmv

That is the first Aachen car with this engine and it ran in 2004 both in the US and in GB. It was too heavy and unreliable but we were more or less focussed on getting it running with the CRG gearbox. In 2006 there was a second car a bit lighter (still too heavy) which also ran in the US. IIRC the car didn't come back in time to go to GB but it ran in Hockenheim.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
In the best situation, they would sell 200 to all teams around the world, which is NOTHING for volume of engines. </div></BLOCKQUOTE>


The engine will most likely never have a "4sale" sticker on it, that was never the point of making it.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
Good luck to Kettering, Looks like they have the best shot at making some laps with it, but they will be pushing a tight schedual up to that point. </div></BLOCKQUOTE>

http://www.rennteam-stuttgart.de/images/gallery2/v/F071...0509_rollout_005.jpg

That's the new TU Stuttgart car which also runs a Mahle engine with Mahle transaxle. FH Esslingen also uses it, both these teams are based very close to the Mahle headquarter.



Tim

[John Stimpson]

I hope we've got everything covered to show you guys this thing tomorrow.

Car went on its first drive a few minutes ago... Seems alright!

[drivetrainUW-Platt]

James, Search function....who woulda known.

Mahle makes pistons correct? Do they make other engine parts as well?

Sounds like you guys got it running and its under 500 lbs...that is an accomplishment!

Seeya friday.

[Dr Claw]

I think they make everything other than engine block castings and crankshafts..

2 out of 20+ major components on an engine

[James Waltman]

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
By: Mahle Motor project leader Dr. Adolf Wunsche:
"the crankshaft and the cylinder head casting are the only major engine components not in our range." </div></BLOCKQUOTE>

So, while I'm at it I'll paste in some more explaination.

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
Mahle made: engine supplier Mahle becomes its own customer by developing its own 3-cylinder powerplant
From here. Full article here.
By Jonathan Walker - Automotive Industries Magazine - May 2004

If an engine component specialist has a program which covers all but two major parts of the whole, how strong is the temptation to develop a complete engine?

In the case of Stuttgart-based Mahle Group, the answer was "irresistible," and the result was on show at last year's IAA--the first "Mahle Motor."

During a press conference at the Mahle Motorsport works in Fellbach, Germany, the company recently revealed full details of the engine and, more importantly, its rationale--it is to serve as a combination of "technology" demonstrator," racing engine and a research and development project designed to release a broad array of synergies within Mahle among its various product groups.

"The racing aspect centers on 'Formula SAE' an international competition run by America's Society, of Automotive Engineers," notes Mahle CEO, Prof. Heinz Junker. "Also known as 'Formula Student' the competition is open to academic institutions in all parts of the world, who build and race their own single-seater as a 'hands-on' learning project.

"(On the R&D side, we had long wanted to try our hand at developing a complete engine, both to demonstrate our existing overall know-how and to add to this fund of knowledge, especially regarding the interplay of the components and subsystems we produce. At our product groups pistons and piston assemblies, cylinder components, valve train, air and liquid filtration, we develop world-leading technologies for the world's best engines. Developing a complete engine was a logical next step."

A happy combination of circumstances made possible this "quantum leap" to engine developer status, noted Mahle Motor project leader Dr. Adolf Wunsche. "Our involvement in Formula SAE arose from our close contacts with the Technische Hochschule Aachen, with whom we cooperate closely in R&D projects. Aachen has an excellent reputation in engines and vehicle dynamics, and when we heard of their plans to participate in Formula SAE we felt well placed to assist.

"First, no engine component manufacturers is better equipped--in principle, the crankshaft and the cylinder head casting are the only major engine components not in our range. Second, we enjoy a leading position as a supplier of components for racing engines, notably in Formula One and endurance racing, and Aachen's Formula SAE project revolves around a race. We also see our support as a contribution to developing the next generation of engineers at a time when technical professions have lost some of their popularity,."

Dr. Uwe Mohr, head of Research & Development detailed Formula SAE's specifications and stressed that the Mahle Motor is a completely new design in both architecture and features. "While leaving free the configuration and number of cylinders, the SAE Formula prescribes natural aspiration, a four-stroke cycle, a maximum 610 [cm.sup.3] displacement and a maximum 20 mm diameter inlet restrictor on the basic engine. To this the students may add the options of turbocharger or supercharger, carburetor or fuel injection with electronic engine management. The intake system might consist of filter, carburetor/throttle body, air restrictor, charger and engine.

Mahle went for a 3-cylinder, in line configuration with swept volume of 609 [cm.sup.3]. Rated output is around 60 kW (80.4 hp) at 9,500 rpm and maximum torque 65 Nm (48 lb. ft.) at 7,000 rpm. The 3-cylinder inline design gives short inlet tracts in view of the 20 mm restrictor rule, and keeps down overall engine length. This minimized costs and with bore and stroke dimensions of 70.8 x 51.5 ram, cylinder dimensions are close to those of commercial engines, making acquired data and findings widely applicable. The requirement for the engine to form part of the vehicle structure necessitated a balance shaft to compensate the "rocking couple' inherent to an inline three."

With its role as technology demonstrator Mahle has clearly taken pride in developing innovative solutions on its engine. With its deep involvement in competition engines, a number of solutions borrow straight from current motorsport practice. "Solutions to which, in many cases, Mahle

has made a vital contribution," Junker says.

For example, the engine block is an interesting light alloy design using Mahle's NIKASIL coating on parent bores. "The block is a two-piece structure and its halves locate the crankshaft and form a stiff "tunnel" capable of withstanding thermal and mechanical distortion," Mohr says. "This prevents cylinder distortion and Rives addition al structural strength. The main bearing caps are in ferrous material to maintain tight clearances and are integral to the lower half of the crankcase. A broad based, integral oil sump lends additional stiffness and a low center of gravity. To minimize hydraulic losses, it is connected to the crankcase by a series of windows and oil strainers."

The cylinder head is a also two picot structure, allowing the camshaft covers to form its bearing caps. "It features four valves per cylinder with a central spark plug," notes Dr. Martin Lechner, Mahle's head of pre-development.

"For favorable gas exchange we use steep, straight inlet and outlet ports. The valves are actuated via drag arms from twin, contra-rotating camshafts. Inlet and exhaust valves are angled at 13 and 12.5 degrees to the vertical. The exhaust ports are cooled on both sides."

Intake air flows through the filter, air mass flowmeter and via the throttle body to the 20 mm diameter air restrictor specified by Formula SAE. "To optimize engine performance under this constraint, the students located an air box after the restrictor to equalize flows to the cylinders. Air roaches the inlet manifold via an expanding conical inlet pipe," Lechner says.

Timing gears were chosen instead of belts or chains for their better mechanical stiffness and lower weight. They are located on the flywheel side and drive the oil and water pumps as well as the camshafts and balancer.

Borrowed from Motorsport

Taken straight from Formula One practice is the Mahle Motor's lightweight running gear, designed to allow rapid accelerations and decelerations, Wunsche notes. "The piston is a squat, two ring design with extensive internal ribbing for high stiffness at low weight. It is cooled by oil sprays.

We use an T section connecting rod, designed for high resistance to axial forces at high engine speeds. It features a chamfered small end eye and, as in many racing engines, to reduce friction the con-rod is axially restrained by the piston instead of the crankpins."

Also derived from current motorsport practice is axial lube oil feed to the main bearings. "Lubricant is fed into a longitudinal bore at the front end of the crankshaft via a rotating seal. This gives better lubrication at lower oil pressures, since in contrast to radial feed, the lubricant does not have to overcome the centrifugal force of an object rotating at up to 9,500 r/min."

Home Made

Among innovative features designed to demonstrate Mahle's know-how by targeting rigorous system efficiency are the lubrication and cooling systems. "All oil and waterways are integral to the block," Wunsche explaines. "The cooling system features a rear mounted pump feeding coolant direct into a manifold on the side of the block, ensuring equal flows to all cylinders. All water jackets are completely circumferential and in a cross-flow system, coolant transfers from the block to the cylinder head at the hotter exhaust side, where it cools the exhaust ports on both sides. From there it passes to the inlet side and a coolant collector leading to the radiator."

Likewise, the lubrication system is designed to give even, efficient fluid paths. "The oil pump feeds upper and lower main pressure lines via the relief valve and full flow filter. The lower line feeds the big end bearings and the upper line the main bearings and piston cooling jets. A riser in the rear of the block from the upper line delivers oil to the cylinder head for lubrication of the camshafts, drag arms and timing gears. Oil return to the sump is via generously dimensioned, directly connected vertical ducts."

Outside suppliers involved in the Mahle Motor project are Robert Bosch GmbH, supplying fuel injection and ignition equipment, and French specialist Chambon SA of St. Etienne, which cut the lightweight crankshaft from a single piece of metal. The major external contributor, however, was rapid prototyping and prototype specialist Becker CAD-CAM-CAST, which provided molds and cores tot all castings using the laser sintering and resin tooling methods.

Although the engine has yet to race, Mahle already feels vindicated by the internal synergies released by its racing critic project and the knowledge gained. "We organised the project to involve as many levels as possible in our research and development departments," Wunsche says. "This led to exchanges of ideas and information on an unprecedented scale and 'across the board' amongst our product groups piston and piston assemblies, cylinder components, valve train, air filtration and liquid filtration. The quality of our findings, especially in terms of understanding the interaction of subsystems, and hence the total system 'engine,' has been outstanding

"Simuitaneously--and equally important--for the first time we assumed the role of our customers and became engine developers. Confronted with the design and manufacture of a complete engine, we gained a deep appreciation of their problems and considerations. That this has made us an even better development partner has already been recognised and appreciated by our counterparts."

And the project is ongoing. "Mahle Motor Mark II is already under development and among several improvements will be variable length inlet pipes to optimize the torque curve and a larger bore to gain higher engine speeds," Wunsche concludes.

COPYRIGHT 2004 Diesel & Gas Turbine Publications
COPYRIGHT 2004 Gale Group
</div></BLOCKQUOTE>


<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">
The first MAHLE engine - an investment in the future
From here (Mahle Website).

Three cylinders, 609 ccm, performing 60 kW at 9,500 min–1. We have developed and built a high speed fourstroke inline engine with an aluminum structure for the Formula SAE – a complete MAHLE engine which is the first and completely new in its overall architecture.

The Formula SAE is an international competition for students organized by the Society of Automotive Engineers. Up to 140 teams come together three times a year in England, the USA and Australia to face the judgment of the jury.

MAHLE has supported the RWTH Technical University Team in Aachen with the development of the engine for its vehicle. The purpose is to demonstrate our knowhow for the complete engine.
</div></BLOCKQUOTE>