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You will find the figures mentioned in this article in the German issue ofSTORY RacingonEngines
MTZ 7-8/2005 beginning page 534.
cessive weight. Nevertheless, the team The other important limitation placed The vast majority of passenger car diesel
gained its place in history as the first on LMP1 vehicles is the fuel tank capacity, engines achieve their rated power in the
LMP900 diesel. which is limited to 90 litres for any fuel. Re- range of 3500-4000 rpm, and their block
Diesel racing is certainly becoming more stricting diesel-fuelled vehicles to a lower and bottom end structures are designed to
popular in Europe in many different forms fuel tank capacity to compensate for the su- cope with maximum cylinder pressures in
of motor sport, and the US and Japan could perior fuel consumption characteristics of the order of 160 bar. As an example, the VW
well follow, as car makers realise the mar- the diesel engine is certainly a debatable V10 TDI engine has a swept volume of five
keting benefits from promoting their new point. However, there is no precedent for litres and may be considered suitable for
diesel products in this way. However, all restricting fuel capacity for other types of modification as a racing engine. However,
current diesels used in motor sport are es- fuel-efficient engines, e.g. direct injection with a rating of 303 bhp, corresponding to a
sentially structurally derived from road en- petrol engines, and such a limitation could brake mean effective pressure (BMEP) of 15
gines, operating at typically high diesel form a serious disincentive to the develop- bar, this may be considered a heavily over-
cylinder pressures (160 -180 bar) and conse- ment of any type of fuel-efficient motor engineered design. The dry weight of the
quently still considerably heavier than sport. VW V10 TDI is 367 kg. Achieving competi-
their petrol counterpart. Alternatives to tive Le Mans power levels while maintain-
this approach form the basis of a truly com- 4 Approach ing a rated engine speed of between 3750
petitive diesel engine for endurance racing. and 4000 rpm implies a BMEP level of be-
A competitive power level for LMP1 (900 tween 27 and 29 bar, which would require
2 Diesel Racing – Why Do It? kg) vehicles is in the order of 600 bhp based the retention of the heavyweight engine
on petrol experience. Typical petrol racing structure. A further consequence of main-
The massive growth in diesel passenger car engines will achieve this power at speeds taining the rated speed at “typical” diesel
sales in Europe is well known [1]. But what between 6,000 rpm (turbocharged) and levels is that the torque to be accepted by
is the reason for such growth? The fuel 7,500-11,000 rpm (naturally aspirated). The the transmission at rated power is signifi-
economy advantages of diesel fuelled cars resulting BMEP levels for these engines will cant.
are well understood, but ultimately appeal be relatively low; approximately 13 bar for Therefore, the alternative approach of
only to a relatively small “hard core” of the the naturally aspirated engine rising to ap- adapting a lightweight racing engine to
car buying public whose annual mileage proximately 25 bar for the turbocharged suit the characteristics of a diesel combus-
maximises the economic benefit of lower petrol engine. These levels of rating allow tion system becomes attractive. Ricardo
fuel consumption. Ricardo analysis has for lightweight engine structures commen- adopts this approach for the Ricardo-Judd
shown [2] that a more significant factor in surate with good weight distribution and V10 engine.
diesel market penetration growth is the im- optimal race car dynamics. An engine structure designed for the rel-
provement in diesel car performance, re- For the designer wishing to achieve atively low (compared to passenger car
finement, driver appeal and environmental competitive power levels with a diesel en- diesels) maximum cylinder pressures of
acceptability, via the application of the gine, a fundamental choice has to be made: petrol racing engines together with the air
technologies currently in the diesel devel- should a production-based diesel engine be limitations imposed by the regulations im-
oper’s toolbox. In simplistic terms, drivers modified to produce the required power, or pose unconventional limitations on the
can now enjoy equivalent – and in some should an established racing engine be diesel combustion system, and these are
cases superior – driving performance from modified with a diesel combustion system? described below.
diesel-fuelled vehicles compared to their
petrol equivalents, whilst maintaining the
inherent fuel consumption advantages.
Despite this, the diesel engine still suf-
3 Le Mans Regulations
fers a negative image. The extension of this
improvement in diesel performance to the Table 1: ACO regulations for Diesel engines
racing environment is a logical conclusion
to redress this problem. 1 2 Max boost
Ø Restrictor Ø Restrictor pressure
3 Le Mans Regulations (mm) (mm) (mbar)
Up to 4000 cm3 55.9 39.9 3870
The Le Mans 24 hour endurance race is reg-
Over 4000 cm3
and
ulated by the Automobile Club de l’Ouest
up to 4250 cm3 55.9 39.9 3680
(ACO). In 2003, regulations were issued for
the following year’s racing that aimed to Over 4250 cm3 and
allow diesel-fuelled vehicles to compete on up to 4500 cm3 55.9 39.9 3500
an equal footing to the petrol mainstream. Over 4500 cm3
and
Diesel-fuelled engines are permitted in cat- up to 4750 cm3 55.9 39.9 3340
egory LMP1 for vehicles with a minimum
ballasted weight of 900 kg. Diesel engines Over 4750 cm3 and
are not permitted in category LMP2, where up to 5000 cm3 55.9 39.9 3190
the minimum weight is 750 kg. The key Over 4000 cm3
and
regulations that impact engine perfor- up to 5250 cm3 55.9 39.9 3060
mance concern air restrictor and boost
Over 5250 cm3
and
pressure limitations. They are as set out in
up to 5500 cm3 55.9 39.9 2940
Table 1.
5 Combustion Systems Figure 3 shows the expected engine piston specific loading guideline is only a
power curves resulting from boost pressure single measure of piston durability, and is
The desire to reduce engine weight drives limited airflow curves for the Ricardo HSDR no substitute for a full programme of pis-
us towards higher operating speeds in order combustion system. These curves represent ton and engine structural optimisation.
to generate the required BMEP. Ricardo re- the maximum possible power at the as-
search indicates that, with a correctly speci- sumed level of volumetric efficiency of 100 9 The Ricardo-Judd Racing
fied combustion system, at least 6000 rpm %. Only decreasing the air/fuel ratio or BS- Diesel Engine
is possible, within the performance enve- FC would increase power above these lev-
lope of modern fuel injection equipment els. The technical specifications of the Judd GV5
(FIE). In order to validate the expected com- The restrictions imposed by the regula- engine, Table 2, show it to be an ideal can-
bustion system performance at high engine tions only enable a rating in excess of 600 didate for conversion to diesel operation,
speeds, Ricardo Vectis 3-dimensional CFD bhp up to a maximum speed of 5500 rpm. since the inlet and exhaust valves of the
analysis has been used to evaluate the Beyond that speed, engines of all displace- bio-ethanol variants are near-vertical,
air/fuel mixing behaviour of the combus- ments will be air limited and therefore a which is close to ideal for a diesel combus-
tion system at 4000, 6000 and 8000 rpm. petrol race engine structure will still need tion system. Of particular note is the engine
The boundary conditions for each speed to support BMEP levels in the region of 25 dry weight of 135 kg, compared with 367 kg
were set to maintain output levels consis- bar at 5500 rpm. for the VW V10 TDI.
tent with the 600 bhp target power. For For diesel combustion, with cylinder
each of the three operating speeds, the in- 7 Full Load Air/Fuel Ratio and spacings considered sensible for sufficient
jection nozzle flow rate was re-specified in Smoke durability, the engine would be able to con-
order to maintain a constant injection peri- tain a maximum swept volume of 4.6 litres.
od. Given that one of the reasons to attempt Figure 3 confirms that this is well within
The CFD analysis, Figure 1, confirms diesel racing at Le Mans is to convince a the range examined to determine air limit-
that the fuel evaporation and mixing per- wider proportion of the car-buying public ed performance and should be capable of
formance of the Ricardo high-speed diesel that passenger car diesel technology has an air limited rating of in excess of 620 bhp
racing (HSDR) combustion system is similar made considerable progress in the last ten up to 5000 rpm without a DPF and in excess
at engine speeds between 4000 and 8000 years, the emission of large quantities of of 650 bhp with a DPF.
rpm. The heat release profile resulting from exhaust smoke during the course of a race The power curves in Figure 3 were de-
the fuel burn process is also similar across is not acceptable [3]. Therefore, the applica- scribed as air limited performance curves in
the operating speed range. The CFD analy- tion of some kind of diesel particulate filter Section 7, assuming that the maximum
sis confirms the theoretical limiting air/ (DPF) to the engine would be desirable, and boost pressure permitted by the regula-
fuel ratio across the wider engine operating may well be the subject of a mandatory re- tions was available across the entire engine
speed range, allowing an estimation of the quirement in future years. operating range, in order to maximise the
air limited performance envelope of the en- The air/fuel ratio (AFR) targets encapsu- airflow subject to the choking limit of the
gine. lated within the BSAC characteristic shown restrictor. In reality, of course, the engine’s
in Figure 2 assumed that no DPF was in op- air supply will be subject to the flow map
6 Air Limited Performance eration, but the addition of a DPF would al- restrictions of conventional turbocharging
low a reduction in full load AFR by between technology, which will result in “real
The determination that combustion system 1 and 2 ratios, while still maintaining sensi- world” performance somewhat less than
performance can be safely extrapolated from ble filter loading with no possibility of the theoretical maximum air limited pow-
the passenger car range of operating speeds in- smoke puffs. A reduction in full load AFR by er level.
to the wider speed range necessary for a petrol- 1 ratio generates the air limited power Ricardo Wave 1-D simulation has been
derived racing engine allows an estimation to curves shown as dotted lines in Figure 3, used to analyse the performance potential
be made of the performance potential of differ- showing the potential for rating in excess of the 4.6-litre Ricardo-Judd V10 diesel en-
ent engine displacements within the con- of 650 bhp at speeds up to 5000 rpm. gine with appropriate turbo machinery
straints imposed by the air restrictor mandated from the Motorsport division of Garrett. It
by the regulations. 8 Piston Structural and Thermal should be pointed out that, under ACO reg-
The brake specific air consumption Limitations ulations, variable geometry turbocharging
(BSAC) characteristic of the HSDR combus- is not permitted.
tion system is shown in Figure 2 and is One of the most highly loaded components Figure 5 shows the air limited and real
used as a boundary condition in the esti- within a diesel engine is the piston. It has to world power capabilities of the 4.6-litre Ri-
mation of air limited performance. Given perform the functions of pressure contain- cardo Judd engine with the HSDR combus-
that the regulations permit a fixed restric- ment and air guidance under conditions of tion system superimposed. Again, dotted
tor size regardless of engine displacement, high acceleration with only minimal and lines show the performance possibilities if
the other primary boundary condition in intermittent oil cooling. Data for piston the use of a DPF is considered allowing re-
this process is the airflow at which the re- specific loading are given in Figure 4, in- duction in full load AFR by 1 ratio. The pis-
strictor chokes. In the case examined here, cluding data for current production racing ton limit for the maximum feasible engine
the limiting airflow per restrictor for 2x39.9 DI diesel engines. Taking these as an upper bore of 94 mm is shown, and is well in ex-
mm diameter restrictors is approximately limit on piston performance and translat- cess of the air limited performance poten-
1040 kg/hour. A secondary consideration is ing these specific loading figures into a tial.
the displacement-dependent boost pres- power limit for 5-litre engines shows the The power curve resulting from the
sure limitation, which will impact the en- maximum power to be around 700 bhp. Wave simulation shows that, under real
gine speed at which an engine of a given This is above the air limited performance turbocharged conditions, the actual perfor-
displacement will become air limited. curve for most cases, Figure 3. Clearly, the mance at speeds below the rated speed of
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