Melbourne Uni FSAE 2011: Engine Dyno Cell

Location: Thermo Labs, Mechanical Engineering, The University of Melbourne

AT this time, we have set up the 2011 plenum (Rob Black Engineering) and restrictor (Okuma), with the 2008 exhaust.

We're running a new TPS and MAP sensor for 2011: a Bosch 3-pin TPS, with integral connector (so we can't break any flying leads, like we did to the previous one), and a newer 2-bar (abs.) Bosch MAP/AT sensor.

Fuel pressure will be displayed on a 5 bar VDO gauge, reading off a VDO mechnical sensor (0:28), so we can see if the pump can't keep up, or is doing any funny business.

Electrical board consists of a new MoTeC M400 ECU and MoTeC PDM15 (thanks to the Department of Mechanical Engineering), Bosch 4-channel induction ignition module, and Teledyne solid state relays.

The M400 has tons more inputs than the current M48, which means we are able to log all desired sensors within the ECU (rather than using a seperate USB logger, as in 2010). The PDM15 allows monitoring of all electrical current draw, and replaces the relays & fuses.

We have switched from the M&W Pro-12 CDI ignition box due to size/weight/spares benefits, as well as the ability to do true sequential ignition, rather than wasted spark. We've actually had GREAT customer service from M&W Ignition, so the change has nothing to do with them.

Note the dual Davies, Craig EWP80's at 1:03 to control the flow of water to the block water jacket and oil cooler. We ran into problems cooling the oil in 2009/2010, with oil temps hittiing over 125C under load, but with water temps (too) easily controlled by the water-to-water heat exchanger. We strongly suspect this was due to the water flow being "regulated" by a t-piece in the water hose lines. Now with the dual pumps, we should be able to control the flow to each section independantly, and thus keep both liquids happy: 85-90C for water, and 100-115C for oil.

We will be running a Bosch LSU 4.0 lambda/oxygen sensor on the dyno (it orignally had a flat connector, but I've reterminated with a LSU 4.2 VW OEM-style D-connector). This is controlled by a MoTeC PLM, sending Lambda to the M400 over CAN bus. The PDM15 also gets CAN data off the M400, in order to supply power to everything else at the right time.

Nathan Pong is working on the exhaust.

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Autos & Vehicles

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