http://www.grapeaperacing.com/tech/coolingsystems.

pdf
tri-pod or CV joint
diameter of the tripod balls, PCD and diameter of the centre piece

Gears can be made from a lot of different materials. 4140, 4340, 8620 can be used but a
any medium carbon, hardenable steel can also be used.

The heat treatment process is not trivial and depends on the type of material, the load
applied and the properties you want out of it.

From what I saw of the f4i transmissions laying around the shop, I would say that they
were made of a deep-hardening steel because the load was being applied to fairly small
cross sections. However, the thickness of the gears aren't that big to begin with.
Dimensional stability is also important with gears, so a steel that distorts very little (or is
quenched in air or some other slower-cooling medium) is probably likely. I'm pretty sure
some sort of surface hardening was used after tempering as well to increase the wear
properties too.

The ASM handbook volume 4 is a great resource on heat treatment.

In terms of bearings, they were deep groove ball bearings with 6-10 balls per bearing and
ID's of around 25mm. You can look up equivalent load ratings on SKF or Timken if you
want.

Thx for the compliments! :-) Actually we were 3 out of 4 in the top 10 and finished 3 out
of 4 endurance.

The basic engine is a Rotax 450 cc from a ATV. It had a self designed supercharger drive
with a RSV 1000 cylinder head. It made 193 hp per litre on the FSG 2008 Dyno, one of
the highest rates I ever heard of in FSAE. Due to fact that our engine guys won the
Powertrain Award 2008 at FSG, there was an article about our engine in ATZ, which is
also available in English. Maybe you look for that. There are several informations in
there.

This is a picture of the engine on the dyno!

This engine has been used since 2008 in the jr car's. It was also successful in 2009 with a
second place overall at Formula Student Austria. Before 2008 it was a 650 cc with
adapted crankshaft and supercharger (Eaton and Lysholm).
Even though it is really for the inspectors, I understand that she has left it open to
students because it is important that they should know what the tech inspectors are
looking for and want to see or don’t want to see on the cars.

If you go to this web site and look under “Technical”, you will find a copy of the
Powerpoint presentation that was given to the tech inspectors as training for the 2010
FSAE Michigan event. It is over 100 slides long, but it has been converted it to a PDF file
so it is a manageable size. Well worth the time for everyone to look at.
http://web.me.com/smr01/fsae_technical_inspection/Technical.html
UV10 will be powered by a naturally aspirated 2003 Honda CBR600F4i motor, modified
to run a MegaSquirt (MS) ECU. Our MS system is designed to manage both fuel and
injection, and in the coming months will be tuned to optimize UV10's torque and power
output. This year has also seen significant advancements to our oil system, having
implemented a single stage dry sump. This decision allowed us to significantly lower the
engine, and effectively lower our center of gravity
Yep, SV650S. Picked it up from the salvage auctions. It's a 'repairable write off' which
means I can rebuild it and sell to recover costs at the end of the project (or keep as a very
cheap ride) unless some team (hopefully mine) decides that the project has merit and
buys the whole lot off me. Option 3 is that it all comes together unbelievably well and I
build a hill climb special out of it.

I plan to use the following donor parts:

- gearbox
- clutch
- rods
- pistons
- cylinders
- heads (complete)
- flywheel (& it's associated charging system)
- starter motor & gears
- possibly the water pump (external electric as alternative)
- possibly the oil pump (for the gearbox)
- fuel injection and ignition components as needed

Next:
Sit the cases to one side & repackage all the donor parts as a boxer twin transaxle.
Will need to design:
- crank (will have to shorten timing chains due to de-stroking)
- engine cases (with all required oil galleries taken into account)
- transaxle & gearbox casing(s)
- getting power from the output shaft to the diff (I have a design in my head for this,
keeping everything inside the casings)
- dry sump for engine, integrated into engine case? (the boxer design makes this a
necessity, as the heads will require scavenging)
- space in casings for multiple diff options? (may just go with a donor atv part for size
and manufacturing reasons)
- allowing for integrating the whole show with a chassis and rear suspension. (stressed? at
this point I probably will be)

Expectations aren't too high, I would be over the moon to actually build something. But
will first shoot for achieving a doable design package. A mountain of work awaits me.

Single piece crank, 2 piece rods running in pressure fed 2 piece plain bearing shells.
Same as your regular 4cyl roadies.
I've worked out from the stroke and big end diameters that I should be able to use 100mm
4340 or Atlas 6582 bar stock to machine the crank from, unless I end up needing a bigger
diameter for crank balancing.

PE is batch injection only, to the best of my remaining knowledge. Advantage of the PE

is great support from Brian & the PE team as well as a dead simple, nearly plug and play
system. You lose some flexibility/customization by going that route - so its a tradeoff that
makes sense depending on what the entire car's electronics/timeline will look like
megasquirt, it has more features and a better UI