"MM54" (MM54)
06/11/2014 at 19:45 • Filed to: None
6
3|
"MM54" (MM54)
06/11/2014 at 19:45 • Filed to: None | 6
| 3 |
The 2014 SAE Supermileage competition (a lesser-known, more efficient step cousin of Formula SAE) was this past week (June 5/6) in Marshall, Michigan. The champions of the competition the past two years, Penn State Behrend, returned this year, hoping to do something never done at the competition – win three times in a row. The past two years, with total efficiencies of 1435 and 1290 MPG have been good, but the goal this year was to set a new personal record. Some engine trouble prevented that, with the team finishing 5 th overall with 1020 MPG. It's worth mentioning though, that the winning score of this year was lower than the winning scores the past two.
Full Disclosure: The Behrend SAE Supermileage team wanted me to test drive the car so badly that they admitted me to the school of engineering, let me join the team, and elected me to be vice president my third year and president for my fourth.
Appearance: 8/10
I drove the car the week before competition (I'm not the usual driver, I'm far too heavy. Our so-light-she-needs-a-bag-of-lead-to-meet-the-weight-requirement driver wasn't available to do some testing this day) in the process of getting some sample efficiencies so that the engine could be tweaked and tuned for the best numbers. This was the done the day before we slapped all of our sponsor stickers on the car but was after we finished all the paint and such, so it looked clean.
The paint is very thin, and it shows. This makes it lighter though, which is important. The stripes are modern and metallic blue, and look much better in person. The sweeping windows match the stripes and create a smooth, fast look to the car. The occasional greasy fingerprint in the white paint reminds you that this is very much a functional, not a fashionable car. They also remind you that the paint is only a few days old and hence hasn't been waxed yet.
Interior: 1/10
There is no interior so to speak. The surfaces are almost entirely bare carbon fiber (the whole car's made from the stuff) and lexan, depending on if you have to be able to see through that particular part. There's no plastic trim or cheap vinyl, but there's also no seat padding, the seatbelt is very inconvenient, and the driver is lying on a rail with their hips crammed between the steering kingpins.
The instrumentation is the display of a bike computer for speed and distance, and the day I drove there was an AFR gauge taped where there should have been mirrors. In order to see out (over your feet) your head rests on the firewall, roughly 6 inches from the engine. Driver comfort is non-existent. But there is a 3-point seat belt.
Engine: 9/10
The car is powered by a single-cylinder, single overhead cam 4-stroke 48cc engine. It's fueled by isooctane (aka pure octane) and the smallest 4-stroke carburetor we could find. The cam is manually oiled, so every now and then a few fresh drops of oil need to be applied, which are promptly flung off onto everything nearby when the engine is next started. It makes about 1.5HP and a couple lb-ft of torque, and is limited by valve float at about 5 grand, which is sort of scary because we, a bunch of engineering students, designed and made a lot of engine parts, including the connecting rod.
What really shines about the engine though is the efficiency – this one's almost double the efficiency of the engine used the past two years. A burn-and-coast method is what allows the car to achieve over 1200 miles per gallon; travelling just shy of 10 miles in half an hour, with the engine only being run for about a minute of that at most.
Acceleration: 3/10
Starting the engine leads to a friendly kick as the clutch catches engages and starts moving you forward. The car maxes out at around 35 mph (which is horrifying because you're in a carbon fiber tube about 4 inches from the pavement, and the day I drove there was no windshield) but is typically only taken to a little over 20. From a stop, this take 10-15 seconds, so if by some magic it could reach 60, the 0-60 time would be just shy of forever. But that's beside the point – this is an efficient machine, not a dragster.
Braking: 9/10
The car is stopped with manual, cable-actuated drum brakes on the front wheels. It stops surprisingly well – when the driver is quite literally 2/3 the weight of the entire car (the car, ready to run, weighs in around 75lbs) it's easy to stop, at least compared to a 4000lb sedan. Not much more to say there.
Handling: 5/10
The car tracks fairly straight, although the steering is rough. It's unassisted manual steering, which is good, but the 45-foot turning radius and the fact that there is no steering wheel – just a tiller – makes guiding the car feel more like making a vague suggestion as to where you would like it to go. If it doesn't want to not hit that big hole, it will plow right on through.
Still, the direct link from hand-to-steering knuckle makes the steering firm, which is good. If you turn too much, the wheels will rub though, so tight turns are right out.
Ride: -2/10
There is no suspension, there are no seats, there's no sport button nor comfort mode. As mentioned earlier, you lay on your back on a narrow carbon rail with your hips being re-formed on some carbon and titanium steering components. Every slight bump causes spinal damage, and bigger ones will likely give you a mild concussion. Everything is bolted directly to the frame, and that's what you're lying on.
Suspension travel wastes energy and messes with alignment (we actually tried a front suspension last year and it was nothing but trouble), and this is a machine of function, not comfort.
Gearbox: j/10
Ha, there is none. The crankshaft has a centrifugal clutch with a belt drive to the single rear wheel. Engine speed directly relates to car speed in a case of perpetual first gear. We'll imagine that there is a gearbox though and give it the imaginary j points and make this not count for the final score.
Usability: 2/10
This is not a practical car. Not only is it in no way street legal due to the lack of headlights, turn signals, airbags, seats, bumpers, and windshield wipers (hey it does have a brake light), it also can't exceed 30 miles per hour and would easily get swallowed beneath an unobservant SUV driver. A long road trip in this car would likely result in your only trips being to the chiropractor, in a bizarre infinite loop of agony and healing.
Value: 10/10
I'm not going to discuss the total cost of building this car (it was a lot) but I would personally, if I had the money, go buy an e34 M5 over this. However, for what it is, this is an excellent vehicle – the ability to, theoretically of course, drive across the country on a couple gallons of race gas is very interesting. While not directly road-worthy, the point of the SAE Supermileage competition is to bring around ways of improving efficiency in a small scale to help improve larger, more useful offerings. Plus, it's fun. Not as much fun as Forumla SAE, but hey it's all we can afford.
Total Score: 45/90
Like I mentioned earlier, this year's competition took place last week. This car in its finished state, with nice features, like a windshield, competed with dozens of other teams in International Competition (international in the sense that there are a couple Canadian as well as some South American ones). If you have any questions about the team, the car, or the competition, I'd be glad to answer them. I wrote up most of this before we left for the competition, but just now have had the chance to polish it off. If I get time to write it up, I may even review the rental car I drove to Michigan and back.
Boxer_4
> MM54
06/11/2014 at 19:59 |
|
Hi Matt! Nice review!
|
MM54
> Boxer_4
06/11/2014 at 22:30 |
|
Hi Jonathan (I assume it's you from your other posts). Didn't know you were on oppo!
|
Boxer_4
> MM54
06/12/2014 at 00:41 |
|
That's correct! I found this place years ago, and haven't left since.