Improving the Fuel Economy of a Tuned 600cc
20129027
FSAE Engine
Thomas Leonard, James Leckey and Geoffrey McCullough
Queen's University of Belfast
ABSTRACT
To maintain its relevance, motorsport cannot be exempt from
the trend of increasing fuel economy. This bears obvious
competitive benefits as well, either in decreasing the
frequency of pit stops or the mass of fuel carried. Given the
increased points weighting of fuel economy for the Formula
Student (FS) competition, a complete analysis was performed
on the Queen's Formula Racing 600cc motorcycle engine in
preparation for the 2011 competition.
The criteria for such high performance fuel economy differ to
a degree from most mass transportation counterparts and
were divided into three distinct regimes; full load, part load
and no load conditions.
Full load conditions naturally demand maximum torque for
performance but that does not imply that fuel savings cannot
be made whilst preserving this. The point at which maximum
torque is produced with minimum air-fuel ratio, Leanest
mixture for Best Torque (LBT), was therefore sought and
mapped for full load.
At part load, torque is less of a concern, and maintaining a
sustainable engine temperature and transient response
become more important. With increasing AFR, engine
temperatures can rise dramatically so temperatures were
measured close to the exhaust port for a wide range of air-
fuel ratios. Competition track data was analysed to highlight
key part load operating regions and these were mapped to
minimize any increase in operating temperature. Torque
response to a step throttle change was also measured to
ensure suitable engine transient performance was maintained.
2012-32-0027
Published
10/23/2012
Copyright © 2012 SAE International and Copyright © 2012 SAE Japan
doi:10.4271/2012-32-0027
In the situation where the engine is still at high speed without
load, the engine is being motored and no fuel is required. An
overrun fuel cut was employed to reflect this giving
significant fuel savings. The effect on torque and engine
pickup was measured.
These mapping regimes were implemented and tested using
fully transient lap simulations using competition track data
and a four quadrant AC engine dynamometer. The results
indicated a reduction in fuel consumption for 22 laps of the
FS track from 5.08 litres to 3.76 litres; around 26% in total.
The actual fuel used at the 2011 competition was 3.702 litres
while placing 8th in the endurance event, further validating
the benefits of these mapping regimes.
INTRODUCTION
Queens Formula Racing (QFR) was formed in 2000 to
compete in the Formula Student (FS) competition. The team
compromises members in their 3rd and 4th year of study in
Mechanical Engineering at the Queens University of Belfast.
The team has competed annually from its formation and
enjoyed successes as best new comer and several top ten
finishes. Following on from the successes of the 2010 QFX
car, the QFR X-1, Figure 1, was developed for the 2011 FS
competition with several design goals in mind including a
reduction in fuel consumption.
 Figure 2. Throttle position for an FS endurance event
Figure 1. QFR X-1 competing in the 2011 FS
lap
competition sprint event

Throughout the history of the team the Yamaha YZF-R6,

600cc motorcycle engine has been used. This has led to the
development of many custom engine components to
maximize its performance. The 20mm inlet restrictor required
by the FSAE rules [1] has necessitated the majority of these
alterations which include a fully programmable MoTeC
M800 engine control unit (ECU) [2], custom geometry
camshafts [3], modified intake system and exhaust systems
and dry sump system [4]. The use of E85 fuel has also been
investigated but 98 RON gasoline is currently used. However,
there has been little consideration of fuel efficiency to this
point. Previous QFR mapping regimes have used
stoichiometric conditions throughout the part load map with
arbitrarily rich fuelling values used for full load mapping. A
Figure 3. Engine Speed for an FS endurance event lap
change in the points allocated for the FS competition in 2011
greatly increased the competitive incentives for improving
fuel efficiency. This change included an increase in the points Despite not completing the endurance event, the QFX car did
available for the most fuel efficient cars that complete the 22 log data for the 11 laps it completed. This data included
laps of the endurance event circuit. Based on concerns engine speed, throttle position, GPS location and lateral and
regarding the 5 litre capacity of the existing fuel tank, an longitudinal accelerations. Using the GPS data shown in
initial goal of reducing fuel consumption by 20% for the FS Figure 4 it would have been possible to construct a track
competition endurance event was set. Existing work on layout to replicate that set up at the FS competition. This was
similar 600cc FSAE engines [5] [6] have indicated that deemed to require excessive effort and would lack the
benefits are possible however the use of transient repeatability required for validating subsequent
dynamometer testing in this area is limited. modifications. Instead a transient simulation using an engine
dynamometer was chosen.
BASELINE ENGINE TESTING
As the 2010 QFX car did not complete the endurance event,
data for fuel consumption was not available. To establish a
baseline fuel consumption value, the fuel efficiency of the
engine had to be measured. A full race lap consists of a
combination of no-load, part-load and full-load operation
with strong transient fluctuations between each point as
evident in Figures 2 and 3. Therefore, the steady state fuel
consumption of the engine was not considered sufficiently
representative and an experiment was devised using a Figure 4. GPS data for the 2010 FS competition sprint
transient approach. circuit
Transient Lap Replication
QFR has access to a 145kW low inertia Schenck AC/DC
dynamometer that can apply both motoring and braking
torques to the engine. This dynamometer has been used by
QFR for a number of years for steady state mapping and
engine performance assessment. The Taskmaster 2000
software system that controls the dynamometer is capable of
complete and automated control of the engine's speed and
throttle position. This system includes a servo-based
mechanism for actuating the throttle, Figure 5, a design that
allows for very fast actuations - akin to those produced by a
race car driver. The dynamometer's ability to motor the
engine also allows for the simulation of engine braking and a
suitably fast response to simulate the sudden torque change
associated with a gear change. Both these effects can be seen
in Figure 6 that shows the final torque output from the
transient dynamometer lap replication with negative torque
values representing engine motoring and fast torque changes
associated with gear changes. The dynamometer's abilities
therefore greatly simplified the process of simulating a lap
allowing the engine to be left in a single gear throughout the
simulation and the sudden speed changes of each gear change
being applied directly by the dynamometer. Therefore, by
correctly translating the data gathered from the track it was
possible to replicate a single lap of the FS competition circuit
and establish a baseline fuel consumption.
Figure 5. Servo-motor based throttle actuator
Figure 6. Torque vs lap time for a replicated FS
endurance event lap
The data logged by the AIM system [7] on board the car
during the race first required processing so that it was
compatible with the dynamometer's software and set up. The
AIM system is typically set to log at rates between 20Hz and
50Hz during a race. However the dynamometer system is
limited to a frequency of 10Hz, giving each discrete logged
data point a duration of 0.1s. Each data point contains an
instruction to set a throttle position and engine speed. The
first operation of the spreadsheet was therefore to evenly
reduce the number of data points to a rate of 10Hz.
The next operation of the spreadsheet involved converting the
engine speed logged during the race to an equivalent speed
for the dynamometer. As the engine speed logged was read at
the crank shaft but the dynamometer was connected to the
gearbox output shaft, the primary reduction ratio and
appropriate gear ratio, in this case 4th gear, had to be taken
into account. The primary reduction of the YZF-R6 engine
from the crank shaft to gear box input shaft is 1.955 and the
4th gear ratio was 1.33 given a total reduction ratio of 2.6.
The throttle position sensor used by QFR does not have a
linear response. The response is instead designed to give
greater sensitivity to angular position at one extreme than the
other. The benefit of this increased sensitivity is a more
precise throttle measurement at the near closed throttle
position, where a small change may give a large change in air
flow. The throttle actuator used by the dynamometer is a
linear servo-motor and a translation was required to account
for this difference. Using the dynamometer controller's
manual inputs, the throttle position was incremented by 5%,
as indicated by the dynamometer controller, and the
corresponding throttle position from the engine's ECU noted
in each case. A fifth order polynomial regression was applied
to capture the relationship between the two values as seen in
Figure 7. This way, any value of throttle position could be
converted from the ECU data to the dynamometer
automatically. This polynomial was then applied to all the
data points to allow the dynamometer to actuate the throttle
exactly as the driver's foot movements when the data was
logged. This way, the highly transient nature of the racing lap
was captured and repeated consistently during each lap
simulation test.
 FUEL MAPPING REGIMES
Given the high performance requirements of the engine, it is
important to not compromise the full-load torque output.
However, at part load conditions, optimising torque is no
longer a priority and so preference can be given to
maximising combustion efficiency. Therefore, a number of
distinct mapping regimes are required for the various
operating conditions of the engine. The FS competition lap
used in the transient engine simulation was analysed to
quantify and define these operating regimes. Each
combination of throttle position and engine speed was plotted
on a graph as shown in Figure 8. Each of these points
represents a momentary operating point of the engine, a large
grouping of points indicating a more commonly used region.

Figure 7. Throttle correlation polynomial

A spreadsheet was developed to automatically translate the

engine speed and throttle settings logged by the onboard AIM
system to a format compatible with the Taskmaster 2000
dynamometer control software. This was successfully used to
translate the data from one lap of the endurance event from
the 2011 FS competition and allowed the lap to be replicated
on the dynamometer. The 8th lap of the 11 available was
chosen to best typify a full race-pace lap that represented the
car operating as near to its peak performance as possible. The
fuel used on this lap, in the baseline engine configuration,
could then be measured.

To measure the fuel used by the engine a Max-Meter 213

piston flow meter was used. Within this meter are a number
of chambers of a precisely known volume on a rotating
assembly. As the fuel flows through the meter, it passes
through one of these volumes and the rotating assembly turns. Figure 8. Engine speed and throttle settings measured
A rotary encoder measures this rotation and, as each volume during one lap
is precisely known, the fuel volume passing through the
meter can be determined with ± 0.2% degree of certainty [8].
From the Figure 8 it is clear that a significant amount of the
A fuel temperature controller is also closely incorporated into
lap is spent at both the 100% and <10% throttle positions
the wall-mounted measurement circuit to ensure that the
over a range of engine speeds. These represent the maximum
density of the fuel remains constant through the meter.
throttle position, where the driver is demanding the maximum
torque, and the no-load position where no torque is
To calibrate the max-meter, fuel volume flow rate was
demanded. These points contain 18% and 42% of the total
measured using a graduated cylinder and a stopwatch. This
points respectively despite only compromising 7% of the
process was repeated for a range of flow rates and any
operating range each. Between these two distinct operating
differences in the indicated and measured flow rate were
points is the part-load region. By dividing this data up into a
corrected using a software offset. After calibating the max
number of bins and counting the number of operating points
meter, the lap simulation was run and the baseline fuel
in each bin as seen in Figure 9, it was possible to determine
consumption for the 64 second duration of a single lap was
the areas on which to focus the detailed work for maximum
found to be 231ml. To obtain this value, and subsequent
benefit. The three main operating regions resulting from this
values, the engine was run for 5 laps and the value obtained
analysis were:
was divided accordingly. However for clarity the values
determined for 1 lap and 22 laps are presented, with a 0.8% 1. Full Load (7,000 - 11,000rpm)
certainty in the latter. Thie measured value was extrapolated
to 5.08 litres for the total of 22 laps of the endurance event. 2. Part Load (30 - 60% throttle; 7,000-8,000rpm)

3. No Load (6,000-12,000rpm)

Figure 9. Quantified engine speed and throttle settings
Full Load Fuel Mapping
Producing maximum torque is a priority for mapping the full-
load or Wide Open Throttle (WOT) operating conditions. The
limiting factor in torque output at wide-open throttle is the
mass of air trapped in the cylinder. It is therefore important
that the oxygen is fully utilized during combustion. This can
be achieved by using a rich air-fuel ratio typically in the
range 12-13.5:1, or lambda values in the range 0.85 to 0.91.
While this significantly increases hydrocarbon and carbon
monoxide emissions, these are not a priority for the FS
competition. Increasing the amount of fuel at WOT increases
the torque output. However, with increasing mixture richness,
the combustion efficiency of air-fuel mix reduces
significantly as seen in Figure 10 [9]. Beyond a point, this
decrease in combustion efficiency begins to counteract the
benefit of adding more energy through an increased mass of
fuel. This trend continues until adding an increased volume of
fuel will act to reduce torque as the combustion efficiency
becomes increasingly low.
Figure 10. An example variation of combustion
efficiency [9]
Between the situation of adding increased fuel and decreasing
combustion efficiency there is a plateau in torque output.
This plateau of constant torque represents a range of lambda
values which produce comparable torque output. From a
performance point of view, there is little to choose between
these points - the richer lambda value may lead to increased
cooling through the evaporative effects of the increased mass
of fuel but this has not proven an issue at WOT for the QFR
engine. However, when considering fuel economy there may
be a substantial difference in these operating points and the
higher lambda value is desirable. This way, maximum torque
can be preserved while using the least possible fuel. This is
known as the ‘Leanest for Best Torque’ setting.
Previously the QFR engine has been mapped with a target
lambda value of 0.81 at WOT throttle, corresponding to an
AFR of 12. Using the dynamometer to investigate the LBT
setting, the engine was held at a steady state speed and
throttle position while the injector pulse width for the
corresponding operating point was varied. Start of Injection
(SOI) timing is used throughout the engine map. The torque
was noted for each fuelling value, an example of which is
seen in Figure 11, and after analysing the complete set of data
the most suitable injector pulse width was selected. From
Figure 11, it can be seen that both lambda 0.81 and 0.87
setting produce the same torque output, 31.2Nm with a 7.5%
difference in fuelling.
Figure 11. Variation in torque with AFR; 8,000 rpm,
WOT.
This process was repeated for a number of engine speeds at
WOT and the LBT AFR found at each setting. With this full-
load regime fully mapped, the lap simulation was run and the
fuel consumed for 22 laps was 4.79 litres, a saving of 5.7%.
Part Load Fuel Mapping
At part load it is assumed that maximum torque is not
required. This assumption is based on the principle that, if
more power was required, the driver would open the throttle
more. This gives a large scope for reducing the fuel
consumption at this operating point to stoichiometric
conditions and leaner. The issue with operating at a lean
fuelling is the decrease in evaporative cooling from the
injected fuel. A portion of the fuel injected into the port is
drawn into the cylinder when the inlet valve opens. Here it
provides a valuable cooling effect upon contacting the
cylinder walls and evaporating. At leaner AFR settings there
is a decreased mass of fuel available and hence a reduction in
these evaporative effects. There is also small increase in
combustion efficiency, as seen in Figure 10, that tends to
release and increased amount of heat energy from the fuel,
adding to this effect. It is therefore not possible to operate the
engine at slightly lean settings e.g. λ = 1.05. However, a point
is reached where the mass of fuel injected is low enough that
the decrease in energy available for combustion leads to a
reduction in in-cylinder temperature. It was hypothesized that
if it were possible to operate at these very lean values without
the engine misfiring, it may be possible to reduce the fuel
used at part load while avoiding dangerous overheating.
To measure the variation in in-cylinder temperature with
AFR, ideally the in-cylinder conditions would be measured
but achieving such measurements can be a complex task.
Instead, four shielded, ungrounded, K-type thermocouples
were installed in the exhaust header pipe of engine as shown
in Figure 12, one for each cylinder. These thermocouples
were installed as close to the exhaust gasket face as
packaging would permit and the probe tips were angled in a
manner to protrude them into the exhaust port. In this way,
the temperatures being measured were as near to the cylinder
as possible without the complexities of taking measurements
directly within it.
Figure 12. Thermocouples in exhaust port
Using the dynamometer to keep the engine at a constant
speed and throttle position, the lambda value was increased
from a rich setting (λ=0.78) to a very lean setting (λ=1.35),
during which the exhaust port temperatures were measured.
As the response of the thermocouples used was relatively
slow, the engine was held at each operating point until
steady-state values were achieved. The results of this for one
engine speed, 8,000rpm and 50% throttle, are shown in
Figure 13. Throughout this experiment, the oil and coolant
temperatures remained stable, suggesting that these higher
operating temperatures were not beyond the capacity of the
cooling system.
Figure 13. Variation of port temperature with lambda
From Figure 13, it is clear that the exhaust port temperatures
initially rose with increasing lambda values as expected,
rising almost 50°C between lambda 1 and 1.15. However, the
temperature began to decrease at lambda values greater than
1.15. Beyond this, with dropping temperature, a lambda value
of around 1.25 was seen to produce an exhaust port
temperature comparable to that at stoichiometric conditions, a
lambda value of 1. Further increasing lambda beyond this
value caused the engine to begin to misfire and a sharp drop
in the torque output was produced. Not considering torque,
operating a high lambda value of 1.25, equivalent to an AFR
around 18.5, can yield a 25% reduction in fuelling compared
to stoichiometric conditions with no increase in operating
temperature.
This 25% saving in fuelling is not representative of what
would be achieved on the track however. The difference in
torque between a lambda value of 1 and 1.25 at 8,000rpm and
50% throttle was 40% less as shown in Figure 14. This large
decrease in torque is likely to be reflected in the driver's
behavior. The driver is, albeit subconsciously, selecting an
appropriate torque for the given driving situation. If the
torque available at a certain operating point has been reduced
the driver will open the throttle a greater amount thereby
selecting an operating point that provides the necessary
torque output. The pumping work will be reduced as a result
of the increased throttle setting and the combustion efficiency
will be increased. Both of these effects combine to increase
the thermal efficiency of the engine in the part load region.
 Figure 14. Variation of torque with lambda
The dynamometer has the ability to operate to a specified
engine speed and torque output with its control system setting
the throttle position accordingly much like a driver would. In
this way, the torque data from the baseline lap simulation,
Figure 6, could be used as the input for such operation. The
effects of the part load mapping changes could theoretically
be captured as they would occur in a race situation. However,
this ‘speed-torque’ control mode is not as responsive as the
‘speed-throttle’ control mode as the control system must
modulate throttle angle in response to the measured torque
rather than simply setting a throttle angle. It was therefore not
possible to replicate the rapid variations in torque
experienced during a lap of a typical FS track using the
‘speed-torque’ mode.
No Load Fuel Mapping
During phases of the lap in which the vehicle is decelerating,
the engine is frequently motored by the wheels. These so-
called over-run phases can be identified by the negative
torque readings highlighted in red in Figure 4 and occur when
the throttle is closed but the engine speed is high. During
these over-run phases, which typically last for 1-3 seconds,
no work is required from the engine and so the fuel injection
can be stopped. An over-run fuel cut feature is available in
the ECU to which a set of rules were applied. The first of
these relates to the throttle position and set a value below
which the fuel cut can be active. The idle throttle position for
the engine is 8% so the fuel cut threshold was set to 15%.
Below this value was deemed unlikely that any torque output
is demanded and therefore the over-run fuel cut is activated.
The other limit set was the engine speed below which the
over-run fuel cut is deactived. A lower threshold of 6,000
rpm was set for the over-run fuel cut given the engines idle
speed around 3,500 - 4,000 rpm. Based on these conditions,
the over-run fuel is activated when the engine speed is above
6,000 rpm but the throttle position is less than 15% and no
fuel is used. This area of activation is shown in Figure 15.
Figure 15. Map showing over run fuel cut activation
The effect of over-run fuel cut can clearly be seen in Figure
16 and Figure 17. In Figure 16 the lambda value when the
over-run fuel cut is active, blue line, can be seen to reach
values as high as 1.3. This value does imply that an AFR of
20 is being reached but instead it is the extremity of the
values that the wide-band lambda sensor can read. The effect
of the fuel cut is also evident in Figure 17, comparing the
flow rate of fuel passing through the fuel meter. While the
nature of the operation of this device does not ensure the
accuracy of these instantaneous values, it is indicative of the
fuel cut operation. The fuel cut, blue line, can be seen to
reduce the flow rate of fuel to 0 at points, further
demonstrating that no fuel is being used during its operation.
When this is compared to Figure 18 it can be seen that these
regions correspond to times when the vehicle is decelerating,
confirming that it is taking effect when torque output is not
required. This reduced the quantity of fuel required for 22
laps from 5.08 litres to 4.05 litres, a decrease of 20.2%. Given
the technical style of the circuit used for the FS endurance
event, the most common operating region is this no-load
position, evident from Figure 9. Therefore, this method of
reducing fuel consumption is very suited to the demands of
the FS competition.

Figure 16. Lambda variation vs lap time for over-run
fuel cut
Figure 17. Fuel consumption vs lap time for over-run
fuel cut
Figure 18. Vehicle speed vs lap time for simulated lap
Transient Mapping
With an optimised steady state map it is also important to
consider transient mapping requirements. As the throttle is
rapidly opened a further mass of fuel must be injected to
ensure the necessary AFR is achieved. The reason for this lies
in the way a port fuel injected (PFI) engine functions. Liquid
fuel is injected into the inlet port however it will only
combust in gaseous phase i.e. once it has evaporated.
Therefore it is only the portion of the injected fuel that
evaporates that contributes to the air fuel ratio. The
unevaporated, liquid fuel in the inlet port, commonly referred
to as the puddle or fuel film, must be sufficient to evaporate
the necessary mass of fuel. This puddle is not evaporated
entirely every cycle but rather the injected fuel replenishes it,
refilling what has been used in the previous cycle. Therefore,
to meet a required AFR a fuel puddle of necessary size is
required.
This creates an issue whenever strong engine transients are
encountered. If, for example, the throttle were opened
quickly, the near instantaneous inrush of air would require a
larger mass of evaporated fuel to provide the necessary AFR.
This gives the situation that, although the necessary mass of
fuel for the cycle is being injected, the puddle in the inlet port
is not sufficiently large to evaporate this mass of fuel.
Therefore there may be a number of cycles required until a
puddle of necessary size has developed and within this delay
the AFR may be leaner than required. This lean AFR can
significantly reduce the torque output of the engine until the
point that the necessary size of puddle has developed. This
lean AFR can result in a large drop in engine output, or even
engine misfire, when power is often required most i.e. as the
throttle is quickly opened during vehicle acceleration.
To overcome these issues, an acceleration enrichment is
added, expressed as a percentage of the fuel value for the
base steady state map. This extra fuel is added by the ECU
when it detects a fast change in throttle setting and increases
the size of the unevaporated puddle at a greater rate. This
increased puddle can then evaporate the necessary mass of
fuel and counter the effect described.
This enrichment may be increasingly important when over
run fuel cuts and lean burn mapping regimes are used as the
size of the puddle may be reduced at such operating
conditions. To investigate this, the dynamometer was used to
apply a step change in throttle position as shown in Figure 19
and the subsequent response was analysed. It can be seen that
for 5% and 15% enrichment, the torque value decreases when
the throttle is opened at around 2.75s. For values above this,
it can be seen that the torque does not drop below the initial
steady state value and reaches the new torque value at greater
rates. As this situation relates to a high performance
requirement, preserving maximum torque is important and
this enrichment value was increased until no further
improvement in transient response was observed. This
process was repeated at a number of engine speeds and
ensured that the engine transient response was optimized for
the steady state mapping regimes implemented.

Figure 19. Torque response to a step throttle change
starting at 5,000rpm/20% throttle for varying
acceleration enrichment values
SUMMARY/CONCLUSIONS
Through the implication of the full-load, part-load and no-
load mapping regimes the predicted fuel used for 22 laps of
the FS competition endurance circuit was reduced from 5.08
litres to 3.76 litres, a predicted 26% reduction. This exceeded
the goal of a 20% reduction in fuel consumption initially set
and negated the need for an increase in fuel tank capacity.
Table 1. Results of fuel mapping changes
At the 2011 FS competition, the QFR X-1 completed the 22
laps of the endurance event using 3.702 litres of fuel, a
reduction of 27.2% over the simulated 2010 competition. The
car also placed 8th for the endurance event, confirming that
the performance of the car had not been compromised
through the new fuel mapping regimes.
The extra reduction in fuel consumption over that expected
may be explained in two ways. Firstly, the lower fuel
consumption may have been a result of the modifications to
the endurance event track layout for the 2011 FS competition.
Ongoing work at the Silverstone race circuit necessitated a
relocation of the track, however the new track was of similar
design and overall length; 22km for the total number of laps.
Secondly, as the proper effects of the part-load mapping
could not be replicated using the current dynamometer set up,
it is possible actual savings differed from those predicted.
However it was not possible to analyse any potential
variation in driver behavior, with respect to throttle position,
for similar reasons. Even with these changes, however, the
benefits of the fuel mapping regimes applied are still evident.
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CONTACT INFORMATION
tleonard06@qub.ac.uk
jleckey01@qub.ac.uk
g.mccullough@qub.ac.uk
School of Mechanical and Aerospace
Ashby Building
Stranmillis
Belfast BT9 5AH
Northern Ireland
 ACKNOWLEDGMENTS
The author wishes to acknowledge the efforts of those
involved with Queens Formula Racing, directly and
indirectly, for their efforts in advancing the team year on
year. Special thanks should go to Robert Crean and Robert
Stitt of the 2012 QFR team for presented transient engine
mapping data.

DEFINITIONS/ABBREVIATIONS
AFR - Air-Fuel Ratio
FS - Formula Student
LBT - Leanest mixture for Best Torque
SOI - Start of Injection
QFR - Queens Formula Racing
WOT - Wide Open Throttle

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