speed, transmission etc.

will be discussed on
ABSTRACT:- With growing time, the the basis of their influence over the vehicle
participation of the students in SAE BAJA is under different conditions and calculations.
increasing year by year. The vehicle’s Various other components like coupling, half
performance is highly dependent on the shafts will be selected and customize according
installation and appropriate use of Drivetrain to the need. This paper will include selection of
components. Drivetrain includes powertrain Engine, transmission, differentials, half shafts,
(prime mover i.e. engine/motor) and CV joint assembly, calculation of reduction
transmission components (gearbox, shafts etc). ratios and Engine mounts.
Therefore, Drivetrain is also called as the driving
force of any vehicle. The proper design of DESIGN OBJECTIVE:-
Drivetrain is thus a part and parcel for any
vehicle. The lack of literature available for a  Acceleration time 5sec for 100ft run
optimize design of Drivetrain makes it a hard  Lowering CG
nut to crack for the students who don’t have  Minimum gradeability 35deg
any past experience. The engine vibration is  Minimum speed of 50 kmph
another aspect which is needed to be  Overall efficiency of powertrain 85%
considered. NVH consideration is another  Lowering rotating mass
deciding parameter in BAJA vehicle’s  Easy serviceability of the whole system
performance which if neglected could leads to  Closeness of designed values with
lethal results. Therefore proper installation of actual values
engine mounts is required according to the  Finally, the last design goal is to have
need. Thus, this segment aims at developing the the powertrain perform better than the
Drivetrain for BAJA vehicles which can boost up previous vehicle powertrain in terms of
the performance of the vehicle. Properly use of drivability and reliability and to sustain
a powertrain and transmission components for the various tough conditions at the
a vehicle along with the calculations according event.
to the need will be discussed in detail.
DESIGN CONSIDERATION:-
I. INTRODUCTON:-  Vehicle weight of 140 kg and driver
Due to lack of literature integrity for the weight 50 kg
Drivetrain design, one has to explore different  CVT ratio 0.43 to 3
section from different media in order to design  The engine performs efficiently with
even the single useful component of Drivetrain. max torque of 18 Nm and maxes power
This process is time consuming and extremely 10 bhp (@ 3800 rpm).
difficult to perform. The objective of this paper
 Overall powertrain efficiency of 85%
is to design the powertrain for SAE BAJA Racing
 75% weight of car is at rear axle
off-road vehicle which should be Light weight,
compact in size and reliable. One of the
II. POWERTRAIN:-
deciding factors of any vehicle’s performance is
The powertrain acts as a power plant for the
the comfort level of driver, which comes with
vehicle. Its main purpose is to provide the
the less driving fatigue. The noise and vibration
driving torque at the wheels. This applied
is another aspect which should be worked on,
torque at the driven wheels causes’ vehicle to
to reduce the unwanted stresses in the frame.
move. The power source should be chosen such
Therefore, NVH consideration is must and
that it should be able to provide high torque at
should be installed properly. Performance
low rpm and peak power at high rpm. For such
parameters like gradiability, acceleration, top
dynamic requirement, a stock four cycles, air
cooled engine would serve the purpose. This maximum pull is required when the vehicle is
segment has considered Briggs & Stratton (B&S) moving uphill at a certain gradient. The
10 HP OHV intake Engine as a prime gradiability of the vehicle is decided by the
mover/Powertrain. One can choose from amount of torque driving wheels can transmit
different options on the basis of performance with maximum allowable tractive effort (TE
curve of the engine. Following are the Baja Max). wheels have such a torque applied to
acceptable engine: them that they are on the point of slipping in
the plane of the wheel, then the value of
20S232 0036-F1 adhesive force between tire and road surface
205432 0536-E9 been reached (μ*WR), where μ adhesion
205332 0536-E9 between tire and road weight on the rear
205332 0536-B1 wheels. Under these conditions the engine
torque has reached the maximum useful value
This engine develops maximum torque of 18.66 for the present set of conditions, as any
N-m at 2600rpm and peak power of 9.14 HP at increase result in slip and lower acceleration.
3800 rpm. Static friction is higher than kinetic friction.

A) TRANSMISSION:- Total Tractive Effort (TTE) = RR+AR+GR

The main objective of the transmission is
providing to the driver more than the enough It is suggested to carry out all the calculations
torque to the wheels from engine to the on Microsoft Excel for different inclinations and
wheels. The enough torque means required to vehicle speed. Such set of data will provide the
pull the driving wheels against the road loads. crystal clear requirement of TTE and the ability
Road loads include rolling resistance (RR) of a vehicle to climb without slipping. The TTE
resistance / air resistance (AR) and grade corresponding to maximum inclination will be
(GR).To choose the transmission capable of taken as maximum torque which can be applied
producing enough torque to propel the Baja on wheels by Drivetrain.
vehicle, it is necessary to determine the total
tractive effort (TTE) requirement of the vehicle. b) ROLLING RESISTANCE:-
Let us assume an vehicle with following
specifications and model: Rolling Resistance (RR) is the force necessary to
propel a vehicle over a particular surface. The
Table 1: Vehicle design criteria worst possible surface type to be encountered
Gross vehicle weight 1864N by the should be factored into the equation.
Weight distribution 25:75(front:rear) RR = GVW x fr
Tire static radius 0.292m Where:
Dynamic rolling radius 0.2921m RR = rolling resistance, N
Coefficient of friction 1.0(concrete) GVW = gross vehicle weight
μ 0.65(dry road) fr = surface friction (value from Table 1)
Coefficient of rolling 0.014(concrete)
resistance fr 0.05(dry road) c) AERODYNAMIC RESISTANCE:-
A moving vehicle, in displacing has a resultant
a) TOTAL TRACTIVE EFFORT:- resisting force called aerodynamic drag or
The vehicle performance is mainly dependent simply air resistance. It can force opposing the
on two variables: Engine power and Maximum motion of a vehicle through the air and the
adhesive force between the road and tires (i.e. work done in overcoming the force is dissipated
μ* load on the driving wheels, TE Max). The as energy lost to the air flow.
AR = ½* ρ* V2 * A *Cd application, gradiability is define in terms of
Where percentage i.e. 30%, 40% etc. The term “X%”
AR = aerodynamic resistance / air resistance means that vehicle will cover X m distance in
ρ = air density, kg/m3 , 1.122 kg/m3 vertical direction while moving 100 m in
V =velocity, m / sec horizontal direction. For example by term 60%
A = effective frontal area of the vehicle, m gradiability, it means that vehicle will cover 60m
Cd =aerodynamic drag coefficient, 0.44 vertical distance per 100m horizontal distance.
Under such notation, actual angle of inclination
d) GRADE RESISTANCE:- is:
Grade Resistance (GR) is the amount of force α = tan-1(X/100)
necessary to move a vehicle up a slope or For 60% gradiability, α = 30.96
“grade”. This calculation must be made using Thus gradiability can be calculated from the
the maximum angle or grade the vehicle will be total road loads acting at different speed a
expected to climb in normal operation. To maximum Tractive force i.e. TE Max.
convert incline angle, α, to grade resistance: Considering the worst case i.e. vehicle moving
GR = GVW x sin(α) maximum allowable speed of 55 surface.
Where:
GR = grade resistance, Newton B) TRANSMISSION SELECTION:-
GVW = gross vehicle weight, Newton The types of transmissions which are very
α = incline angle, Degrees popular among the BAJA teams are: Manual
H is the gradient resistance force acting Transmission and Continuous Variable
downward. Transmission (CVT). Manual transmission
W is the Gross Vehicle weight commonly known as gear box installed and
K is the component of the GVW acting coupled to transmission is easy and reliable.
to the road surface. The top two best suited gear boxes are
Mahindra Alpha and Tata Ace. One of the
e) PERFORMANCE CHARACTERSTICS:- biggest disadvantages of manual gear box is the
The performance characteristics of BAJA vehicle ride comfort. The driver comfort is compromise
strongly depends upon three main factors, and the fatigue is one of the bad results of using
manual gearbox. To increase the comfortability
a. Gradiability, of the driver which will leads to increase in
b. Acceleration, vehicle performance, it is recommended to use
c. Top speed, CVT which will not only provide the infinite gear
ratios between the low and also helps in
f) GRADIABILITY:- reducing the weight and driver fatigue.
Gradiability is defined as the ability of a vehicle Therefore in this segment CVT will be discussed
to climb uphill at a certain angle without the slip However, based on the overall low and high
occurs. It is an important factor which decides gear ratio calculated in previous segment, one
the maximum pulling force that can be wheels. can select the type of gear box required
Generally, the maximum applied torque is not a followed ratio which will be discussed later.
deciding factor rather the maximum force that
a tire can transmit is the deciding factor. a) CONTINUOUS VARIABLE TRANSMISSION
Maximum gradient that can be travel is up to (CVT):-
when the applied pull is less than or equal to The continuous variable transmission (CVT) is
the adhesive force between the road and tire, plays a most important part in the performance
beyond this point slip will occur and there will of the vehicle. As stated above, the CVT helps in
be a loss in torque. In general automotive as there will be no clutch to press, no lever to
shift while changing the gear ration. Thus, it not 2) CVT TUNING:-
only save the weight of other components but From the previous calculations, it is clear that
also provide the smooth ride by allowing driver high gear require to attain the top speed is 0.74
to shift the infinite number of reduction whereas default top gear of CVT is 0.43. That
between the low gear and high gear. Low gear mean the CVT according to this ratio. This
is same as the first gear and high gear “customization” is nothing but what we called
corresponds to fourt gear box. The selection of as “CVT TUNING” proceeding for the tuning,
CVT is also due to the fact that the shift in one should know the detail working of CVT.
speed and acceleration is continuous with CVT There is no rocket science behind the working
which is in step with gear box. The CVT also of CVT rather a primary (Driving) clutch and a
allow the engine to run at peak power which is secondary (Driven) clutch conn primary clutch
very much desirable for the better performance has pretension springs and fly weights which
of the vehicle and good fuel economy of the control the engagement and shift speed of the
engine. system. The secondary clutch is a simple design
doing a complicated job. The spring and cam is
1) CVT SELECTION:- the key to performance. Before one starts
There are many manufactures of CVT like working on the CVT, two things should be
Polaris, Yamaha, Comet, CVTech etc. One can finalized in mind:
choose from any one of them depending upon
the cost, ease of tuning and drive ratios 1. The ratio required from the CVT at two
available. Selection of belt is also an important extreme engine speeds i.e. according to the
parameter as it is the belt which will be maximum torque and power.
transferring the power. More or less, the belt 2. The basic leverage of CVT should not be
material same in case of all cvt. On the basis of compromise i.e. CVT should be shifted only at
cost and ease of tuning, it is recommended to peak power of the engine, allowing the engine
use CVTech AAB cvt. CVTech CVT comes with to run at its best rated condition. From these
the sponsorship for the BAJA vehicle and is two considerations, two graphs should be
easily available worldwide. The driving ratio of plotted corresponding to each. In this segment,
AAB CVT is 6.976, whereas the distance of the as engine maximum torque is at 2600rpm,
belt can be selected as per the space. Minimum therefore at this instance, CVT should be in low
c/c is 200mm As mention above, the CVT has gear. And at 3800rpm, it should be at high gear.
low gear and high gear as a fixed ratio CVTech Here, tuning should be such that, the low gear
CVT comes with the low ratio of 3 and high ratio is engaged while engine is running at peak
of 0.43. According to the need CVT ha be tuned torque and high gear is engage when the engine
such that shifting occurs at the peak power of is running at peak power.
the engine and engagement occurs before the 3. The blue line represents the low gear and
peak torque of the engine for the smooth red line represents the high gear. The dotted
gradual start. Overall reduction required by line represents the engine speed as the vehicle
transmission in low gear was 30. Low ratio of speed increases. This dotted line also
CVT is 3. Therefore, final drive ratio should be represents the ideal shift curve of a engine with
final This final drive ratio is fixed all the time peak power at 3800rpm. Two points are of
and normally comprised of larger first gear of importance, the engagement speed and the
gear box differential reduction. But in case of shift speed ratio is shifted due to centrifugal
CVT low gear ratio is comparably small and action of fly weights. Both clutches contains one
reduction of 10 from CVT to differential is not movable sheave and one fixed sheave. The belt
attainable. is slide over these two sheaves of different
radius, thus reduction in speed occurs. At low
gear, primary clutch sheave is at minimum 3) ALIGNMENT:-
diameter and secondary clutch sheave at
maximum. This condition of engagement, as the Alignment is the most
engine speeds up. In order to start the vehicle important part of powertrain assembly .if our
moving, the engine must be engage at a speed alignment is not good all our calculations goes
that has sufficient torque to propel the vehicle. in vain .A slight misalignment can cause
Initially for the engine speed below centrifugal efficiency loss and even serious failure . taking
forces are overcome by pre tension of the pipe as a reference line was not suitable so we
springs and no clutching takes place at low/idle decided to align engine and gear box
speed. At 2600 rpm, the fly weights should mountings by making holes on wood sheet .
overcome the pre tension force of the springs , then we mounted our gear box according to the
so that ,start moving the sheaves together until suspension points and then we fixed our engine
enough force is exerted on the belt to start the mounting .For engine vibration damping we use
vehicle moving. This point is called engagement bush From above static results we preferred
point, and at the speed this engagement speed. some settings and tested them in dynamic
At this stage, the centrifugal force is just equal condition to find the best suitable setting for
to the pre tension of the spring. Now, after the our buggy. Testing result for 100 and 150 ft
engagement point, as the speed of the engine acceleration run :-
increases, the side pressure on the spring also
increases from 0 to 100%. This phase is called Primary spring Secondary spring Time for 100 ft (sec) Time for 150 ft (sec)
clutching phase. When the belt is fully engage
the speed will continue to increase in low ration S t i f f S o f t 5 . 2 6 . 5
up to 3800rpm. This phase is called low S o f t S o f t 4 . 9 6 . 4
acceleration phase. When the engine speed will
reaches to 3800rpm, the side force on S o f t S o f t 4 . 9 8 6 . 5 2
secondary clutch now exceeds the pre tension
of the driven clutch springs and the shifting of S t i f f S o f t 4 . 9 6 . 6
sheaves will start takes place, hence reducing
the ratio. This phase is called a shifting speed is S t i f f S t i f f 4 . 9 6 . 8
shifting speed. The engine will now
S t i f f S o f t 6 . 1 7
continuously run at peak power and the CVT
will shift from low gear to high gear keeping the
speed of engine constant. CVT should be tuned
on the above manner to attain the maximum
efficiency of both the engine and CVT. Primary Secondar Engagement Shift starts Shift ends Upshift time (sec) Backshift tim
Spring y spring e (sec)

Stiff Soft 2 4 0 0 30 80 3100 2 . 6 2.85

Stiff Soft 2 4 0 0 29 70 3000 1 . 8 2.85

Stiff Soft 2 4 0 0 30 00 3080 2.25 3.17

Stiff Soft 2 4 0 0 32 40 3150 5 . 7 3 . 4

Stiff Stiff 2 4 0 0 34 00 3370 6 3

Stiff Stiff 2 4 0 0 32 40 3220 4 . 3 3 . 7

 isolation mounts. From an internal combustion
Engine, the main sources of vibration are:

1. The unequal gas pressure on the piston, this

is significant during idling;
2. Unequal reciprocating and rotating masses of
the engine components, this I significant during
high rpm;

For a single cylinder, 4-stroke Engine, the

frequency of the vibration varies from 5Hzt –
50 Hzt for 600 The maximum engine rpm of B &
S engine is 3800rpm and exact vibration can
only be calculated once the engine is
dismantled. Still it is safe to use the range of 15
for the disturbing frequency. The frame
frequency of the BAJA vehicle is normally lies in
the range of 27 for the vehicle shown in this
paper. The two most commonly used isolations
with the engine are four elastic or visco-elastic
mounts. The former type has poor isolation
capability at low speeds and later type has
excellent capability at low speeds. But the most
important factor is cost, rubber mounts or
elastomeric mounts are cheaper. They have the
isolation coefficient of 30% at low rpm i.e.
below 1000rpm. 62.5% at 2000rpm, 90% at
3000rpm and 93.3% at above. If you observe
closely than you can find out that, at low rpm
engine frequency is about 15 Hzt where as
Frame natural frequency is about 27 Hzt which
is more, therefore resonance will not occur at
low rpm. This shows that the poor damping
capacity of rubber mounts are compensated by
the lower engine frequency and at high rpm,
after damping, engine frequency will be lower
than the frame frequency and resonance will
C) NOISE, VIBRATION AND HARSHNESS:-
not occur. Therefore, stating that rubber
Noise, Vibration and Harshness also known as mounts can be used as engine mounts is
arises when motorized equipment such as fan, considerable. However for the excellent
pump engine etc., energy can be transmitted reduction, one can use the visco- elastic mounts
from the equipment to the structure in the but they are costly. Therefore, if the resonance
form of vibrations. Often radiates from the condition is not reaching in the frame, then the
structure as audible noise and potentially vehicle is safe from the unwanted stresses and
reduces performance or damages equipment. the pre mature failure of the components.
The vibrations can be isolated by using proper
CALCULATIONS:- Tractive Force =Drawbar Pull + Rolling

GEARBOX RATIO CALCULATION:- resistance + Air Drag

A high ratio is required for better acceleration =1156.28 + 559.17 + 100

and the Low ratio is important for max speed. In
the whole event acceleration, as well as max =1815.45 N
speed, matters.
Tire radius = 0.292m ( 23”x7”x10” )
FORCE CALCULATION:-
Required torque =Force*radius
 A vehicle is subjected to Drawbar Pull &
=1815.45*0.292
three resistances chiefly (rolling
resistance, gradient resistance, and =530.11 Nm
aerodynamic resistance). If a vehicle
has to start rolling, it has to generate Calculated Gearbox reduction =12
enough tractive force at the wheels to
exceed these resistances. Total Tractive force =T * G /Rr
Where,
ON HILL CLIMB:-
T: Torque at the engine
G: gear ratio
Gradient resistance =
Rr: rolling radius
= Mg*sinӨ
= 18.6*12*3/0.292
= (190*9.81*sin35) = 2293.15 N

= 1069.08 N
Final torque at the wheel =669.6 Nm
Rolling resistance (on concrete)
GEAR CALCULATION:-
= µ*mg*cosӨ
Gear calculations are done according to the
= (0.015*9.81*190*cos 35) Lewis bending equation considering the
minimum no. of teeth’s to be 18 to avoid
= 22.90 N
interference.
Total resistance = (Rolling resistance (on
First pair of gears
concrete) + Gradient resistance)
No of teeth’s on 1stgear pair=19-48
= 1091.98 N
bending stress=ςb=Sut/3
ON Plain Road
module=m=2
Rolling resistance (on loose sand)
face width=b=10m
= µ*mg
Lewis form factor=Y=0.314
= (0.3*9.81*190)
pitch circle diameter of pinion=dp=38
= 559.17 N
ratio factor=Q=2Zg/(Zg+Zp) Wear strength=Fw=dpbQK

load stress factor=K=0.211*(BHN/100)2 = 38*18*1.506*16*0.211

Velocity factor=Kv=6/(6+v) =2542.656 N

Effective force=Feff=KaKbP/vKv

Bending strength=Fb=ςbbmY = 1*1.2*7560*(6+5.759)/6*5.579

=248.33*10*2*2*0.3142 =3138.09N

=3119.06 N Feff=Fw\Fb/FOS

Wear strength=Fw=dpbQK FOS = 1.17

= 38*20*1.4722*2.04

=2282.49 N  SHAFT CALCULATIONS CVT SHAFT:-

Effective force=Feff=KaKbP/vKv

= 1*1.2*7560*(6+17.582)/6*17.582

=1119.03 N

Feff=Fw\Fb/FOS

FOS=4.48

No of teeth’s on 2ndgear pair=19-82

bending stress=ςb=Sut/3

module=m=2
As we know, Engine power =7450W
face width=b=9m
Torque acting on shaft =55.8 Nm
Lewis form factor=Y=0.314
As force at P1=Torque acting on shaft /Radius of
diameter of pinion=dp=38 gear
ratio factor=Q=2Zg/(Zg+Zp) =55.8/0.019
load stress factor=K=0.211*(BHN/100)2 =2936.84 N
velocity factor=Kv=6/(6+v) Force at primary pulley = 18.3*3*1.5/0.110
bending strength=Fb=ςbbmY = 704.5 N
=400*10*2*2*0.3142 Ra+Rc =3641.34-15500=Ra*56
=5024 N Ra=-783.56 N
Rc=2857.77 N Fc=9861.57N

BMa=0 Ra=5198.887N

BMb=106220 Nmm Rd=7893.32N

BMc=0 BMa=0

As we know formula= BMb=98778.57Nmm

=16/π**(BM2+T2)1/2]*2*FOS/ D3Sy BMc=142080.22Nmm

D3*1100=16/π**(1062202+613802)1/2]*2*2 BMd=0

=13.14mm =16/π**(BM2+T2)1/2]*2*FOS/ D3Sy

But later on we selected D=20mm according the =16/π**(142080.222+1873702)1/2]*2*2/ D3*1100

CVTechAAB dimensions (secondary pulley
dimensions). = 16.33mm

1.INTERMEDIATE SHAFT:- Though later on considering bearing

dimensions the shaft dimensions were altered
As per above calculation, we can calculate and steps were provided at different ends for
second shaft dimensions. the placement of the bearings and to the
distance between the two gears on the
intermediate shaft.so we choose shaft diameter
= 25mm

 BEARING SELECTION:-
We select our bearing according to the load
acting on the shaft and shaft rpm. As we have 2
shafts of different diameter in our gearbox so
we select bearing of different diameter. We use
ball bearings because they provide high
efficiency, low friction and are used at high rpm.
Torque acting on shaft =187.37Nm

As force G1 =Torque acting on shaft /Radius of

gear

=187.37/0.058

=3230.5263N

Fb=3230.63N

As force on P2 =Torque acting on shaft /Radius

of smaller gear

=187.37/0.019
Shaft-1-bearing selection

Bearing No. OD(mm) ID(mm) W i d t h ( m m ) Static Load(KN) Dynamic Load(KN)

6 2 0 4 4 7 2 0 1 4 6 . 7 1 3 . 7

Shaft-2-bearing selection

Bearing No. OD(mm) ID(mm) Width(mm) Static Load(KN) Dynamic Load(KN)

6 0 0 6 5 5 3 0 1 3 8 . 3 1 3 . 2
Shaft-3-bearing selection

Bearing No. OD(mm) ID(mm) Width(mm) Static Load(KN) Dynamic Load(KN)

6 3 0 5 6 2 2 5 1 7 1 0 . 9 2 1 . 2

 GO GREEN:-  SPECIFICATION OF A SELECTED DESIGN:-

C o m p o n e n t S p e c i f i c a t i o n s
As we know day by day worlds vehicle numbers
are increasing and with this increasing no. of E n g i n e Briggs& Stratton 10 HP OHV Intek
vehicle, pollution on earth also increasing, and
due to pollution ozone layer gets thinner and Type of drive CVT with spool drive
thinner and earths temperature gets increasing
so to overcome this problems we are designed
C V T c v T E C H A A B
a catalytic convertor for our buggy. It is as
shown in image:-
CVT ratio range 0 . 4 3 - 3 . 0

Gearbox ratio 1 2 . 0 0

Ove ral l re du c tio n 3 6 . 0 0

M a x t o r q u e 6 6 9 . 7 9

Tractive force during normal conditions 2 2 9 3 . 1 5 N

Max speed (theoretical) 7 0 . 0 0 k m p h

Gradeability 6 5 %

2
Max acceleration 6 . 3 2 m / s

Overall mass of powertrain system 4 6 . 3 k g

Equivalent mass of powertrain(due to inertial effect) 5 0 k g

Gearbox efficiency 9 6 %

Overall efficienc y 8 0 %
 II. VALIDATION:-

 Engine RPM measurement-Using

Designed values Actual Values Tachometer, we obtained max engine
CVT ratio range 0 . 4 3 - 3 . 0 0 . 4 5 - 3 . 0 rpm up to 3750
Gearbox ratio 1 2 . 0 0 1 2 . 2 9
 Overall reduction ratio-The rpm of
Overall reduction 3 6 . 0 0 3 6 . 8 7 engine and wheel is measured by
Max speed 7 0 k m p h 53.49 kmph tachometer under steady state
condition and overall reduction is
Gradeability 6 5 . 0 0 % 5 8 . 7 6 % obtained.
2 2
Max acceleration 6 . 3 2 m / s 5 . 4 1 m / s
 CVT ratio range: Tachometer is used to
Equivalent mass of powertrain system 5 0 . 0 0 k g 6 2 . 0 0 k g
measure rpm of primary as well as
secondary pulley which gave us high
Tractive force during normal conditions 2293.15 N 1 9 7 5 N ratio as well as low ratio of cvt.

 Max speed under No load condition-By

I. MATERIAL MFG. MACHINES USED:- putting Car on jack, the wheel rpm at
full throttle is measured and converted
to speed of car.
Components Material used Criteria Manufacturing process
 Time required to travel 150 feet-
stopwatch is used.
Gears EN 24 Yield Strength, hardness, wear strength Lathe Turning, Gear Cut ing, gear hob ing, Dril ing, Wire cut ing, surface Hardening, Grinding, key slot ing
 FINAL POWERTRAIN ASSEMBLY:-
Gearbox casing Al 6061 Heat dissipation, strength, weight. VMC Machining

CVT shielding AISI1010 Steel Rulebook Sheet bending, Sheering, Welding, Riveting
B 13.1 made of at least 1.5mm thick

Splash Shield M S Availability Hand Bending

 MANUFACTURING STAGES:-
1. CVT REWORKING
2. GEAR MANUFACTURING
3. GEARBOX ASSEMBLY
4. CVT SHIELDING
D) CONCLUSION:-
Analyzing vehicle performance helped us to
understand design flaws and inefficiencies.
Spool drive is appropriate for the serious off-
road vehicle but in return, it creates some
minor difficulties in the steering of the vehicle
which also can be eliminated by making driver
skillful. CVT gave us advantage above both
pulleys. CVT can be tuned differently for
different off-road requirements. We can always
improve our performance by tuning our cvt. It is
like an endless journey.