ENGINE

A. Engine selection parameters

We looked at various engines such as Bajaj discover, Honda activa, Suzuki access, hero splendor. All the
engines are compared on the basis of following selection parameter.
Pric
e

Availabil
ity

Compatibil
ity

Power

Average

Bajaj
Discover

Cred
ibilit
y
7

Honda Activa
(125cc)

6.75

Suzuki Access

7.25

Hero splendor

Table: Technical specifications of various vehicles

BAJAJ DISCOVER 125cc Engine Specifications

Displacement (cc)
Cylinders
Max Power
Maximum Torque
Max speed
Gears
Bore (mm)
Stroke (mm)
No. of strokes
Valves Per Cylinder
Fuel Delivery System
Fuel Type

124.6
1
11.5 ps @ 8000 rpm
10.8 Nm @ 6000 rpm
100Kmph
4 gears
53
55
4
4
Carburetor
Petrol

Cooling System

Air Cooled

Table: BAJAJ DISCOVER Technical Specification

After considering the above selection parameter we came to the conclusion that BAJAJ DISCOVER would be
more suitable than other engines as it has a score of 7 is perfect and is easily available too. Also we were
considering manual transmission rather than the CVT which was best available in Bajaj Discover.

TRANSMISSION
A. Types of transmission system
The transmission system consists of basically three types:
1.
2.
3.

Automatic transmission
Continuously variable transmission (CVT)
Manual transmission

1. Automatic Transmission and its flaws

An automatic transmission is the type of transmission that can automatically change gear ratios as
the vehicle moves, freeing the driver from having to shift gears manually. This system uses the fluid
coupling instead of the friction clutch, and accomplishes gear changes by locking and unlocking the
system of planetary gears.
Due to the budget issue and as mentioned in the rulebook automatic transmission is not used.

2. Continuously Variable Transmission (CVT)

CVT is a type of semi automatic type of transmission that can select any desired drive ratio within
its range. Unlike a conventional four or five speed transmission it is the infinite speed ratio
transmission
A CVT is essentially a pair of pulleys with tapered walls that are able to move in and out.
This allows for a continuous range of gear ratios where no gear shifting occurs. This is beneficial when
compared to gears which can only provide a small number of different ratios. Gears are relatively
inefficient when it comes to reductions as the engine is not kept within its optimum power band, but
rather fluctuates around the optimum operating point. A CVT however, provides this continuous range
in the forward direction only and the reduction is only available from a certain minimum speed. This is
due to the fact that the weights in the pulleys control the ratio. A continuous range is not offered in
reverse.
Apart from these CVT comprises of some disadvantages compared to other types of transmission:
# Torque handling capacity of CVT is limited by the strength of the belt or chain drive limiting its uses.
# Efficiency of the CVT is only 85% and that of manual transmission is 98%, whereas in reduction
gears it is slightly greater than 90% which is more than CVT.
# CVT seems to be more costly than manual transmission so we prefer manual transmission than CVT.

3. Manual Transmission
Manual transmission comprise of set of gear arrangement which are used in getting different velocity ratios
through gear selection. The main advantage of this type of transmission is that this is cheap and required torque
is achieved easily .The main flaws of this type of transmission is that no peak power is obtained at the starting
rpm, the repair is costly, and the clutch pad are at risk while shifting gears.
Manual transmission is conventionally called gear boxes. Their mechanical efficiency in direct drive is
about 98%, whereas in reduction gears, it is slightly greater than 90%. A most of the time the driving is done
direct drive; friction losses in manual transmission are very small. That coupled with simplicity, lower initial
cost and requiring little maintenance is reason that it is the most popular and useable type of transmission.

Mechanism Of Manual Transmission

Power produced from engine is converted into reciprocating motion of piston. The reciprocating motion is
converted into the rotary motion of crankshaft using connecting rods. This rotary motion is transferred to the
flywheel which is attached to the crankshaft output shaft. When clutch pedal is pressed the hydraulic pressure

from clutch reservoir forces the pressure plate to move against the rotating flywheel. When pressure plate moves
away from the clutch plate the power from the engine gets connected. When pressure plate engages again, the
power from flywheel transfers to gearbox input shaft using the clutching mechanism.
A typical automotive gearbox consists of main shaft, lay shaft, dog clutch and selector mechanism. Gears
on the main shaft are directly engaged to the gears on the lay shaft and rotate with them. The main shaft gears do
not transmit the power to the main shaft as they are mounted over the bearings. The power transmission is done
using the dog clutches which are directly mounted on main shaft and are able to move left or right to engage
with different gears on the main shaft and attain a motion accordingly. Different torques or speed variations are
obtained by engaging the gears on main shaft using the selector mechanism.
If 1st gear is selected using the selector mechanism, the dog clutch shifts towards its left engaging with the
first gear. The power is then transmitted from the gearbox input shaft to lay shaft 1 st gear and then from these to
1st gear on main shaft and finally the output shaft. Since the diameter of 1 st gear is comparatively bigger the
speed of engine reduces but torque is increased. In 2 nd gear dog clutch shifts towards right and engages with it
and so on up to the last gear. Since the diameter of the gear goes on decreasing respectively the speed on output

shaft goes on increasing with decreasing torque.

Top Speed

100 Km/hr

Acceleration
Vehicle Mass
(including driver)

200 Kg

Gradeabilty

15.19%

Serial

Variable

Symbol

Unit

Value

No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

16.

17.

18.

Rolling Resistance

RR

Newton(N)

Vehicle weight
Surface friction
Grade Resistance
Vehicle weight
Sine(angle)
Torque limited due to friction
Total tractive effort
Maximum Velocity
Circumference of tire
Radius of tire
Torque of engine
Transmission efficiency
Gradeablity
Grade

W
F
GR
W

Newton(N)
Newton (N)
Newton (N)
Newton (N)
Newton(N)
km/h
Meter (m)
Meter (m)
N-m

TE
Tt
Vmax
U
R
Te

GG
Angle

Torque Due To Engine in

every gears
Gear1
Gear2
Gear3
Gear4
Gear Ratios
For gear 1
For gear 2
For gear 3
For gear 4

Tengine

Final Drive Ratio

Nchain

Degree

Formula
wxf

29.43
1962
0.015
294.74
1962
8.64
208.58
370.12
65
0.8773
0.1397
10.8
.98
15.19%
8.64

w x sine(angle)

Te x G x /r

2xxr

Tan(angle) x 100
TF=RR+ mg x
sine(angle)
Te*Ntrans*Nchain

N-m

336.29
216.52
158.23
129.03
2.833
1.824
1.333
1.087

G1
G2
G3
G4

-----

3.071

Table: Transmission Specification

19.

No. of teeth on Gear (Larger

Sprocket)

T2

60

20.

No. of teeth on pinion

(Smaller Sprocket)
Pitch Of the chain

T1

19

Diameter of the Gear

(Smaller Sprocket)

d1

a) mm
b) inch
c) m
a) mm

12.7
0.5
0.00127
77.97

P*cosec(180/T1)

d2

b) inch
c) m
a) mm

3.072
0.077
242.5

21.

22.

23.

Diameter of larger sprocket

b) inch
c) m
24.

P*cosec(180/T2)

a) mm

b) inch

(d1+d2/2)+50

9.55
0.24
1430.27

centre distance b/w sprockets

(actual)

c) m

{(T1+T2)/2}+ {(2*x)/P} +
{(T2-T1)2*P/42*x}

56.31
1.43
265

25.

No of chain Links

Nl

242.45
26.

Length of the chain

a) mm

3365.5

b) Inch
c) m

Nl*P

132.5
3.36