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Road performance test of a two wheeler using chassis

dynamometer.
Ex.No.

Date :

AIM:
To study the performance of two wheeler using two wheeler chassis dynamometer.
APPARATUS REQUIRED:
Two-wheeler chassis dynamometer, Two wheeler.
DESCRIPTION:
Chassis Dynamometers: This is a model concept for total electronic testing of twowheeler chassis dynometer for motorcycles, scooter, mopeds etc. The chassis dynometer
simulates the driving conditions on road in a control environment. This has many distinct
advantages of testing various parameters of two-wheelers, the most important one is the
possibility of testing complete vehicle performance or engine performance as installed.
There is no necessity to take engine out from the vehicle.
Use of chassis dynamometer allows the test engineer to simulate road load
conditions in laboratory and it can be termed as all weather road for the test vehicle. The
road load on the vehicle can be put on the engine on a chassis and quick results can be
obtained.
PROCEDURE :
ARAI ref manual Chapter 10 MoRTH / CMVR / TAP-115/116 (Issue 4) Attached as
Annexure - I

RESULT:
Thus performance study of a two wheeler using a two wheeler chassis
dynamometer is completed.

PERFORMANCE TEST OF A SHOCK ABSORBER


Ex.No.

Date :

AIM:
To study the characteristics of a shock absorber.
APPARATUS REQUIRED:
Shock absorber test rig
OBJECTS OF THE SUSPENSION ARE:
1. To prevent road shocks from being transmitted to the vehicle components.
2. To safeguard the occupants from road shocks.
3. To preserve the stability of the vehicle in pitching or rolling in motion.
MAIN FUNCTIONS OF SHOCK ABSORBERS:
1. To control quick bouncing of wheels on road surface.
2. To control slow bouncing of the body on the suspension springs.
DESIGN CALCULATION :
1. Diameter of the piston (dp)
Piston of diameter, dp

mm.

2. Diameter of the rod (dr)


The diameter of the rod, dr = 0.4 * dp
dr =
3. Outer diameter of shock absorber (D) (Dust cover)
Diameter (D)
=
mm.

4. Determination of design compression force (Fc)


Compression force, Fc

= [Ap Ar]* Pc
= /4[dp2 dr2]*Pc

Ap- Area of piston in m2


Ar- Area of rod in m2
Pc- Pressure transmitted through shock absorber during compression
in N/m2 (0.05 to 0.25 MPa)
5. Determination of design rebound force (Fr)
Rebound force, Fr
= Ap* Pr
= /4[dp2]*Pr
Pr - Pressure transmitted through shock absorber during rebound in
N/m2 (0.5 to 1 MPa)
6. Determination of damping coefficient:
Damping coefficient, Kc

= Fc/V

(N-s/m)

Velocity (V) varies from 600 to 850 mm/s for larger piston and from
250 to 400 mm/s for smaller piston
INFERENCE:

RESULT:
Thus the characteristic of a shock absorber has been studied.

PERFORMANCE TEST ON COIL SPRING


Ex.No.

Date :

AIM :
To determine the following properties of a coil spring.
1. Stiffness of the given coil spring.
2. Modulus of rigidity.
APPARATUS REQUIRED :
Spring testing machine, coil spring, vernier caliper.
PROCEDURE :
1.
2.
3.
4.
6.
7.
8.
9.

The spring is placed centrally over the lower plate and the plate handle is slowly rotated.
Thickness of spring is measured and the number of turns is calculated.
Outer diameter and inner diameter of spring is measured using a Vernier Caliper.
The pointer on the dial is adjusted to read zero when the top and bottom plate just touches
the spring.
Deflections on the gauge is noted while applying the load on the spring.
Deflection while unloading is noted and also average deflection is calculated.
A graph is plotted between load and deflection.
The deflection of a spring is obtained from the graph.
CALCULATION :
Formula,
Modulus of rigidity G= [(64nWR3)/ (d4)] N/mm2
where,
W - Load applied in N
Deflection in mm
R Mean coil radius of given spring in mm
d Diameter of the spring wire in mm
n Number of turns in the given spring
Stiffness of the spring k = (W/)
N/mm
Mean radius R = [(do-t)/2] mm
do outer diameter
t Thickness
RESULT :
Modulus of rigidity of spring

N/mm2

=
4

Stiffness of spring

N/mm

TABULATION :

Sl.
No

Load
Kg

Deflection (mm)
Loading Unloadin
g

Mean deflection
(mm)

Mean radius of spring:

MSR (mm)

VSC (mm)

Outer diameter
(do)
Thickness (t)

DIAGRAM:

TR = MSR+ VSC*LC

TWO WHEELER CHAIN TENSION TEST AND ADJUSTMENT.


Ex.No.

Date :

AIM : To adjust the drive chain of the given two wheeler.


APPARATUS REQUIRED : Tool set, Two wheeler
PROCEDURE :
Drive chain adjustment: The service life of the drive chain is dependent upon proper
lubrication and adjustment. Poor maintenance can cause premature wear or damage to the
drive chain and sprockets. Under severe usuage, or when the motorcycle is runned in dusty
areas, more frequent maintenance will be necessary.
Inspection:
i) Turn the engine off, place the motorcycle on its main stand and shift the transmission into
neutral remove hole cap.
ii) Drive chain slack should be adjusted to allow approximately 20-30 mm vertical movement
by hand. Roll the motor cycle and check drive chain slack as the wheel rotates. Drive chain
slack should remain constant as the wheel rotates. If the chain slack in one section and in
another, some links are kicked and binding. Building can be eliminated by frequent
lubrication.
iii) Inspect the sprocket teeth for wear or damage.
iv) If the drive chain and sprockets are excessively worn or damaged, they should be
replaced. Never use a chain with worn out sprockets since this will result in rapid chain
wear.

i)

Adjustment
Remove the split pin and loosen the rear axle nut.
ii) Loosen the sleeve nut, turn the adjusting nut on both the right and left chain adjusters to
increase or decrease chain slack. Align the chain adjuster index marks with corresponding
scale graduations on both sides of the swing arm.
Note: If drive chain slack is excessive when the rear axle is moved to the farthest limit of
adjustment, the drive chain is worn out and must be replaced.
iii) Tighten the rear axle and sleeve nut.
iv) Recheck drive chain slack.
v) If rear brake pedal free play is affected when repositioning the rear wheel to adjust drive
chain slack. Check rear brake pedal free play and adjust as required.

INFERENCE :

RESULT :
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SERVICING OF CLUTCH ASSEMBLY FOR TWO AND THREE


WHEELER.
AIM :
To service and adjust the clutch play for two and three wheeler as per specification.
TOOLS REQUIRED :
Tool set.
DESCRIPTION :
Clutch assembly is fitted between engine and gearbox. The purpose of the clutch
assembly to transmit power of the engine to the rest of the transmission system, by
disconnecting & connecting the power is required.
CLUTCH ADJUSTMENT :
The only adjustment required in a clutch is of the free lever play, which is
necessitated on account of wear of the friction lining due to continuous use or with the wear
of the throw out bearing carbon ring due to the habit of the driver to press his hand always
on the clutch lever. The wear of the friction lining decreases the free lever play. An
adjustment nut is provided at the lower end of the clutch lever. To slacken the lock nut first,
make the desired adjustment with the adjusting nut and retighten the lock nut.
Clutch adjustment may be required if the motorcycle stalls when shifting into gear or tends
to creep or if the clutch slips, causing acceleration to lag behind engine speed. Normal
clutch lever free play is 10 20 mm at the lever.
i) To adjust the free play,loosen the lock out. Rotate the adjusting nut to obtain the specified
free play.Tighten the lock nut and check the adjustment.
ii) Start engine, pull the clutch lever and shift into gear. Make sure the engine does not stall,
and the motorcycle does not creep. Gradually release the clutch lever and open the throttle.
The motorcycle should start smoothly while accelerate.

RESULT :
Thus the servicing and free play adjustment of clutch for the given two wheeler and
three wheeler as per specification are performed.

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SERVICING OF BRAKE ASSEMBLY FOR TWO AND THREE


WHEELER
Ex.No.

Date :

AIM:
To service and adjust the of brake system for two and three wheeler as per
specification.
TOOLS REQUIRED:
Tool set.
TWO WHEELER
DESCRIPTION:
Due to the continuous use of the brakes, wear take place of the brake lining, linkage
etc., which necessitates periodic inspection of the braking system and to make suitable
adjustment. The brake adjustments can be broadly divided in to two types, viz, the minor
and major adjustments.
Minor adjustment mainly includes the adjustment of brake shoes to compensate
lining wear and is done without removing the wheels. A major adjustment on the other hand,
has to be done after installation of new shoes or relining the old shoes. If the following
conditions are not found, the minor adjustment is usually sufficient;
1. Worn out or out of the round brake drum
2. Brake lining soaked in oil

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3. Brake lining worn up to the rivet heads

PROCEDURE :
To perform minor adjustment, on turning the adjustment nut the cam is also turned.
This cam is fitted on the brake shoe and the adjusting nut is provided on the back plate.
Turning this nut with spanner in the clockwise direction causes the shoes move closer to the
brake drum.
To perform major adjustment, remove all brake drums and inspect linings and drums.
If the drums are worn out, turn them in case the damage is within limits or else replace
them. In case of linings having reached upto within 1mm of rivet heads, remove the same
and reinstall the new ones.
Front brake adjustment
i) Measure the distance when the front brake lever moved to take hold. Free play should be
10 20 mm at the tip of the lever.
ii) Make free play adjustment by that adjusting the front brake arm. Make sure that the cut
out on the adjusting nut is seated on the brake arm pin after making final free play
adjustment.

Rear brake adjustment


Place the motor cycle on its main stand.
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ii) Measure the brake pedal free play before the brake starts to take hold. Free play should
be 20- 30 mm.
iii) If adjustment is necessary, adjust the rear brake nut. Make sure that the cut out on the
adjusting nut is sealed on the brake arm pin after the final adjustment has been made.
iv) Apply the brake several times and check for free wheel rotation when released.

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THREE WHEELER
DESCRIPTION :
Three wheelers use hydraulic operated foot brake on the two rear wheels with an
additional hand brake mechanically operated on the front wheel.
In hydraulic brakes, care must be taken that not even small quantities of air enter in
to the braking system. The air being compressible, it gets compressed when the brake
pedal is pressed. The result is that fluid pressure is not transmitted to the brakes. Which, as
a consequence, are not actuated.
Due to the continuous use of the brakes, wear take place of the brake lining, linkage
etc., which necessitate periodic inspection of the braking system and to make suitable
adjustment. The brake adjustments can be broadly divided in to two types, viz, the minor
and major adjustments.
Minor adjustment mainly includes the adjustment of brake shoes to compensate
lining wear and is done without removing the wheels. A major adjustment on the other hand,
has to be done after installation of new shoes or relining the old shoes.
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PROCEDURE:
The procedure of driving air out of the braking system is called bleeding. A special
bleeding valve is provided for this purpose on the back plate. For bleeding, the master
cylinder is topped up completely with the brake fluid and a pipe is connected to the bleeding
valve. The other end of this pipe is dipped in the brake fluid contained in some jar. One
person sits on the drivers seat and presses the brake pedal, after which the bleeder valve
is opened by the second person, when some air bubbles will come out of the pipe and
escape through the brake fluid in to the atmosphere.
The bleeder valve is now closed and the brake pedal released and pressed once
more after which the bleeder valve is opened again when some more air bubbles will come
out. This procedure is repeated till on pressing the brake pedal, no more air bubbles are
noted. Now with the pedal in the pressed position in the bleeder valve is closed.
To perform minor adjustment, on turning the adjustment nut the cam is also turned.
This cam is fitted on the brake shoe and the adjusting nut is provided on the back plate.
Turning this nut with spanner in the clockwise direction causes the shoes move closer to the
brake drum.
To perform major adjustment, remove all brake drums and inspect linings and drums.
If the drums are worn out, turn them in case the damage is within limits or else replace
them. In case of linings having reached upto within 1mm of rivet heads, remove the same
and reinstall the new ones.

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DISMANTLING AND ASSEMBLING OF TWO WHEELER GEAR


BOX AND FINDING GEAR RATIO
Ex.No.

Date :

AIM :
To Dismantle and assemble of two wheeler gearbox and find gear ratio.
TOOLS REQUIRED :
Tool set.
OBSERVATION :
Gear box is the integral part of drive line whose function as follows as,
1. To provide different leverage at different driving speed.
2. To provide necessary Torque, which starting the vehicle from rest

GEARBOX :
1. Power comes from engine to clutch shaft and clutch gear, which is always in mesh
with a gear on the lay shaft.
2. Helical gears are in mesh always. Helical gears are setting the power with the help of
fork, dogteeth and collar. Dogteeth clutch are splined to gear shaft.
3. Gears are provided with integral dogteeth.
4. Collar having internal teeth locks the dogteeth on gear and dogteeth is fixed to the
input shaft.
5. Collar is operated by means of fork lever.
6. Lay shaft is a forged component integral with built in gears.
7. Lay shaft is supported in the gearbox housing with the help of bearings.
PROCEDURE :
1. First the main gear assembly is removed.
2. Then the counter gear assembly is removed.
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3. Then the lay out assembly is removed.


4. Finally all the gears are removed and count the number of teeth on each gear and
found out the gear ratio.
5. Then lay shaft assembly fixed.
6. Now, the counter shaft gear assembly is fixed & bearings are fixed.
7. Finally the main gear assembly is fixed.

STUDY :

Now the number of teeth of each gear counted and using the calculation, the
gear ratio is found.
CALCULATION :
Finding gear ratio:
1st gear = PR *(T8/T9)
2nd gear= PR*(T6/T5)
3rd gear= PR*(T4/T3)
4th gear= 1:1
Permanent reduction (PR) = (T2/T1)
T4, T6, T8 No. of teeth on driven
T3, T5, T7 No. of teeth on driver
RESULT :
Thus the given two-wheeler gearbox is dismantled, studied and assembled

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DISMANTLING AND ASSEMBLING OF THREE WHEELER


GEAR BOX AND FINDING GEAR RATIOS
Ex.No.

Date :

AIM :
To Dismantle and assemble of three wheeler gearbox and find gear ratio.
TOOLS REQUIRED :
Tool set.
OBSERVATION :
Gear box is the integral part of drive line whose function as follows as,
1. To provide different leverage at different driving speed.
2. To provide necessary Torque, which starting the vehicle from rest.
GEARBOX :
1. Power comes from engine to clutch shaft and clutch gear that is always in mesh with
a gear on the lay shaft.
2. Helical gears are in mesh always. Helical gears are setting the power with the help of
fork, dogteeth and collar. Dogteeth clutch are splined to gear shaft.
3. Gears are provided with integral dogteeth.
4. Collar having internal teeth locks the dogteeth on gear and dogteeth is fixed to the
input shaft.
5. Collar is operated by means of fork lever.
6. Lay shaft is a forged component integral with built in gears.
7. Lay shaft is supported in the gearbox housing with the help of bearings.
PROCEDURE :
1. First the main gear assembly is removed.

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2. Then the counter gear assembly is removed.


3. Then the lay out assembly is removed.
4. Finally all the gears are removed and count the number of teeth on each gear and
found out the gear ratio.
5. Then lay shaft assembly fixed.
6. Now, the counter shaft gear assembly is fixed & bearings are fixed.
7. Finally the main gear assembly is fixed.

STUDY :
Now the number of teeth of each gear counted and using the calculation, the gear
ratio is found.
CALCULATION :
Finding gear ratio:
1st gear = PR *(T8/T9)
2nd gear= PR*(T6/T5)
3rd gear= PR*(T4/T3)
4th gear= 1:1
Permanent reduction (PR) = (T2/T1)
T4, T6, T8 No. of teeth on driven
T3, T5, T7 No. of teeth on driver
RESULT :
Thus the given three-wheeler gearbox is dismantled, studied and assembled.

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DETERMINATION OF TURNING CIRCLE RADIUS OF THREE


WHEELERS
Ex.No.

Date :

Aim:
To determine the turning circle radius of the given three wheeler.
Tools Required:
Meter scale, Thread, Chalk
PROCEDURE:
Park the vehicle on a flat surface
Position the vehicle in such a way that it will be easy to mark the turning circles &
angles
Note the wheel base (b) and wheel track (c) from vehicle specification or else
measure it
Draw a straight line parallel to the rear axle wheel.
Turn the steering wheel fully to the left or right.
Draw the perpendicular line from both the front wheels.
The two perpendicular lines from the front wheel will meet at the line parallel to rear
axle.
Measure the turning centre point length from the rear inner wheel.
Verify true steering condition and calculate the turning circle radius using the
formulae.

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Tan

b
= a+ x

Where,
x- distance between the rear wheel to the I centre
R- Turning circle radius
R =

b
tan

ac
2

Result:
Thus the turning circle radius of three wheeler is calculated.

Electrical system diagnostics


Ex.No.

Date :

Aim : To service and diagnose the electrical systems of two wheeler.


Tools Required: Spanner, Screw driver, multimetre
Introduction:
Automobile electrical system includes a starting system, charging system, ignition
system and lighting system and some accessories. The accessories include horn, Mobile
charging sockets, safety alarms, etc.
Major components of a typical electrical systems are given below:
1.1.Ignition System
(a) Spark plugs
(b) Relay
(c) Ignition switch,
1.2.Charging System
(a) Generator or alternator
(b) Regulator
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(c) Rectifier
1.3.Starting System
(a) Battery
(b) Starting motor
(c) Wiring,
(d) Switches
1.4. Lighting system
(a) Headlamps
(b) Tail lamp
(c) Indicators
(d) Warning lamps

2.0.Theory:
The electrical systems in automobile consists of four main circuits.
i)
ii)
iii)
iv)

Charging system
Ignition system
Starting system
Lighting system

2.1.Charging system:
The charging system is required to recharge the battery which is an important
component of the electrical system of an automobile. This is done by converting mechanical
energy into electrical energy and then into chemical energy that is stored in batteries. Battery
supplies the current to run the starting motor, various lights and horn, etc. The charging system
generates electricity to recharge the battery and run other electrical components.
2.1.1.Components of a Charging System
Charging system consists of :
i)

Generator or Alternator
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It converts mechanical energy into electrical energy.


ii)

Regulator
It controls the generator output according to the need. It controls the current or

voltage.
iii)

Rectifier
It converts the alternating current produced in the alternator or generatorinto

direct current and sends it to battery.

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26

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2.2.Ignition system:
In spark ignition engines, a device is required to ignite the compressed air-fuel mixture at
the end of compression stroke. Ignition system fulfills this requirement. It is a part of electrical
system which carries the electric current at required voltage to the spark plug which generates
spark at correct time. It consists of a battery, switch, distributor ignition coil, spark plugs and
necessary wiring.
2.2.1.Requirements of ignition system:
(a) The ignition system should be capable of producing high voltage current, as high as
25000 volts, so that spark plug can produce spark across its electrode gap.
(b) It should produce spark for sufficient duration so that mixture can be ignited at all
operating speeds of automobile.
(c) Ignition system should function satisfactory at all engine speeds.
(d) Longer life of contact points and spark plug.
(e) Spark must generate at correct time at the end of compression stroke in every cycle
of engine operation.
(f) The system must be easy to maintain, light in weight and compact in size.
(g) There should be provision of spark advance with speed and load.
(h) It should be able to function smoothly even when the spark plug electrodes are
deposited with carbon lead or oil.
2.2.2.Types of ignition systems
There are three types of ignition systems which are used in petrol engines.
(a) Battery ignition system or coil ignition system.
(b) Magneto ignition system.
(c) Electronic ignition system.
With the battery ignition system, the current in the primary winding is supplied by a
battery whereas it is supplied by a magneto with magneto ignition system. The battery ignition
system is used in cars and light truck. Magneto ignition system is used in some scooters. Both
the systems work on the principle of mutual electromagnetic induction. Electronic ignition
systems use solid state devices such as transistors and capacitors. In most of the two wheelers,
magneto ignition system is used.

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2.2.3. Magneto-ignition System


This system consists of a magneto in place of a battery. So, the magneto produces and
supplies current in primary winding. The rest of the system is same as that in the battery ignition
system.
The magneto consists of a fixed armature having primary and secondary windings and a
rotating magnetic assembly. This rotating assembly is driven by the engine.
Rotation of magneto generates current in primary winding having small number of turns.
Secondary winding having large number of turns generates a high voltage current which is
supplied to relay. The relay sends this current to spark plugs. The magneto may be of rotating
armature type or rotating magnet type. In rotating armature type magneto, the armature having
primary and secondary windings and the condenser rotates between the poles of a stationary
horseshoe magnet. In magneto, the magnetic field is produced by permanent magnets.

2.2.3.1. Advantages
(a) Better reliability due to absence of battery and low maintenance.
(b) Better suited for medium and high speed engines.
(c) Modern magneto systems are more compact, therefore require less space.

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2.2.3.2. Disadvantages
(a) Adjustment of spark timings adversely affects the voltage.
(b) Burning of electrodes is possible at high engine speeds due to high voltage.
(c) Cost is more than that of magneto ignition systems.
2.2.4 Electronic ignition system
The modern day two wheelers use electronic ignition system. The type of electronic
ignition system used in two wheelers is known as Capacitor Discharge Ignition system (CDI).
The CDI system consists of a battery, magnetic pickup, diode, capacitor, thyristor,
ignition coil and spark plugs. The diode, capacitor,thyristor, ignition coil are located in the CDI
module. The current flows from the battery and charges the capacitor, the thyristor is placed in
between the battery and capacitor to prevent the backflow of current from the capacitor. The
diode is used to purify the DC voltage. Now the magnetic pickup coil sends signal to the CDI
module and the current flowing from the battery stops.
Now the capacitor discharges the voltage stored in it and sent to the ignition coil. Unlike
the conventional ignition coil, this one acts as a pulse coil, thus building up heavy current much
quicker than conventional ignition coils. Now this high voltage is sent to the spark plugs.

2.2.4.1 Advantages

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The voltage built up is very high around 2-3kv/ms, while the conventional coils do about
300-500v/ms.

The intensity of the spark produced is very high.

Timing is highly precise

2.2.4.2 Disadvantages

Spark produced doesnt last for a longer time.

2.3. Starting system


The starting system of an automobile is used to start the internal combustion engine.
Both SI and CI engines cannot start by itself. These engines need to be cranked by a starting
motor. This motor is also called a starter or cranking motor. Cranking of any engine means
rotating its crank shaft. Rotation of crank shaft causes the piston to reciprocate. When piston
reciprocates, suction, compression, expansion and exhaust strokes of engine are completed.
Thus, engine completes its working cycle and it starts running.
Starting motor produces necessary torque to rotate the engine wheel (crank shaft)
through a suitable gear (one pinion on motor and other ring gear around engine wheel).
2.3.1.Components of Starting System
Starting system consists of the following :
(a) Starting Motor :Starting motor to produce rotation of crank shaft.
(b) Drive Mechanism : Drive mechanism to transfer rotary motion of starter to the crank
shaft of the engine.
(c) The ignition switch to start motor.

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2.4.Lighting system
It is a simple system using a single pob system. The current supplied to the system from
a battery at 6-12 volt. Circuit begins at battery passes through the armature and a fuse before it
reaches any switch.
The lighting system of a motor vehicle consists of lighting and signalling devices
mounted or integrated to various parts of a motor vehicle. These may include the front, sides,
rear and, in some cases, the top of the vehicle. The purpose of this system is to
provide illumination for the driver. This enables safe vehicle operation after dark and increases
the conspicuity of the vehicle. It also informs of the vehicle's presence, position, size, direction
of travel, and the driver's intentions regarding direction and speed of travel.

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3.0.Experiment:
3.1.Procedure
i)

The electrical components to the diagnosed are indicator light, head light, tail lamp,
horn, starter motor, parking lamp, etc.

ii)

The engine is started and battery cover is removed .

iii)

Using a multimeter, the head is tested for the load.

iv)

Like wise, indicator lamp, parking lamp, horn, tail lamp are tested.

v)

Then engine is OFF and starting using self start and amount of current consumed is
tested.

vi)

Using above the readings, components are diagnosed.


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1. Trouble shooting table:


SI no
1.

Defects
Starter motor

Causes

Remedies
Recharge (or) replace the

a) Dead battery

battery.
Tighten connections,

i) No cranking
b) Open circuit
a) Run down battery
b) Very low
ii) Engine cranks
slowly but does not run

temperature

charge

c) Starter motor

Check the stater motor

defect

2.

Replace wiring
Check replace the battery
Battery make to full

Horn
Adjust (or) replace switch

a) Defective switch

(or) relay

b) Incorrect
i)Horn does not blow

adjustment
defective relay

Replace the relay

contact points in
horn are burned.
a) Too high (or) too
low generator
ii) Horn gives incorrect
sound

voltage.
b) Incorrectly adjust
horn.
c) Excess drop in
voltage of the

Check and rectify the


generator voltage
Adjust the gap as
required
Rectify the fault

circuit.
3.

Light
i)Light does not glow

a) Check fuse.
b) Check bulb.
c) Check light

ii) Light glow and goes

switch.
a) Check wiring and
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Replace them if required.


Replace it if required
Replace them if required.
Repair them if required

4.

off
Battery

switching
a) High charging

Check generator

voltage

i) Over charging

b) High temperature
a) Defective
ii) run down battery

generator
b) Faulty wiring

iii) Sulphation

a) Under charging

Reduce voltage regulator


setting
Check the defect and
rectify
Check them
Adjust charging rate of
generator

3.2.Tabulation:
SI No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Accessories
Battery
Charging voltage
Head lamp low beam
Head lamp high beam
Horn
Indicator RH
Indicator LH
Tail lamp
Self start
Brake light

Volts
12.24
15.34
14.80
14.85
11.77
Nil
Nil
Nil
Nil
11.85

Vehicle specification:
Name of the vehicle

:TVS Victor GL

Engine displacement

:109.20cc

Maximum power

: 8.1 bhp @ 7250 rpm

Maximum torque

: 8.1 Nm @ 5500 rpm

Top speed

: 90 kmph

Mileage

: 60 kmph

Result:
Thus the electrical system of the given vehicle is diagnosed.

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