GO KART CHAMPIONSHIP-2013 RIT INDORE

FINAL DESIGN REPORT PRASHANT TIWARI (Team capton) HEMANT PORWAL (Team member)
ABSTRACTThe objective of this report is to highlight the final design report of
team TRANSFORMING DEXTEROUS Go-Kart vehicle to compete in National Go-Kart Champ
ionship 2013. The T eams primary objective is to design a safe and functional veh
icle based on a rigid and torsion-free frame, well mounted power trainand to und
erstand the finer aspects of vehicle design with the ulterior motive of fabricat
ingprototype vehicle that could be manufactured for consumer sale, while strictl
y adhering to the competition rule. The secondary objective isto enhance drivers
comfort and safety, and to increase the performance and maneuverability of the v
ehicle. To achieve our goal the team has been divided into core groups responsib
le for the design and optimization of major sub-systems which were later integra
ted into the final blueprint. INTRODUCTIONWe approached our design by considerin
g all possible alternatives for a system & modeling them in CAD software like CA
TIA, Pro-E etc. and subjected to analysis using ANSYS FEA software. Based on ana
lyses result, the model was modified and retested and a final design was frozen.
The design process of the vehicle is iterative and is based on various engineer
ing and reverse engineering processes depending upon the availability, cost and
other such factors. So the design process focuses on following objectives: Safet
y, Serviceability, Strength, ruggedness, Standardization, Cost, Driving feel and
ergonomics, Aesthetics The design objectives set out to be achieved were three
simple goals applied to every component of the car: durable, light-weight, and h
igh performance, to optimizing the design by avoiding over designing, which woul
d also help in reducing the cost. With this we had a view of our kart. This star
ted our goal and we set up some parameters for our work, distributed ourselves i
n groups. Sub-Teams for Design
Frame design Body and Composites Steering system
design Brake and Wheels Drive train design Electrical design
We proceeded by setting up the budget for the project. Throughout the design pro
cess we distributed the budget in such a way that if we assign more money to one
system, we reduce that amount from some other system. DESIGN OF VEHICLE The des
ign section of this report is broken into four major topics
The design objectives
The design calculations and analysis Considerations Testing
Based on the overall design objectives of durability, performance, and light- we
ight design, the component is evaluated by the design team and must meet all of
the

criteria to become a part of the overall successful design alternatives were als
o considered during each process and testing commenced once the chosen design me
t the design objectives. FRAME DESIGN OBJECTIVE The frame is designed to meet th
e technical requirements of competition the objective of the chassis is to encap
sulate all components of the kart, including a driver, efficiently and safely. P
rincipal aspects of the chassis focused on during the design and implementation
included driver safety, drive train integration, and structural weight, and oper
ator ergonomic. The number one priority in the chassis design was driver safety.
By the competition rules and Finite Element Analysis (FEA), the design assured.
DESIGN The main component of the frame are divided into the two major parts fir
st the front block (cockpit) for steering and seat positions etc. and second rea
r block (engine compartment) for transmission and brake assembly. Both the block
s are separated by the firewall. The frame modal can be viewed as shown below1 inch diameter tube with a thicker wall is used instead of 1.5 inch diameter tu
be with a thinner wall for manufacturability purposes. Although the thinner wall
, 1.5 inch diameter tube would be slightly lighter than the thicker wall, 1 inch
diameter tube, it would have been more material and more difficult to weld. The
n it is also assured by analysis in ANSYS software. The various Physical propert
ies of the material are as followS.N. 1) 2) 3) 4) 5) 6) 7) PROPERTIES Tensile st
rength, Ultimate Tensile strength, Yield Bulk Modulus Shear Modulus Modulus of E
lasticity Poissons ratio Elongation at break VALUES 450 MPa 380 MPa 200 GPa 80 GP
a 200 GPa 0.29 16%
The chemical composition of the material is as Carbon Manganese Silicon Sulphur
Phosphorus C Mn Si S P = 0.18 = 0.73% = 0.18% = 0.017% = 0.020%
The above mentioned properties satisfy the technical requirement of material whi
ch is to be used in frame. SAFETY Roll cage feature were first implemented bykee
ping on mind the safety requirement of the event .The first primary safety stand
ard focused on during design was maintaining the proper clearance of the drivers
body rest to the other rigid parts like engine compartment, firewall structure,
and panel bracing of the vehicle. Once the basic requirements fulfilled the othe
r safety design were implemented. The chassis was designed to give occupant extr
a space to operate the vehicle easily. The place of the fire extinguisher is des
igned in the easily accessible point and also the eathen foam padding is provide
d over the pipes adjacent to driver. FRAME FEA SAFETY ANALYSISAside from exceedi
ng the minimum material requirement set by the discussion in team members. Struc
tural integrity of the frame was verified by comparing the analysis result with
the standard values of the material. Theoretical calculated loads were placed on
a wireframe model of the frame at critical points to simulate the amount of for
ce that the vehicle would
MATERIAL The material SAE-1018 is used in the frame design because of its good w
eld ability relatively soft and strengthens as well as goodmanufacturability. A
good strength material is important in a roll cage because the roll cage needs t
o absorb as much energy as possible to prevent the roll cage material from fract
uring at the time of high impact. SAE- 1018 has chosen for the chassis because i
t has structural properties that provide a low weight to strength ratio.

undergo from its own weight and the driver in the event of collision. Analysis w
as conducted by use of finite element analysis FEA on ANSYS software. To conduct
finite element analysis of the chassis an existing design of chassis was upload
ed from the computer stresses were calculated by simulating three different indu
ced load cases .The load cases simulated were frontal impact, side impact, and r
earimpact, A 4-node quadrilateral (Quad4) shell type element was used when devel
oping the mesh to model the hollow tubing the value of the force in different ca
ses of impacts is calculated by the procedure as followFRONT IMPACT ANALYSISGene
rally in the case of pure elastic collision in frontal impact the linear velocit
y remains at 64 Kmph according to ENCAP (The European new car assessment program
) Hence the value of force is calculated by mass moment equation that isF = PT Whe
re T is the duration of time, generally the collision takes place for a very shor
t duration of time. We assumed this time as T = 1.01 seconds. And the gross weigh
t of the vehicle is Estimated some around (M=180 KG), hencethemoment of the vehi
cle at 64 Kmph or 17.8 m/s that isP=MV P = 160 17.8 P = 3204 kgm/s And the fronta
l impact force i.e.F = P T F = 3204 1.10 F = 3504 N Now the calculated force were
placed on the frontal part of frame by keeping the rear part fix on ANSYS the r
esult along with the image asSIDE IMPACT ANALYSIS In the case of collision by si
de impact the value of the impact force generated is calculated in the same way
as in front impact. For the side impact the velocity of vehicle is taken 48 kmph
or 13.3m/s according to ENCAP Standard and then the force Is calculated i.e.F =
P T Where, P=MV P = 180 13.3 P = 2394 kgm/s The side impact force F = 2394 1.10 F
= 2634 N. Hence the calculated force were placed on one side of the modal of fr
ame while keeping another side fixed and the stresses were simulated the image i
s shown as-

REAR IMPACT ANALYSIS The rear impact force is also calculated in the same way as
remaining two. In this case the velocity of collision were taken 50kmph or 13.8
m/s by the calculations and also as according to the ENCAP standards .the calcul
ations are asP=MV P = 180 13.8 P = 2484 kgm/s And the rear impact forceF = P T F =
2484 1.10 F = 2732 N Hence the calculated value of the rear impact force was pla
ced on the rear part of the frame while keeping the frontal part fixed. The anal
ysis result is shown as
The results from these different analysis modes are accurate for the type and am
ount of loading that was applied to the known material and geometry. They also a
ssure the safety of the frame in the different cases of impacts. However, these
loading scenarios generally do not exactly represent actual impact modes To accu
rately depict an impact or collision incident, dynamic loading would have to be
used to simulate the types of impact loading that would occur during an actual c
ollision. It would be very difficult to accurately model this event without know
n data gathered from an actual collision in various lateral position along with
the longitudinal directions. This data could be gathered using strain gauges att
ached to the frame of the vehicle. With the data collected from the FEA simulati
ons, the roll cage was found to have a theoretical factor of safety of approxima
tely more than 2.0. This result also illustrate that the frame ensure the maximu
m amount of driver safety restraint. Attaching the seat belts to the most rigid
and structural chassis components guarantees reliability of the seat belt under
the extreme forces possible in a collision. Using a quick release lever style se
at belt clasp gives the driver the ability to get out of the vehicle in a safe a
mount of time in The safety restraints provided in the car will be sufficient fo
r keeping a driver safe in the event of a collision, while still allowing the dr
iver to escape in the required amount of time. Consideratio -n LightWeight Durab
le Meet Requirements Simple Frame Attractive Design Cost Priority Essential Esse
ntial Essential Reason A light race car is a fast race car Must not deform durin
g rugged driving Must meet requirements to compete
Hence the conclusion of the safety analysis with result is tabulated asFACTORS I
mpact Force Stress Generated Total Deformation F.O.S. FRONT 3520 N 173.9 MPa 0.6
mm 2.58 REAR 2640N 179 MPa 0.19 mm 2.51 SIDE 2750N 153.1 MPa 0.93 mm 2.93
The factor of safety is determined by the using the formula i.e.Majority of frame fabrication done in workshop Desired Easier to sell an aesthet
ically pleasing vehicle Low Car needs to be within budget FRAME DESIGN CONSIDERA
TIONSHigh

SAFETY HARNESSA five point racing harness attached to the most rigid members of
the roll cage was utilized to ensure the maximum amount of driver safety restrai
nt. Attaching the seat belts to the most rigid and structural chassis components
guarantees reliability of the seat belt under the extreme forces possible in a
collision. Using a quick release lever style seat belt clasp gives the driver th
e ability to get out of the vehicle in a safe amount of time in. The safety rest
raintsprovided in the car will be sufficient for keeping a driver safe in the ev
ent of a collision, while still allowing the driver to escape in the required am
ount of time. STRUCTURAL RIGIDITYOverall frame structural rigidity is important
to enhance the capabilities of a 4-wheeler vehicle. To measure the overall frame
rigidity, tensional rigidity analysis was conducted through FEA. The objective
of the tensional rigidity analysis was to manipulate the chassis design within t
he FEA software to increase the amount of torque per degree of chassis deflectio
n. By theoretically increasing this value, the actual vehicle could have the abi
lity to be more torsion-ally rigid, making it able to withstand more intensive w
ithout failure. To achieve this analysis, a simulated torque of. Which is equiva
lent to the gross weight is calculated i.e Gross weight = 180 kg And the equival
ent force that is F=Mg F = 180 9.81 F = 1766 N The calculated force is placed on
one of the corner of the frame while other three corners were kept fixed by cons
training. The deformation and stress were as follow for the generated stress of
84Mpa.The factor of safety obtained is greater than 2.The result is displayed as
Hence according to the result obtained the frame would be torsion-ally rigid.
WEIGHT Keeping the frame as light as possible was a top priority. When power is
limited, vehicle weight is a large factor in vehicle performance. The frame is o
ne of the largest and heaviest components of the car, and which is why special a
ttention was placed on the vehicles frame weight. The strategy utilized to minimi
ze weight consisted of determining defined goals for the chassis and employing t
he correct material in the best places to accomplish those goals. Once baseline
safety design requirements were met, FEA aided the material decision making proc
ess. FEA specifically helped to determine whether a member was under high or low
stresses, in the scenarios discussed previously, making the chassis design proc
ess efficient and effective.Chassis members were made out of 0.078 inch (2mm) wa
ll thinness and 1 inch (25.4mm) outer diameter SAE- 1018, this material was chos
en because of its weight reduction capability and beneficial material properties
, as was stated previously. Through accurately determining stresses on the chass
is in different scenarios, weight reduction was able to be maximized through mat
erial selection and placement also the simplicity of the frame design that is us
e of less number of members tends to reduction in the weight. The final weight o
f the chassis was measured on software is 22kg and the gross (final) weight of t
he vehicle along with the driver is estimated to be 180 kg. ASTHETIC Aesthetical
ly, the roll cage design is improved by the use of more rounded corners than the
straight. The unique use of rounded corners allows for a more pleasing look to
the vehicles body as well as a reduced number of welded joints. The use of contin
uous bended pipes also reduced the no of jointsthelack of sharp edges on the rol
l cage allows for the design of more streamlined body panels which not only look
smoother, but may also have a positive effect on the overall aerodynamic drag f
orces. MANUFACTURABILITYAll design work for the go kart championship has done In
the CATIA & Pro-e software. Using this program to produce three dimensional mod
el allowed easy revision of prebuilt designs, and gave design team members a vis
ual picture of what the frame would look like. After the design of the frame was
finalized, a list of required support members was created and the frame modal w
as modified. The design for manufacturability, ergonomics,

and aesthetics for the roll cage are favorable for its reproduction, serviceabil
ity, and comfort. The material selectedSAE-1018 has good manufacturability quali
ties. To increase manufacturability, many bends were used as frame members. Thes
e bends not only give the vehicle a sleek, attractive look but also reduce the t
otal amount of frame members and welds between these members resulting in a ligh
ter, cheaper, and customized chassis. By implementing bends into the design of t
he frame, the number of cuts and welds were decreased. Decreasing the number of
cuts and welds lowers the production cost and increases overall chassis strength
. For example, by using more bends, A bending die can perform the job of bending
behalf of the welding and joining hence reducing man-hours and production costs
. All bends were designed to be made using a tube bender fitted with primary die
of 10 cm, secondary die of 15cm, and tertiary of 30 cm, diameter die, which wou
ld eliminate costly tooling changes from the manufacturing process. WELDING The
material which is used SAE-1018 has good weld ability. All welds on the vehicle
are made using a MIG (metal inert gas) welding process. MIG welding uses an arc
of electricity to create a short circuit between a continuously fed anode (+ the
wire fed gun) and a cathode (- the metal being weld). MIG is selected because i
t provided the best Control of heat affected zones while also reducing internal
stress in the frame selected it order to allow the weld to flex slightly without
Cracking. It provides strongest welds, faster welding speed and is clean and ef
ficient makes welding easier. BODY AND COMPOSITES OBJECTIVES The purpose of the
body is to prevent debris from entering the vehicle, with the intent of protecti
ng the driver and the vehicles components. The seat was designed to support the d
river comfortably and safely while they are operating the vehicle. DESIGN The de
sign of the body and composites has done in the cad software and the FRP is sele
cted for the body works of very less weight.
BODY PANELSThe body panels are made out of .080 inch thick FRP (fiber reinforced
plastic) .FRP is a composite material made of a matrix reinforced with fibers t
he polymer is usually epoxy, vinlester or polyster thermosetting plastic are use
d in FRP.It is very light material that has desirable properties for a body pane
l. The panels are designed such that they tends to reduce the aerodynamic moment
s like pitching from front, yawing from side and also helps to create the downwa
rd force to which tends to make the good traction of vehicle with the road & als
o provide the properties necessary to protect the driver and vehicle components
from rocks and other debris. When the panels were integrated into the car, the p
anels were recessed into the chassis to provide visibility to the chassis member
s, making the car aesthetically pleasing. SEATThe seat in this kart is also desi
gned to be very light it is very simple made of plastic material and is attached
to the chassis by four points only and can be adjusted in angle of back rest ac
cording to the requirement of the drivers comfort the back side angle of the sea
t is at 17 degrees which is the good position of the drivers body rest according
to the ergonomics point of view and is kept almost parallel to the fire wall .t
he seat implemented in our go kart provides a good combination of weight reducti
on and ergonomics. STEERING SYSTEM DESIGN OBJECTIVE The steering system is desig
ned to withstand the stress of safely maneuvering the vehicle through any type o
f possible condition at the time of driving. The purpose of the steering system
is to provide directional control of the vehicle with minimum input. The main go
al for steering is to have steering radius of 4m or less and to have 100% Ackerm
an steering. DESIGN Simplicity and safety were the main design specifications fo
r the vehicles steering system. While designing the steering system the constrain
ts that we possessed were center alignment of steering system,

track width, human effort at the steering wheel and the desired response of the
steering system. A Pivot Pin steering arrangement was chosen due to its light we
ight, simple design and low cost. Very less play due to limited number of joints
. We are also introduced the multi sensitive steering system. This system has a
tendency to increase or decrease the sensitivity of our steering by means of mul
ti port pivot plate, by changing the position of tie rod from port one by one. T
his system provides the driver simplicity and directional control over vehicle a
ccording to condition.
Our tires is not skidding because the inside front wheel is angled just a little
more than the outside front wheel. The formulaes used for steering calculation a
re: R = d/2+Lcosec (A/2+B/2) % Ackerman = Where, R is the turning radius, L is t
he length of the car, A is the angle of the inside angle of the wheel B is the a
ngle of the outside wheel d is the width of the car. To determine the Ackerman p
ercentage, equation (2) was used. Given that, 100% Ackerman angle is desired, A
at 30-degrees and B at 22-degree was the best option. This gave a turning radius
of 3.2m.In this geometry when a car taking a relative wide turn, the point wher
e axel lines intersect is the point about which the car is turning. This is show
n in a fig. Inner and outer turning angle is calculated by the formulaeOuter ang
letanA = L/(R-d/2) Inside angletanB = L/(R+d/2) Caster angle is the most importa
nt factor governing how the kart will handle. It will make the kart more stable
in rough condition and the karts straight line stability wil l also be improved.
King pin inclination is used to making a steering tend to return to the straight
ahead or centre position. If kingpin is incline at 12 degree, it gives self cen
tering effect and leads to less steering effort
CALCULATIONSVarious calculations are tabulated as follow according to the vehicl
e specifications -


Inner Turning Angle Outer Turning Angle Turning Radius Caster Angle Camber Angle
King Pin Inclination Tie Rod Length Steer wheel diameter FRONT AXLE30 deg 22 deg 3.2 m 12 deg 0 deg 07deg 0.36 m 14 inch
Minimize Bump steer
Desired
Conserve while Steering
momentum
BRAKE SYSTEMOBJECTIVE The purpose of the brakes is to stop the car safely and ef
fectively. In order to achieve maximum performance from the braking system, the
brakes have been designed to lock up rear wheels, while minimizing the cost and
weight. DESIGN The brake system design includes the single disc at the rear axle
to stop the vehicle. It is mounted in the one third part position of the axle w
ith opposing the position of drive train sprocket hence also enables the good ba
lancing requirement. Master cylinder is used at the front near the brake pedal p
roviding the occupant to easily accessible space. A proper master cylinder bore
size was found by doing brake calculations based on the mass, center of gravity,
master cylinder volume size, and various dimensions of the vehicle. Though brak
ing power increased with a decrease in bore size, the volume of brake fluid that
was able to be displaced decreased with decreasing bore size. BRAKE SYSTEM CALC
ULATIONSAs we know that the total kinetic energy of a vehicle at the time of bre
aking is converted into heat due to the friction of caliper pad on rotor disc. K
inetic energy, = 25000 Nm Where, m = mass of the vehicle = 180kg v = velocity of
the vehicle = 16.67m/s Deceleration of the vehicle is not exceed the value of f
riction between road and tires which is about = 0.6. Therefore, the deceleration
of the vehicle is 0.6g or 5.88 . Stopping distance of the vehicle is calculated
by Newton laws of motion formulaeFront axles are also analyzed against the axial load of tie roads that were plac
ed on the port of tie rod joint to the front axle while steering is on work.The
material used for the axles is ASI-4140. Theoretically calculated load of 490 N
forces were placed on the axle in which the stress generated is under the safe m
ode and the factor of safety obtained is 1.8 hence the overall analysis shows th
at the axle would be safe while working on the specified load conditions.
STEERING DESIGN CONSIDERATIONSConsideration Simple Design Priority Essential Rea
son Minimize weight to maximize Power to weight ratio of car. Quick steering res
ponse To avoid without differentials skidding using
Low Steering Essential Ratio Ackerman High geometry
Where,

v is the final velocity of the vehicle u is the initial velocity of the vehicle,
a is the acceleration of the vehicleandS is the distance. If brake is applied o
n the vehicle, the final velocity of the vehicle is 0, and initial velocity is 1
6.67 m/s. Vehicle is decelerate by 0.6g. Therefore, Braking Distance, S = 23.63
m Stopping time of the vehicle, v=u+at Where, Final velocity is 0, Initial veloc
ity is 16.67 m/s, and stopping distance is 23.63 m, therefore, t = u/a t = 2.83
s Vehicle is to be stopped at a distance of 23.63 m, therefore, Braking Force = B.
F = 635 N It is calculated by another r formula, F = ma F = 1800.69.81 = 635 N Bra
ke Torque = Brake Force Effective radius of rotor B.T. = 52.8 Nm Force applied b
y the driver on the pedal is taken as 100 N (approx) and the pedal ratio is 4:1.
The area of the piston of the master cylinder is 1 . Brake Pressure =
Brake specificationsAll the calculated values are tabulated as followDisk Outer
Diameter Disk Inner Diameter Thickness of Disk Brake Pedal Force Pedal Ratio Coe
fficient of Friction Brake line pressure Brake Torque Stopping Time Stopping Dis
tance 16 cm 2.54 cm 0.3 cm 100 N 4:1 0.60 4 MPa 52.8 Nm 2.8 sec 23.6 m
Having the above values the brake system will work in proper manner and will sat
isfy the requirement. Here is the brake line block diagram which sates the posit
ion of various parts of the brake systemTESTINGB.P = 4Mpa Analysis of break mountThe mount for the brakes was tested usi
ng the 3D stress analysis in ANSYS. The base of the mount was fixed, and a 110 l
b force was applied to the two bolt holes. The result is shown in figure. The ma
ximum deformation that occurred in the stress analysis was .002mm at the

highest point on the mount, which is negligible hence will not affect the design
of the brake mount.
The results of disc analysis shows the maximum heat flux of (4.3810^6) W/ , and t
he total temperature at the contact surface of the disc is 200c. According to the
results obtained it is simply defined that the disc will be in safe mode and th
e chances of the brake fading due to overheating would not be occur. BRAKE DESIG
N CONSIDERATIONSConsidera tions Simplicity Performan -ce Lightweig -ht Reliabili
ty Ergonomics Priority High High High Essential Essential Reason Overall goal of
vehicle Capable of stopping vehicle Prevent air bubble within the brake lines L
ightweight parts to minimize total weight Optimal pedal assembly fitment to suit
every driver
DRIVE-TRAIN DESIGN OBJECTIVE The drive-train is a very important part of the rac
ing cars, taking into consideration that all of the cars power is transferred thr
ough the drive-train system to the ground. The challenge is to harness the engin
es 8 brake horsepower and distribute it to the ground in the most efficient way.
The drive-train needs to be able to operate in the lowest and highest gear ratio
s while performing in all of the different aspects of the competition. DESIGN Th
e goal of the drive train is to transfer power from the engine of the vehicle to
the wheels. The power transferred must be able to move the vehicle. Acceleratio
n is also an important characteristic controlled by the drive train.Thereare sev
eral different methods of power transmission that have been used in cars. The tr
ansmission used in our vehicle is a CVT, or constantly variable transmission. Th
is transmission uses two pulleys which change their effective diameter based upo
n their rotational speed. The two pulleys are connected via belt, and the transm
ission ratio changes continuously with engine speed. This setup has an advantage
in that it does not need any driver interaction, and that it is mechanically si
mple. And also works on infinite no. of gear ratios according to the speed of en
gine.
Analysis of break discThe break disc is also analyzed in thermal module of ANSYS
software in which the disc is analyzed by placing the boundary conditions as te
mperature, convection i.e. (.55) ,coefficient of thermal expansion the total hea
t flux is calculated during the process as well as the heat generation . The res
ults of disc analysis are shown asTotal heat flux-

WHEELSThe wheel is one of the main components of the wheel and axle which is one
of the six simple machines. Wheels, in conjunction with axles, allow heavy obje
cts to be moved easily facilitating movement or transportation while supporting
a load. The selection of tires according to the requirement of performance, even
t, as well as bugged plays an important role. We are using the wheels of same si
ze for front and rear. The size of the tires is (130/70 the objective of selecti
ng this tire is to get required ground clearance ELECTRICAL DESIGN Where, T1 & T
2 are the no of teeth in the sprockets driver and driven respectively. Now OBJEC
TIVES The electronic system for the car was designed to fulfill two key purposes
. First, the electronics system supports the mandatory safety equipment, specifi
cally the kill switch circuit. Second, the electronics provide useful instrument
ation, in particular a self start system. DESIGN The cars electrical system has b
een designed around two main power buses, each with an independently fused circu
it. These buses are for safety kill switch, and self start system. Self start-In
self start system, driver starts his engine without any effort with the help of
D.C motor. The self start is directly connected to the battery with the relay a
nd switch. Battery is 12v, 5 amp, which fulfill our need. Self starter D.C. moto
r has a alternator and a rectifier which charge our battery. Circuit for self st
art is
We are using the 8.0bhp, 110 cc CVT engine. In this engine the horizontal output
shaft is provided, which would be customize by us and the small sprocket would
be attached to the shaft. Now the final drive would be a chain drive where the c
hain will attach to the rear sprocket mounted on the rear axle. Hence the final
drive gear ratio is 1:2 .Which is calculated by =
= 1:3 Hence the gear ratio of the final drive which is 1:3 will provide the requ
ired torque to the vehicle to run. The modal of the final drive is shown hereENG
INEWe are using 110cc & 8.0bhp CVT engine for the power transmission. Engine is
mounted in the position above the rear axle on the rigid frame with the anti vib
ration mountings the positioning of engine is decided on the basis of the availa
bility of the space in the engine compartment of the frame. The final drive is s
hown as follow-

an input port and an output port, with the two ports side by side. The interior
of the canister is filled with activated charcoal in granules or carbon pellets.
The input of the canister connects to the gas tanks vent port, while the output
connects to the carburetor intake manifold. Accordingly the requirement it has b
een designed for our vehicle. Here is the imageSub partsKill switch Kill switch is provided in our vehicle as a safety to our driver in
a case of emergency. If driver wants to kill the engine or stop the engine in ca
se of emergency so he pushes the kill switch gently and our engine would stop. T
he electronics are designed so that when the kill switch is depressed, power is
disabled on primary ignition coil of engine. Because the kill switch closes the
circuit when activated, the kill switch function is achieved by using a pair of
diodes to simultaneously ground out the engines primary coil current. One diode p
revents the engine from grounding through the relay and the other diode prevents
battery current from flowing back into the ignition coil. This electrical syste
m provides a reliable and sufficient way to manage all the electronic components
on the Go Kart vehicle. EVAPORATIVEEMISSION CONTROL CHARCOAL CANISTERWe are usi
ng charcoal canister in our vehicle to increase the fuel economy. OBJECTIVECharc
oal canisters are devices found in automobiles designed to decrease the amount o
f air pollution the vehicle creates while at the same time increasing its fuel E
fficiency. Whenever the vehicles engine is turned off, hydrocarbons are produced.
This occurs in the form of fuel vapor rising in the fuel tank. Carbon canister
traps that vapor rather than allow it to escape the fuel tank, feeding it back i
nto the engine. DESIGNCarbon Canister is rectangular shaped box that sit apart f
rom fuel tank next to the carburetor in vehicle. There is
Final canisterCOMPLETE 3D VIEWS After the completion of design we got the final design that is
to be manufactured here is the various complete 3D views of our vehicle-

processes throughout the rest of the vehicles design and manufacturing lowered th
e overall price of the vehicle. Attractive features about the human ergonomics a
nd also the multi sensitive steering system introduction of charcoal canister to
increase the fuel economy are also the binders of consumer interest. TECHNICAL
SPECIFICATIONVEHICLE MAKE MODEL Wheel Base Wheel Track Overall Length Overall Wi
dth Ground clearance Overall Weight Material VALUE VEHICLE MAKE MODEL Engine & T
ransmission Engine max. Torque Max. Speed Gear Ratio (at rear axle) Fuel Consump
tion Steering VALUE
52 inch 42 inch 76.7 inch 48 inch 4.2 inch 180 kg
110cc, 8bhp, CVT 8.8 N-m @ 5500 rpm 60 km/hr 1:2 45-50 kmpl Ackermann (pivot pla
te) 3.2 m
SAE 1018
Turning radius Brake
Tire size
130/7010
Disc brake
CONCLUSIONThe Transforming dexterous team used the finite element analysis syste
m to evaluate, create, and modify the best vehicle design to achieve its set goa
ls. The main goal was to simplify the overall design to make it more light-weigh
t without sacrificing performance and durability. The result is a lighter, faste
r, and more agile vehicle that improves go kart design. REFRENCES1). F.O.V.D by
Thomas D Gillespie. 2). Automotive mechanics- Crouse Angelin 3). Theory of machi
ne-by, R.S. Khurmi. 4). Chassis design- by, Herb Adams
CONSUMER INTEREST The appeal of the finished product to a consumer is equally as
important as all other aspects of the design process. A consumer must find the
vehicle to be reasonably priced, aesthetically pleasing, exhilarating to drive,
safe, and dependable in order to insure that the vehicle will be purchased. Thes
e consumer factors were continually considered throughout the design of the vehi
cle. To create a vehicle that was cost effective, manufacturing processes were c
losely monitored throughout the design process. For example, the chassis was des
igned in CATIA and tested on ANSYS making the chassis easy to manufacture with c
omputer aided designing, lowering production cost. Utilizing similar