Professional Documents
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Bachelor of Technology
In
Mechanical & Automation Engineering
REPORT APPROVAL
This project report entitled GO-KART was prepared is approved for the degree of
B.TECH (Mechanical & Automation Engineering).
HOD
Supervisor
.
DATE ..
..................................................
PLACE .
ii
CERTIFICATE
It is certified that the work contained in the project report titled GO-KART by the following
student:
Name of Student
Nikhil Garg
Md. Ali Hussain
Shrad Sajwan
Praveen kumar gond
Manish Taak
Manpreet
Ashwary Dikshit
Narender Singh
Sachin Kumar
Md. Hasan Equbal
Sandeep kumar
Asad ur Rahman
Roll Number
03815603611
03115603611
00515603611
02415603611
02315603611
05615603611
00415603611
02515603611
00715607412
00315607412
00515607412
07096203611
Has been carried out under my supervision and that this work has not been submitted
elsewhere for a degree.
Signature of Supervisor
Mr. Devender Sharma
Mechanical and Automation Engineering Department
NIEC
May 2015
DECLARATION
I declare that this written submission represents my ideas in my own words and where others'
ideas or words have been included, I have adequately cited and referenced the original
iii
sources. I also declare that I have adhered to all principles of academic honesty and integrity
and have not misrepresented or fabricated or falsified any idea/data/fact/source in my
submission. I understand that any violation of the above will be cause for disciplinary action
by the Institute and can also evoke penal action from the sources which have thus not been
properly cited or from whom proper permission has not been taken when needed.
Name of Student
Nikhil Garg
Roll Number
03815603611
03115603611
Shrad Sajwan
00515603611
02415603611
Manish Taak
02315603611
Manpreet
05615603611
Ashwary Dikshit
00415603611
Narender Singh
02515603611
Sachin Kumar
00715607412
00315607412
Sandeep kumar
00515607412
Asad ur Rahman
07096203611
Date:
ACKNOWLEDGEMENT
iv
Signature
I would like to acknowledge the contributions of the following people without whose help and
guidance this report would not have been completed.
I acknowledge the counsel and support of my project guides Mr. Devender Sharma,
Mechanical and Automation Engineering Department with respect and gratitude, whose
expertise, guidance, support, encouragement and enthusiasm has made this report possible.
Their feedback vastly improved the quality of this report and provided an enthralling
experience. I am indeed proud and fortunate to be supervised by them.
I am also thankful to Mr. Neeraj, H.O.D of Mechanical and Automation Engineering
Department, Northern India Engineering College, New Delhi for his constant
encouragement, valuable suggestions and moral support and blessings.
Although it is not possible to name individually, I cannot forget my well-wishers at Northern
India Engineering College, New Delhi and outsider for their persistent support and
cooperation which needed during this work.
I shall ever remain indebted to the faculty members of Northern India Engineering College,
New Delhi.
Finally, yet importantly, I would like to express my heartfelt thanks to my beloved parents for
their blessing, my friends/classmates for their help and wishes for the successful completion
of the project. This acknowledgement will remain incomplete if I fail to express my deep
sense of obligation to my parents and God for their constant blessings and encouragement.
ABSTRACT
The objective of Go-Kart project is to simulate real world engineering design projects and
their related challenges. An aspect of this project is to compose a design documentation
v
package that creates an overview of the vehicles construction elements. The team has created
this report to describe their design. The aim is fabricate Go-Kart by making not only the best
performing vehicle but also the rugged and economical vehicle that will comply with all the
Go-Kart design requirements. To achieve our goal the vehicle has been divided into
subcomponents and each member is assigned a specific subcomponent. The team is focused
to, design the vehicle by keeping in mind the Go-Kart requirements, drivers comfort and
safety, and to increase the performance and drivability.
To achieve our goal the project has been divided into various groups and each group is
assigned a specific component of the vehicle (Chassis, Wheel Assembly, and Steering, Brakes,
Suspension, and Power transmission). This report only contains Designing information
(chassis). For designing, analysis and optimization of the vehicle components various
software like SOLIDWORKS (design, analysis and simulation), is used. The team has done a
detailed study of previous vehicles and reports of the teams participated in past year events
and we have come to the new well precise and accurate design.
As a whole, the main objective of the team is to reduce the weight of the vehicle, augment the
performance and minimize the power loss. Each part is being designed using
SOLIDWORKS 2013, software by keeping in mind these objectives. A detailed analysis is
being done on each part using SOLIDWORKS analysis application to remove the
unnecessary and extra material.
An iterative process is being used for the same. Benchmarking is done for selecting each
component. A special attention is given to manufacturing process to improve the quality of the
final product.
vi
TABLE OF CONTENT
CHAPTER
1
2
6
7
8
9
TITLE
Introduction
Literature Review
PAGE NUMBER
5
6
6
6
7
7
8
8
9
9
9
9
10
10
10
11
12
14
17
18
19
24
25
25
27
28
30
31
33
34
36
39
41
42
42
42
43
43
45
46
47
Appendix
References
49
50
LIST OF FIGURES
Figure
2.1
3.1
3.2
3.3
4.1
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
6.1
Title
First Go-kart invented
Front impact test
Side impact test
Rear impact test
Honda Stunner Engine
Steering mechanism
Rack and pinion Steering system
Pit arm steering system
Ratings on different steering systems
Kingpin
Camber Angles
Steering Geometry
Correct steering
Turning radius calculation formulae
True steering
Brake Assembly
2
Page Number
6
10
11
12
18
25
26
27
27
28
29
30
31
32
33
38
7.1
7.2
7.3
7.4
9.1
9.2
Ball Joint
Springs
Shock Absorber
Front Suspensions
Completed Go-kart
Rear view of Go-kart
42
42
43
44
48
48
LIST OF TABLES
Table
3.1
3.2
5.1
6.1
8.1
Title
Interpretation of FOS values
FOS in Different impact tests
Tie rod Specification
Difference between Disc & Drum brakes
Summary of design of chassis
Page Number
9
13
35
38
45
Chapter 1
Introduction
Go-Kart Designing is first and basic step in fabrication and manufacturing of go-kart. We are
fascinated by the fact that we can use our knowledge and enthusiasm of engineering and
technology for building a machine, which rolls on four wheels powered by a petrol or diesel
engine and driven by one single person, this machine is called as Go-Kart.
wares are Solid Edge, NX cad, Auto Cad, Solid Works etc.
The complete procedure of designing a Go-kart is consisted of several important steps which
are part of the methodology adopted by the designers. These steps are used to ensure the best
design from every aspect. The steps are Selection of material, Ladder chassis designing,
Static impact from different sides of chassis, Buckling points, Finite element analysis,
Improvisation in design, Final ladder chassis design. Each and every step will comprise this
whole report.
Designing the go-kart by keeping in mind the comfort of the driver, aesthetic as well as
ergonomic considerations, and maneuverability of the vehicle itself is a task which will
challenge our both technical and reasoning skills.
Chapter 2
Literature Review
2.1 History of go-kart
American Art Ingles is generally accepted to be the father of Go-karting. Currently gokarting is largely popular in Europe.
The first kart manufacturer was an American company, Go-kart Manufacturing Co. (1958). In
1959 Mc Culloch was the first company, to produce engines for karts. The McCulloch MC-10
was an adapted chain saw 2-stroke engine. Later in 1960s motorcycle engines were also
adapted for go-karts.
Basically a go kart consist of four main components which include a chassis, engine,
transmission system and tyres. Other than these main components there are some other parts
such as brakes and steering. A go-kart may or may not employ suspension systems or seat
belts. As the rear axle is rigid no differential is used in go-karts i.e. both the rear wheels turn
at same speed. For the current design engine is placed behind the driver seat there is a fire
wall between driver seat and the engine to protect the driver from the hot flames in case of
engine fire. The engine may also be placed at the side of the driver seat, but this will increase
the on track width of the vehicle (track width).
2.2.1 Chassis
The chassis is made of steel tubing (tubing material must be selected wisely). As there is no
suspension system in many go-karts or even if there is, the chassis have to be flexible enough
to work as suspension and stiff enough not to break. Kart chassis are classified as open,
caged, straight, & offset.
Open karts do not have any roll cage. Caged karts have roll cage surrounding the driver; they
6
are mostly used on dirt tracks. In straight chassis the driver sits in the centre; straight chassis
are used in sprint racing. In offset chassis the driver sits on the left side; offset chassis are
used for left-turn-only speedway racing. Chassis should be designed in such a way that it can
withstand overall load of drivers weight and weight of all other components of the go-kart.
2.2.2 Engines
We only have two types of engines that are suitable to power the go-karts, which are Twostroke-engines and Four-stroke-engines. Both the engines are petrol fuelled. Most of the go
karts are using two-stroke-engine as the engine is small but powerful enough to satisfy the
desired performance requirements, however due to environmental issues Four-stroke-engines
are rapidly replacing Tow-stroke-engines in last few years.
2.2.4 Tyres
The tyres used in a go-kart often depend on the conditions of the track. A wet weather
condition would require Wet Tyres and the Slick Tyres are used for dry weather conditions.
While some karts would use intermediate tyres that have a moderate level of grooves on the
surface of tyre.
Chapter 3
Designing
3.1 Finite Element Analysis
Finite Element Analysis or FEA is a tool used to identify the performance of a model by
stressing the model to obtain the specified results. The detailed visualization of where the
parts would bend or twist and the distribution of stresses would be indicated through the
simulation. Modifications could be done to improve the areas where the stress sustainability is
weak. Finally, a final design review is performed to ensure the design is workable and ready
for prototyping.
material is defined as a material property. Solid Works simulation software calculates the FOS
at a point by dividing the yield strength by the equivalent stress at that point.
FOS < 1
FOS = 1
location
Material at location has just
FOS > 1
started to yield
Material at location has not
Design is safe
yielded
Maximum force that a body can withstand is obtained by multiplying the yield strength with
FOS.
Where, Curb Weight (170 Kg), Maximum velocity (60 m/sec), time of impact according to
Euro standards (250 milliseconds).
10
Tests
FRONT IMPACT TEST
FOS
4.3
12
1.9
2.7
The above table 5.2 shows that the design is safe in every aspect. FOS is kept very optimum
in every condition; these factors of safety values will ensure excellent performance even in
very harsh racing or driving conditions. So we can move forward with this design for final
ladder chassis.
Chapter 4
Transmission
13
Introduction of transmission
A machine consists of a power source and a power transmission system, which provides
controlled application of the power. Merriam-Webster defines transmissions an assembly of
parts including the speed-changing gears and the propeller shaft by which the power is
transmitted from an engine to a live axle. Often transmission refers simply to
the gearbox that uses gears and gear trains to provide speed and torque conversions from a
rotating power source to another device.
The most common use is in motor vehicles, where the transmission adapts the output of
the internal combustion engine to the drive wheels. Such engines need to operate at a
relatively high rotational speed, which is inappropriate for starting, stopping, and slower
travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed
machines, and where different rotational speeds and torques are adapted.
Often, a transmission has multiple gear ratios (or simply "gears"), with the ability to switch
between them as speed varies. This switching may be done manually (by the operator), or
automatically. Directional (forward and reverse) control may also be provided. Single-ratio
transmissions also exist, which simply change the speed and torque (and sometimes direction)
of motor output.
In motor vehicles, the transmission generally is connected to the engine crankshaft via a
flywheel and/or clutch and/or fluid coupling, partly because internal combustion engines
cannot run below a particular speed. The output of the transmission is transmitted via
driveshaft to one or more differentials, which in turn, drive the wheels. While a differential
may also provide gear reduction, its primary purpose is to permit the wheels at either end of
an axle to rotate at different speeds (essential to avoid wheel slippage on turns) as it changes
the direction of rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation.
Alternative
mechanisms
include torque
converters and
power
transformation
(for
example, diesel-electric transmission and hydraulic drive system). Hybrid configurations also
exist.
14
Objective of transmission
To harness engines power and torque and distribute to the ground in most efficient
way.
It must reduce the drive-line speed from that of the engine to that of the driving
wheels in a ratio of somewhere between 3:1 or 10:1 or more, according to the relative
size of engine and weight of the vehicle.
When the engine is running, to enable the connection to the driving wheels to be
made smoothly and without shock
Pricing Of Engine
Vehicles with manual transmission are usually cheaper than vehicles with
automatic transmission.
Fuel Consumption
16
Displacement 124.7 cc
Bore*stroke = 52.4*57.86mm
5th = 44km/h
Calculation of bikes reduction ratios
Final reduction = no teeth of rear sprocket/ no of teeth of engine sprocket
= 41/14
= 2.92
Calculation of tyre rpm at 44km/h
44000 = 0.5588*3.14*tyre rpm*60
Tyre rpm = 44000/ (0.5588*3.14*60)
= 417.9
Calculation of tyre rpm at 38km/h
38000 = 0.5588*3.14*tyre rpm *60
Tyre rpm = 360.9
Similarly tyre rpms at
31km/h = 294.45
24km/h = 227.9
14km/h = 132.9
Total reduction in 1st gear = 4000/132.9 = 30.097
Total reduction in 2nd gear = 4000/227.9 = 17.551
Total reduction in 3rd gear = 4000/294.45 = 13.584
Total reduction in 4th gear = 4000/360.9 = 11.083
Total reduction in 5th gear = 4000/417.9 = 9.571
Engines reduction in
1st gear = 30.097/2.92 = 10.307
2nd gear = 17.551/2.92 = 6.010
3rd gear = 13.584/2.92 = 5.336
4th gear = 11.083/2.92 = 3.795
5th gear = 9.571/2.92 = 3.277
ACCELERATION
Taking total weight of go kart = 200kg with driver
Acceleration in 1st gear = 1462/200 = 7.31m/sec^2
Acceleration in 2nd gear = 829.52/200 = 4.1476m/sec^2
Acceleration in 3rd gear = 637.96/200 = 3.189m/sec^2
Acceleration in 4th gear = 507.7/200 = 2.538m/sec^2
Acceleration in 5th gear = 437.58/200 = 2.187m/sec^2
= 70N
Acceleration of bike
Considering bike weight = 200kg with driver
In 1st gear = 1012.992/200 = 5.064m/s^2
In 2nd gear = 571.868/200 = 2.859m/s^2
In 3rd gear = 431.317/200 = 2.156m/s^2
In 4th gear = 342.698/200 = 1.713m/s^2
In 5th gear = 289.126/200 = 1.445m/s^2
In 5th gear
Max torque at wheels = 11*7.956*.9 = 78.764nm
Max tractive effort = 78.764*2/.3683 = 427.718n
Max acceleration = 427.718-70 = 357/150 = 2.384m/sec^2
Top speed = 9500/7.956 = 1194.067*3.14*.3683*60/1000 = 82.853kmph
Comparison
% of tractive effort
= {(1345-1062)/1062}*100
= 26.6% more
Tractive effort will be 26.6% more in every gear
21
Chapter 5
Steering
Introduction in Steering
The main aim for the steering department is to design and fabricate such a steering system
which allows the vehicle to follow the desired course. This is made possible by the linkages
that connect the steering wheel to the steer able wheels and tires. We had used Solid works for
designing the steering geometry .The steering system may be either manual or power. The
steering system has components:
1) The steering wheel and steering shaft that transmit the drivers movement to the pitman
arm.
2) The pitman arm that increases the mechanical advantage while changing the rotary motion
22
3) The steering linkage that carries the linear motion to the steering arms.
Ackerman Steering Principle describes the relationship between the front wheels of vehicle as
they relate to each other when in a turn. The inner wheel will be traveling in smaller diameter
circle than the outer wheel. All the wheels should move around a common point.
Like in designing any subsystem, some suitable targets were thought off, the means to achieve
them were found out and the effects of the systems performance on other systems were
analyzed.
Typical target for a vehicle designer is to try and achieve the least turning radius so that the
given feature aids while cornering in narrow tracks, also important for such a vehicle is that
drivers effort is min. This is achieved by selecting a proper steering mechanism.
Rack-and-pinion steering is quickly becoming the most common type of steering on cars,
small trucks and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is
enclosed in a metal tube, with each end of the rack protruding from the tube. A rod, called
a tie rod, connects to each end of the rack.
The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear
spins, moving the rack. The tie rod at each end of the rack connects to the steering arm on
the spindle (see diagram above).
1. It converts the rotational motion of the steering wheel into the linear motion needed to
turn the wheels.
On most cars, it takes three to four complete revolutions of the steering wheel to make the
wheels turn from lock to lock (from far left to far right).
The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels
turn. For instance, if one complete revolution (360 degrees) of the steering wheel results in the
wheels of the car turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A
higher ratio means that you have to turn the steering wheel more to get the wheels to turn a
given distance. However, less effort is required because of the higher gear ratio.
24
Simple linkage type Ackerman steering which is generally used in Go Karts, It has very less
steering ratio but increases the effort of the driver.
25
We have rated various steering system on a scale of 5 and obtained a result that pitman is most
suitable for our go kart vehicle
The kingpin is the main pivot in the steering mechanism of a car. It is simply a pin made to
allow the front wheels rotate freely. It has been made from 35mm O.D MS tubing having
8mm wall thickness. Tapping of 3/8 is provided on both sides to assemble the pin with the
Yoke with help of bolts. The Kingpin is directly welded to the chassis by providing some
angles to it relative to the frame.
26
Kingpin Inclination
King-Pin Inclination (KPI) is the inward lean of the king-pins relative to the true vertical line,
as viewed from the front or back of the vehicle. KPI causes some of the self-centering action
of the steering. This is because the straight ahead position is where the wheel is at its highest
point relative to the suspended body of the vehicle - the weight of the vehicle tends to turn the
kingpin to this position. A second effect of the kingpin inclination is to set the scrub radius of
the steered wheel. This is the offset between the tires contact point with the road surface and
the projected axis of the steering down through the kingpin.
Camber is the degree to which the front wheels lean toward or away from each other, if the
tops of the tyres are closer together than the bottom, then camber is negative and positive
camber is the opposite of negative camber. To maximize grip when cornering, it is highly
desirable to have as much of the two outside tyres rubber on the track as possible. Camber is
the setting mostly responsible for maintaining maximum rubber on the road in corners. If the
top of the wheel is farther out than the bottom (that is, away from the axle), it is called
positive camber & if the bottom of the wheel is farther out than the top, it is called negative
camber. Negative camber improves grip when cornering. This is because it places the tire at a
27
more optimal angle to the road, transmitting the forces through the vertical plane of the tire,
rather than through a shear force across it. Another reason for negative camber is that a rubber
tire tends to roll on itself while cornering. If the tire had zero camber, the inside edge of the
contact patch would begin to lift off of the ground, thereby reducing the area of the contact.
Excessive camber angle can lead to increased tire wear and impaired handling. Castor angle
provided on our kart is 10 degrees and camber angle of 12 degrees
28
29
The perfect steering is achieved when all the four wheels are rolling perfectly under all the
conditions of running. While taking turns, the condition of perfect rolling is satisfied if the
axes of the front wheels when produced meet the rear axis at one point. Then this point is the
instantaneous center of the vehicle. The requirement is that the inside wheel is made to turn
through a greater angle than the outer wheel. The larger the steering angle, the smaller is the
turning circle. There is however a limit to the maximum steering angle. The figure below
shows the position of the wheels for correct steering. Referring to the figure, for correct
steering:
30
This equation represents the basic condition for the steering mechanism to be perfect rolling
of all wheels. To solve the above equation, trial and error method is used. In the above
equation, c is the distance between pivot centers of the steering tie rods and b is the
wheelbase. From the vehicle parameters,
c/b=.81
Hence, for perfect rolling conditions and no slipping condition on the tires, the angles of
steering are
a=c.o.m=21inch
Turning radius of vehicle = [a2 + l2* cot (average angle)] 0.5 = 3.45 meters.
To achieve the correct steering, two types of mechanisms are used. They are the
31
This geometry ensures that all the wheels roll freely without the slip angles as the wheels are
steered to track a common turn center. The simplest construction that generates Ackermann
geometry is where the pit arm plate is located behind the swing axle and lines starting at the
kingpin axis and extended through the outer tie rod ends when extended intersect the center of
the rear axle. The angularity of the steering knuckle will cause the inner wheel to steer more
than the outer wheel and a good approximation of the perfect Ackermann is achieved. The
above explained
Ackermann Geometry a second way to design-in differences between inner and outer steer
angles are by moving the pit arm forward or backward so that it is no longer on the line
directly connecting the two outer tie rod ball joints. Another way to generate toe with steering
is simply to make the steering arms different lengths. A shorter steering arm, as measured
from the kingpin axis to the outer tie rod end will be steered through a larger angle than one
with a longer knuckle. But this effect is asymmetric and applies only to cars turning in one
direction, e.g. Oval tracks. Hence the method of extending the outer tie rod ends to intersect at
the rear axle is most preferred. When the vehicle is in straight ahead position, these links
32
make equal angles with the center line of the vehicle. The dotted lines indicate the position
of the mechanism when the vehicle is turning to the left.
= (/64) * (0.675)4
= 0.0102 (inch) 4
=105386 Newton.
Material
Mild steel
Length
12.75 inches
33
105386 N
Chapter 6
Braking
the principle of friction. When the brake pedal is pressed, the force is transmitted through the
brake lines and the brake pads are rubbed against the rotating brake disc and the disc is
stopped due to friction. Heat is produced during the process in the form of kinetic energy.
Mechanical brakes
ii)
Hydraulic brakes
iii)
Electromagnetic brakes
Disc brakes
ii)
Drum brakes
Power brakes
Brake components:
Rotor- It is a round disc connected to the axle in our go kart. It is usually made of cast
iron or aluminum. It has drilled holes in it to dissipate heat produced during braking.
Caliper assembly is mounted on the disc. And during braking, brake pads are rubbed
against this disc. When disc stops rotating, then so is the axle and tyres.
Master cylinder- master cylinder is connected to the brake pedal. When the brake
pedal is pressed, it presses the piston inside the master cylinder and transmits the pedal
force to the brake pads.
Brake pipes- brake pipes are narrow rubber pipes which connects master cylinder and
caliper. It provides a path to the brake fluid and transmits the brake pressure to brake
pads.
35
Brake fluid- Brake fluid is the working medium of hydraulic brakes. We have used
DOT 3 fluid in our go kart. Brake fluid transmits the brake pedal force to the brake
pads. It is assumed to be incompressible. Brake fluid is contained in reservoir.
Caliper- caliper contains brake pads and piston (which presses the brake pads when
brake pedal is pressed).
Brake pads- brake pads contain friction material and are pressed against the rotor.
In our go kart we have used the system of one master cylinder and
one rotor.
There are two popular brakes- disc brakes and drum brakes. In our project we have used disc
brakes due to following reasons:
36
No.
Disc Brakes
Drum Brakes
3
4
5
Chapter 7
39
Suspension
Introduction
The suspension is the link between the tires and the frame of a car, and includes the springs
and shock absorbers. If all roads were smooth, suspension would not be necessary.
Specialized racing cars have been built without any suspension such as go-karts, which are
very small and light compared to other vehicle. In addition to providing comfort, the
suspension is used to tune the chassis for the best possible handling qualities. It is also to
blame for most of the poor handling qualities you may be trying to get rid of. The chassis
supports the engine, body and occupants. It rests on springs which insulate the chassis from
road irregularities, and from the drivers point of view the chassis bounces up and down on
the springs. The weight of the chassis and all parts mounted on the chassis is considered to be
spring weight.
40
Swivel joints that allow control arm and steering knuckle to move up and down and side to
side.
7.1.2 Springs
Supports the weight of the vehicle, permits the control arm and wheel to move up and down.
41
Keep the suspension from continuing to bounce after spring compression and extension .
Shockers of Bajaj Pulsar 150cc were used. 4 shockers were used, 2 shockers in front with
swing axle, 2 in rear with anti-roll bar. Jounce and bounce were approximated 1 inch.
In modern times, a great improvement on the traditional swing-axle suspension has been
made. This is the single-pivot swing axle design, and it is used only at the rear of the car. To
reduce the camber change and the jacking effect of the swing axle.
Suspension kinematics describe the movement caused in the wheels during vertical
suspension travel and steering, whereas elasto-kinetics defines the alterations in the position
of the wheels caused by the forces and moments between the tires and the road.
42
43
Chapter 8
Pros
Cons
44
Open chassis
Ease of installation
Ease of maintenance
driving cockpit
Low weight
45
Chapter 9
As for the design that has been prototyped in this project, there are actually a number of
rooms for improvement that can be done. However due to the timeframe provided, the
improvements done are actually limited. Thus further study would be required in order to
maximize the design performance and the application of some other chassis building material
can also be looked for. Nevertheless from all the design and studies that have been done, it
can be concluded that go kart chassis need not be in conventional tubular form, they can also
be made from fiber glass composite materials, and also there is no restriction that suspension
systems cannot be used in go karts. Thus by continuingly carry out the testing and researching
in the design of the go kart chassis ad over all go kart, an innovative and creative machine can
be developed while optimizing the performance of the go kart at the same time.
It must not be a matter of surprise if in the nearest future we will see Go-karting as the
favorite motor sport of the young generation. The craze for the Go-kart making competitions
in India is growing every year in engineering colleges of India. Inter-college competitions
make it more challenging event. It gives the students a chance to showcase their technical
talents and critical thinking skills. Figures 7.1 and 7.2 show the actual Go-karts fabricated in
46
this project.
47
Appendix-I
WHEELBASE :- 56
REAR TRACKWIDTH :- 41
WEIGHT DISTRIBUTION
FRONT-46.24%
REAR-53.76%
COG HEIGHT-13.8
48
FRONT LLTD- 51 lb
References
1. Automobile Mechanics by N.K.Giri (2008), 8th edition, Khanna publications.
2. Callisters Material science and engineering (2014), wiley India pvt. Ltd.
3. Race car vehicle dynamics by Douglus L Milliken (1994), Society Of Automotive
Engineers Inc.
4. Automotive Engineering (volume 1) by Kirpal singh, 12th edition, Standard publishers.
5. Manufacturing processes for engineering materials by kalpakjian, (2009), 5th edition,
Pearson India.
6. Wikipedia.com (http://en.wikipedia.org/wiki/Kart_racing).
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