POWERTRAIN

Design goal: The criterion of selecting engine was to provide adequate power while having high
efficiency, the torque produced by engine should be available at lower rev ranges and must have
a wide power band, whilst having easily available spare parts and serviceability.
ENGINE:
The engine chosen by the team after careful consideration was the KTM 390, which has very low
weight, excellent power and efficiency figures. It is also easily available and serviceability is at
par with indian engines.
INTAKE:
The intake is designed for maximum volumetric efficiency at 9000 rpm. The intake runner length
is calculated to be 10 inch and plenum volume is set at 1000cc, both of which aids at better
volumetric efficiency at high RPMs. The throttle body is 46mm with an air scoop extending
sideways of the car, aiding air flow through the restrictor.
EXHAUST:
The exhaust is designed to be free flow, coupled with a muffler containing baffle to reduce noise.
The runner is kept as the same configuration of the stock bike, which allows for better torque
delivery and affirms to the noise level rules of FS. There is an lambda sensor provided to
automatically change the fuel map accrding to different atmospheric and power requirement
conditions.
FINAL DRIVE:
The driving sprocket of engine is coupled to driven sprocket, which is mounted on a LSD. The
final drive ratio was calculated to be 3, according to torque required by the team. The half shafts
are designed to be as light as possible while maintaining least amount of torsional deflection. The
team chose tripod joints at differential end to take in the drive shaft plunge, while choosing C.V.
joints at wheel ends to provide for angular changes of drive shaft.

BRAKES:
Design goal:
The brakes of the car were designed carefully to reduce as much weight possible, whereas having
capability to provide high brake torque required to stop the car.
PEDAL ASSEMBLY:
The brake pedal assembly as per FS rules was designed to withstand 2000N of force without
failure. The master cylinder is mounted under a false floor rear ward of car to decrease the length
of frame. To provide a high brake torque from system the pedal ratio was calculated to be 7.
MASTER CYLINDER:
A tandem master cylinder with two separate remote reservoir was chosen having a bore of
18mm, this reduced the complexity of the system and provided sufficient brake line pressure.
CALLIPER AND ROTOR:
Different sized calipers were chosen for front and rear for a permanent brake bias. Front calipers
were chosen to have two pistons of 27.9mm diameters and the rear caliper was chosen to have
one single piston of 32mm diameter. The rotors were chosen to be 175mm to fit inside the 10inch
rim. This particular selection helped to achieve required brake torque for 1.8G stop.
FRAME
Design goal: the design aim of the frame was to create a bracket of tubes which conforms to FS
rules, meets all the stiffness requirements, provides safety to driver in all scenarios and is
lightweight.
Material:
The tubes are of mild steel as they offer excellent machinability, good weldability, high
availability and is of low cost.
There are three dimensions of tubes chosen as per FS rules an