Surtes

A 1995 Honda CBR600 F3 engine has been chosen for use within the 2009 vehicle as it is a very diffused unit within the past Formula Student events. The inertia of the engine has been reduced through the removal of 5th and 6th gears, saving 623 g, and the installation of a new flywheel, 153 g lighter than the original. The restricted engine has been tested on a fixed rig with a water-brake dynamometer.

(Left) Unmodified Gear; (Right) Modified Gear

Torque from the engine is transmitted to the differential by a 520 gauge chain and sprockets. The differential mountings may be adjusted to allow the chain to be tensioned and a range of alternative sprockets to be used.
Possible final reduction ratios are 2.73:1 to 3.77:1, which may be tailored to suit specific race events. A Honda Suretrac limited slip differential was used as it provides a very lightweight solution of just 1.72 kg whilst offering a maximum torque bias ratio of approximately 3:1. This differential uses an adaptation of the original Jack Knight pawl-type differential wherein pawls rotate with the differential housing and act on face cams.

Different views of the differential assembly

Different Components of the rear wheel hub assembly

Different views of the wheel hub assembly

Constant velocity (CV) joints have been used to isolate the differential from suspension travel. These come from the front transmission of a Honda Fourtrax Foreman 550 cc all terrain vehicle and were chosen on account of their lightweight design and simple interface with the differential.

Rear outer CV joint and drive flange

Drive shafts with boots attached over the CV-joints

Gear System

A pneumatic semi-automatic system is employed in the 2009 Surrey vehicle. The 2008 vehicle has a manual system and this was benchmarked to provide a clutch-less gear change time of 200 ms. The new system should be capable of performing a gear change in 50 ms. The driver controls the gear changes with paddles mounted on the steering wheel. The system uses a compressor powered from the battery. This is mounted at the front of the vehicle and the hose is extended to the rear where the ram is mounted to the engine and gear lever arm. This allows a sufficient volume of air to be stored in the hose without the need for a reservoir. It is capable of multiple gear changes in a short amount of time and this actuation time can be adjusted.

Ram for the pneumatic system mounted onto the engine

Steering Wheel with the paddle shit

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	Drive Train assembly A 1995 Honda CBR600 F3 engine has been chosen for use within the 2009 vehicle as it is a very diffused unit within the past Formula Student events. The inertia of the engine has been reduced through the removal of 5th and 6th gears, saving 623 g, and the installation of a new flywheel, 153 g lighter than the original. The restricted engine has been tested on a fixed rig with a water-brake dynamometer. (Left) Unmodified Gear; (Right) Modified Gear Torque from the engine is transmitted to the differential by a 520 gauge chain and sprockets. The differential mountings may be adjusted to allow the chain to be tensioned and a range of alternative sprockets to be used. Possible final reduction ratios are 2.73:1 to 3.77:1, which may be tailored to suit specific race events. A Honda Suretrac limited slip differential was used as it provides a very lightweight solution of just 1.72 kg whilst offering a maximum torque bias ratio of approximately 3:1. This differential uses an adaptation of the original Jack Knight pawl-type differential wherein pawls rotate with the differential housing and act on face cams. Different views of the differential assembly Different Components of the rear wheel hub assembly Different views of the wheel hub assembly Constant velocity (CV) joints have been used to isolate the differential from suspension travel. These come from the front transmission of a Honda Fourtrax Foreman 550 cc all terrain vehicle and were chosen on account of their lightweight design and simple interface with the differential. Rear outer CV joint and drive flange Drive shafts with boots attached over the CV-joints Gear System A pneumatic semi-automatic system is employed in the 2009 Surrey vehicle. The 2008 vehicle has a manual system and this was benchmarked to provide a clutch-less gear change time of 200 ms. The new system should be capable of performing a gear change in 50 ms. The driver controls the gear changes with paddles mounted on the steering wheel. The system uses a compressor powered from the battery. This is mounted at the front of the vehicle and the hose is extended to the rear where the ram is mounted to the engine and gear lever arm. This allows a sufficient volume of air to be stored in the hose without the need for a reservoir. It is capable of multiple gear changes in a short amount of time and this actuation time can be adjusted. Ram for the pneumatic system mounted onto the engine Steering Wheel with the paddle shit Back	v