Design and Fabrication of a Two-Wheel Drive Bike

Design and Fabrication of a Two-Wheel Drive in a Bike
CHAPTER 1
INTRODUCTION
1.1 Transmission:
A Transmission is defined as a mechanical assembly that transmits power from the Engine to
the Final Drive. Power is applied to the Input Shaft of the transmission by the Clutch when it
is engaged) and the Engine is running. The input/drive shaft turns anytime and all the time
that the clutch is engaged. There is a drive/pinion gear for each ratio (gear change).
A motorcycle engine can create an enormous amount of power, which must be delivered to
the wheels of the vehicle in a controllable way. The motorcycle transmission delivers power
to the rear wheel through a series of structures that include the gear set, the clutch and the
drive system. Generally for power transmission from the engine to the rear wheel various
mechanical components and systems are required like clutch, gearbox, and finally
transmitting drive. All these three combined together make a transmission system in a
motorcycle.
1.2 Rear Wheel Drive:
A rear wheel drive of a motor vehicle is the one that transmits force, transforming torque into
tractive force from the tires to the road, causing the vehicle to move. The powertrain delivers
enough torque to the wheel to overcome stationary forces, resulting in the vehicle moving
forwards or backwards. A rear-wheel drive vehicle has only the rear wheel driven. A handle
is the one that turns to change the direction of a vehicle.
There are quite a few disadvantages of using such a system, like:
 More difficult to master - While the handling characteristics of rear-wheel drive may
be more fun for some drivers, for others having rear wheel drive is less intuitive. The
Department of Mechanical Engineering, PESIT-BSC 2017-18 Page 1

unique driving dynamics of rear wheel drive typically do not create a problem when
used on vehicles that also offer electronic stability control and traction control.
 Decreased interior space - This isn't an issue in a vehicle with a ladder frame like a
pickup truck, where the space used by the drive line is unusable for passengers or
cargo. But in a passenger car, rear wheel drive means: Less front leg room (the
transmission tunnel takes up a lot of space between the driver and front passenger),
less leg room for center rear passengers (due to the tunnel needed for the drive shaft),
and sometimes less trunk space (since there is also more hardware that must be placed
underneath the trunk).
 Increased weight - The drive shaft, which connects the engine at the front to the drive
axle in the back, adds weight. There is extra sheet metal to form the transmission
tunnel. A rear wheel drive car will weigh slightly more than a comparable front wheel
drive car, but less than four wheel drive.
 Higher purchase price - Due to the added cost of materials, rear wheel drive is
typically slightly more expensive to purchase than a comparable front wheel drive
vehicle. This might also be explained by production volumes, however. Rear drive is
typically the platform for luxury performance vehicles, which makes read drive
appear to be more expensive. In reality, even luxury performance front drive vehicles
are more expensive than average.
 More difficult handling on low grip surfaces as the car is pushed rather than pulled. In
modern rear drive cars, this disadvantage is offset by electronic stability control and
traction control.

1.3 All-Wheel Drive:
All-Wheel Drive (AWD) vehicles send power to all four of the wheels. This can be done in a
number of ways but the end goal is improved traction and performance for the vehicle. While
All-Wheel Drive is a more expensive option and uses more parts but there are some huge
benefits.
If the vehicle has a centre differential, then the arrangement of the drivetrain resembles a
Rear-Wheel Drive setup. The engine runs into a transmission and then back to the
differential. Usually the engine is longitudinally mounted. Instead of connecting to the rear
differential, like in a Rear-Wheel Drive vehicle, the driveshaft connects to the centre
differential.
A centre differential acts just like the differentials in either axle. When one side of the
differential is spinning at a different speed than the other, it allows one side to slip and the
other side to receive more power. From the centre differential, one driveshaft runs straight
back to the rear differential while another runs to the front differential. Some models instead
of having a driveshaft go to the front axle, the front differential is built into the transfer case
along with the centre differential.
If the vehicle does not have a centre differential, then the arrangement probably resembles
that of a Front-Wheel Drive vehicle. The engine, likely transversely mounted, sends power to
a transaxle. Instead of sending all of the power to the set of wheels under the engine, some is
also sent to a differential on the opposing axle via a driveshaft extending from the transaxle.
This functions similarly to an arrangement with a centre differential, except that the transaxle
almost always gets more power than the opposing axle. This allows a vehicle to use the All-
Wheel Drive only when more traction is needed. This type of system provides improved fuel
economy and is generally lighter. The downside is less All-Wheel Drive performance on dry
roads.

1.4 The Trend:
The automobile companies are bringing out many two wheeler models every year around the
world. Nowadays importance is given more to function and performance than the beauty of
the vehicle. Motorcycles for instant are preferred for transport as well as adventure riding and
other applications. The conventional rear wheel drive motorcycle uses chains to transmit
power from the engine to the rear wheel. But their applications are limited.
The load carrying capacity is limited. The climbing capacity is also limited as there is torque
only at the rear wheel. If the rear wheel slips, the vehicle does not move. This concludes that
the conventional motorcycles cannot be used at ease in climbing high inclination roads,
driving along muddy roads, desert roads, farm lands, mountains etc. These motorcycles are
also not suited in off roads and adverse terrains. Two wheel drive system is a solution to these
limitations. In this system power is given to both the front and the rear wheel. That is, if the
rear wheel slips the power given to the front wheel is enough to move the motorcycle
forward.
This system is similar to the four wheel drive system used in cars. With the two wheel drive
system the load carrying capacity, traction and cornering ability of two wheelers are
increased. It also results in unmatched hill climbing ability when compared with conventional
motorcycles available in the market today. Because of this they are preferred for farm lands
and military applications (reconnaissance missions). It is evident from the fact that a decade
ago the two wheel drive motorcycles were limited to dirt races and mountain races. But now
they are being wanted for farm and military applications and more companies are showing
interest in the two wheel drive system on motorcycles.
Two wheel drive motorcycles that are already in the market are not accepted well by the
customers due to factors like high cost and large size owing to high capacity engine and the
complex mechanisms involved for transmission, high fuel consumption etc.

CHAPTER 2
LITERATURE REVIEW
Ben Jose, Aswin B Vasanth in their paper “Two Wheel Drive Motorcycle”, have provided an
economical and efficient design for the two wheel drive using a CV joint. The design used in
this particular paper has a few shortcomings. The vehicle was not turning properly as there
was offset in the CV axis and the steering axis which limited the turning radius of the bike.
Moreover there was heavy vibration in the vehicle and chain failure at higher speeds. To
overcome this, offset in the CV axis was reduced and an additional bearing was added to
reduce vibration.
Kosaku Yamauchi in his patent named “Front and Rear Wheel Drive Motorcycle” with patent
number US5113964A has used belt drive mechanism to transmit power to the front wheel
through different change gear mechanism. To one end of the crank shaft is mounted a driving
pulley means operated in common with the first and second speed change belt mechanism.
Masami Siketa in his patent named “Two wheel vehicle with Auxiliary support system” with
patent number US4826194A has included right and left arm at opposite sides of the vehicle
whose arms are attached to a connecting shaft extending transversely of the vehicle. A
releasable lock engage able with the auxiliary wheel assembly realeasibly locks the same
against upward pivitol rotation about the connecting shaft.
Steven J Cristini in his patent named “Two Wheel Drive Two Wheeled Vehicle” patent
number US7487844B2. A two wheel drive motorcycle having a drive train that supplies
power to the front wheel and includes a series of rigid shafts or other internalised drive
systems. An engagement clutch, a one way hub, and torque limiting clutch operatively
engaged with the front wheel drive are also disclosed.

James G Parker in his patent named “Front Wheel Drive Systems for a motorcycle” patent
number US5054572A. A front wheel drive system for a motorcycle where the system is
particularly adapted to be incorporated in a one sided front wheel suspension system. A
universally pivot able yoke connects the forward end of the control arm to the king pin.
Eskinder Girma in her paper, “New Design and Development of Eskig Motorcycle” has
designed a motorcycle to carry three passenger and driver comfortably. During riding
maximum weight of vehicle transfer to rear wheel thus dual rear wheel helps the bike to resist
maximum load of passengers and vehicle weight. The capsize stability of new motor cycle is
higher than ordinary single rear wheel bike.

CHAPTER 3
MOTIVATION & OBJECTIVES
3.1 Motivation for the Work:
The current available designs have several disadvantages. The cheapest one among them
costs above Rs.56,000 and common people cannot afford it. Also the transmission
systems employed in such designs are more complex. The current designs available are
using hydraulic transmissions, which thus have high power loss. The very big size of
these bikes makes them suitable only for limited uses like race events etc.
One of the available designs is ROKON 2WD bike, which have got a full time two wheel
drive system employed. The full time two wheel drive mechanism has considerably less
fuel economy. And also the size of these bikes is very high which limits the use.
Another design available is YAMAHA YZ250, which is a production bike by the famous
two wheel manufacturers, YAMAHA. These bikes are used only for mountain races and
are equipped with high capacity engines. Also the cost of the above two designs are very
high.
CHRISTINI BIKES, one of the leading companies in manufacturing two wheel drive
bike, they are manufacturing 2WD bikes with medium capacity engines. Even they are
manufacturing medium capacity bikes, the cost is still very high. The transmission used
by CHRISTINI BIKES is a combination of chain drives and shaft drives and therefore the
transmission losses are less compared to other designs.

3.2 Objectives:
 To design and fabricate an efficient and low cost two wheel drive mechanism and
implement it on a bike.
 To obtain better torque value and low cost operation when compared to other two
wheel drive bikes.
 Better torque output for traction on both wheels.
 To introduce an engagement and disengagement mechanism for the front wheel,

providing the rider the ability to switch between the two drive modes thus
providing better efficiency.

CHAPTER 4
METHODOLOGY
4.1 Power Transmission
A motorcycle engine can create an enormous amount of power, which must be delivered to
the wheels of the vehicle in a controllable way. The motorcycle transmission delivers power
to the rear wheel through a series of structures that include the gear set, the clutch and the
drive system. In the two wheel drive designed, power from the engine is transmitted to both
the rear and the front wheel. To the front wheel, it is transmitted through a combination of
bevel gears, universal joints, shaft, sprockets and chain drives as shown below. To the rear
whee, no change has been done to the existing mechanism.
REAR WHEEL SIDE FRONT WHEEL SIDE
Figure 2: Flowchart of Transmission System

Figure 2: CAD Model Front View of the two Wheel Drive
Figure 3: CAD Model ISO View of the two Wheel Drive

Sprocket:
Both the rear and the front wheel have been provided with the same sprocket ratio. If the
front wheel of the vehicle has a larger speed ratio i.e. the front wheel will rotate at a higher
speed as compared to the rear wheel, then the bike will experience a pulling effect. This will
make it uncomfortable for the rider to ride the bike. Also the rider will face difficulties in
taking a turn in the bike with respect to a point on the ground as the front wheel will be
rotating at a certain speed and the rear wheel will be in alignment with the vehicle. Thus
similar gear ratios of the both the wheels will provide a directional stability while cruising at
higher speeds.
The power from the engine is transmitted equally to both the wheels with the help of
sprockets. Only two size sprockets (sprocket 1 and sprocket 2) have been used in the
manufacturing of this vehicle. The sprockets attached to the engine and the gear box are of
similar size and the sprockets attached to both the wheels are of same size as well. The idea
of use of same sprocket ratio in both the wheels allows both the wheels to run at same speed,
thereby providing stability to the bike.
The sprocket in the front wheel (sprocket 1) has been replaced with a 45 teeth sprocket to
increase the torque capability of the vehicle. Three sprockets of 14 teeth each have been
added to transmit power to the gear box with the help of a chain drive.
Figure 4: Sprocket 45 teeth and 14 teeth

Sprocket Design:
For the selection of the sprockets, teeth values were calculated so as to increase the torque
capability of the vehicle. The teeth values were found out to be:
Z1 = 14
Z2 = 45
where Z is the number of teeth on sprockets
and suffix 1 and 2 refer to sprocket 1 and 2 respectively.
Sprocket 1:
Z = 14
Pitch, P = 17 mm
Material Steel C-45
Pitch Diameter = 72 mm
2/3
Maximum Pitch = = 0.23 mm
Outside Diameter = 79 mm
Sprocket 2:
Z = 45
Pitch, P = 13 mm
Material Steel C-45
Pitch Diameter = 228 mm
2/3
Maximum Pitch = = 0.23 mm
Outside Diameter = 237 mm

Chain Drive:
A chain drive consists of an endless chain wrapped around sprocket wheels. The chain has a
number of links connected by pins. The sprockets have teeth of special profile. Chains are
used for power transmission and as conveyors. The chain drives have some features of both
belt i.e. flexibility of location of driver and driven, and ruggedness of gear drives. The main
advantage behind using a chain drive is that the transmission efficiency can be as high as
99% as compared to V-belts and flat belts.
Power from the engine is transmitted to the gear box consisting of bevel gear arrangement
with the help of chain drives. A chain drive is also used to transmit the power to both the
wheels. Chains available in the market are of standard sizes with varying length, diameter,
width and thickness. ANSI Standard Chain Dimensions were used for selecting the chain for
application in the bike.
Chain No. Pitch Roller Roller Width Sprocket

Diameter Thickness
428 ½” 0.335” 5/16” 0.284”
Figure 5: Chain Drive Mechanism

Calculation of Chain Drive:
Speed of chain, v = (1)
where, Pitch, p = 4
No of Teeth on Sprocket 1 = 14
Case i) At N = 8000 rpm
v=
vv == 7.45
7.5 m/s
m/s (2)
Case ii) At N = 4000 rpm
v=
v = 24 m/s (3)
Tangential Force, Ft =
where, P = Power of the bike in KW
v = Speed of chain drive in m/s
Ft =
Ft = 825 N

Ft =
Ft = 256.26 N
Bevel Gears:
Bevel gears are used to transmit power between two non-parallel shafts. The shafts may be
intersecting or non-intersecting. Bevel gears can be described as conical gears as they are cut
on tapered. They are not interchangeable and always designed in pairs.
Two sets of bevel gears were used in the making of this two wheel drive bike. One set is used
just above the engine to transfer the power from the engine to the shaft and the other set is
used at the top of the front wheel to transmit power from the shaft to the front wheel sprocket
(sprocket 1). The reason for using a spiral bevel gear instead of a straight bevel gear is
efficiency. Straight bevel gears have an efficiency up to 95% whereas spiral bevel gears have
up to 98%, hence reducing power loss throughout the mechanism. The bevel gears used in
this particular two wheel drive bike are easily available in the market and are used
extensively in manufacturing of Bajaj Auto RE.

Figure 6: Bajaj Auto RE Bevel gear
Selection of Bevel Gears:
Since all sizes of bevel gears are not readily available in the market, the bevel gear used in
Bajaj Auto RE was used in manufacturing of the two wheel drive.

Shaft:
An 8mm shaft made of Mild Steel is used to connect the gear box above the engine and the
gear box of top of the front wheel. This shaft is attached with two universal joints which
provide a 20° play in the shaft rotation which allows better handling for the rider of the
vehicle. The shaft plays a very important role in power transmission of the system as the shaft
undergoes axial stress due to load acting on it as well as fatigue stress due to continuous
rotation of the shaft. Hence the design of the shaft plays a very important role in the
fabrication of this two wheel drive bike.
The bike is provided with an engagement and disengagement mechanism which allows the
user to switch to different drive modes as per operating conditions. This helps in reducing the
loss of fuel in the bike as all two wheel drive bikes have low efficiency as compared to rear
wheel drive bikes. To counter this problem a nut and screw arrangement is provided in the
shaft, tightening of which engages the bike to two wheel drive mode and loosening of which
puts the bike in rear wheel mode.
60 mm
12 mm
Figure 7: 12mm MS Round

Design of Shaft:
Assumption: Shear Stress, τ = 240 MPa
Shear Stress, τ =
240 =
d = 5.38 mm
Assuming Factor of Safety, FOS = 2
We get, d = 12 mm
Universal Joint:
A universal joint is a mechanical device that allows one or more rotating shafts to be linked
together, allowing the transmission of torque and/or rotary motion. It also allows for
transmission of power between two points that are not in line with each other.
Two sets of universal joints have been used in fabrication of the two wheel drive mechanism
of this bike. The universal joints are attached to the shaft to transmit power to the gear box on
top of the front wheel. A 20° play has been provided in the universal joint for ease of rotation
and help in manoeuvring the bike. In the previous designs, a constant velocity joint has been
used to transmit power to the front wheel. This restricts the turning radius of the bike for the
user. The use of Universal Joint eliminates all such problems and provides a larger turning
radius.

Figure 8: Universal Joint
Calculations for Universal Joint:
Bending load caused by the universal joint on the shaft is very less and hence neglected.
Material of the Universal Joint – Mild Steel
Known values from catalogue,
Maximum Power, Pmax = 6.15 KW
Maximum Torque, Tmax = 7.34 N-m
Nominal Torque, Tnom = 9550
where, N – rotations per minute

Tnom =
Tnom = 7.34 N-m
Calculated Torque, Tcal = K . Tnom
where, K – Service Factor
Tcal = 1.5 7.34
Tcal = 11.01 N-m
Force acting on universal joint, Fmax =
Fmax =
Fmax = 156.22 N
Nominal Torque, Tnom = 9550
where, N – rotations per minute
Tnom =
Tnom = 14.68 N-m
Calculated Torque, Tcal = K . Tnom
where, K – Service Factor
Tcal = 1.5 14.68
Force acting on universal joint, Fmax =
Tcal = 22.03 N-m

Fmax =
Fmax = 359.73 N
Action Factor, C =
Assume: < 115 ≈ 100
α=
α = 1.79
Axial Stress, σ =
Assuming ultimate stress, σ = 500 MPa
500 =
F = 220 KN
Axial Force, Faxial =
220 X 103 =
𝑑𝑝 = 63 mm
where is spline diameter

CHAPTER 5
RESULTS & DISCUSSIONS
Performance test was carried out to measure the power, torque and efficiency of the vehicle.
Motorbike testing involves a range of numerous statistics giving the specifications of the
vehicle, the actual performance such as the output of the engine, the top speed or acceleration
of the motorbike. The parameters that are used most often include the weight, the power and
torque (engine output), the overall performance, especially acceleration, top speed and fuel
economy. The main parameters calculated were the efficiency of the vehicle in both rear
wheel drive mode and two wheel drive mode by conducting a fuel test and power and torque
of the vehicle also in both drive modes were calculated using a dynamometer.
5.1 Power and Torque Testing:
The motorbike is strapped down to the dynamometer. During the test, the bike stays
stationary while the rear wheel turns a large roller operated by a computer. The technician
connects the required cables to the bike. These electronic sensors measure variables such as
the ambient air temperature, the air humidity, oil temperature while also recording the bike’s
RPM. At the start of the test the bike is warmed up after which the dynamometer run is
initiated by the technician. The bike was operated at wide open throttle from first to the third
gear until it hit redline in each. The force the bike outputs on the roller is torque. To get
horsepower, the dynamometer uses the recorded RPM as a measure of time and other
variables in a complex calculation that gives the horsepower number. The information is then
collected to print out a report.

BIKE IS STRAPPED TO REAR WHEEL IS

THE TEST BENCH AND ADJUSTED ON THE 2
LOCKED. ROLLERS.
THE DYNAMOMETER IS BIKE IS RUN AT A

CONNECTED TO THE CONSTANT 3000 RPM
LAPTOP THROUGH TO OBTAIN THE
ELECTRONIC CIRCUIT. RESULTS.
THE BIKE IS OPERATED RESULT VALUES AND

IN ALL 3 GEARS IN BOTH GRAPH OF POWER AND
REAR & FRONT WHEEL TORQUE ARE OBTAINED
DRIVE CONDITIONS. ON THE PC.
Figure 10: Flowchart of Chassis Dynamometer Setup
Testing Conditions:
Table 1: Testing Conditions of Chassis Dynamometer
Parameter Value
Pressure (KPa) 90.36
Temperature (°C) 36.43
SAE Correction Factor 1.146
Humidity (%) 40
Drive Ratio 6.57
Overall Trim 0.75
Maximum Speed (km/hr) 36.14
Dynamometer BIKE-2X
Configuration

Figure 11: Torque and Power Testing Setup
Figure 9: Testing Chassis Dynamometer Setup

Testing Results:
Table 2: Results of Power and Torque in Rear Wheel Drive Mode
Trial Maximum Power (HP) Maximum Torque (Nm)
1 1.6 3.1
2 1.7 3.2
3 1.6 3.3
Table 3: Results of Power and Torque in Two Wheel Drive Mode
Trial Maximum Power Maximum Torque
1 1.44 3.66
2 1.51 3.84
2 1.36 3.93
Power Loss:
Power Loss for trail 1 = = 10 %
Power Loss for trial 2 = = 11.18 %
Power Loss for trail 3 = = 15 %
Average Power Loss = = 12.06 %

Table 4: Percentage Power Loss
Trial Power in Rear Power in Two Power Loss

Wheel Drive (HP) Wheel Drive (HP) (%)
1 1.6 1.44 10%
2 1.7 1.51 11.18%
3 1.6 1.36 15%
Torque Increase:
Increase in Torque for trial 1 = = 18.06 %
Increase in Torque for trial 2 = = 20 %
Increase in Torque for trial 3 = = 19.39 %
Average Increase in Torque = = 19.15 %
Table 5: Percentage Torque Increasse
Trial Torque in Rear Torque in Two Increase in Torque

Wheel Drive (Nm) Wheel Drive (Nm) (%)
1 3.1 3.66 18.06%
2 3.2 3.84 20%
3 3.3 3.94 19.15%

5.2 Mileage/Efficiency Testing:
Being a citizen of the country where every vehicle is judged on the fact of its efficiency,
mileage testing of any vehicle becomes an important aspect in the testing process. The
method of testing used in the two wheel drive is called 100 ml testing method, where 100 ml
of fuel is taken in a container and connected to the fuel tank with the help of a pipe. Distance
travelled by the vehicle is noted by the analogue gauge in the bike and the fuel consumed
from the container is measured. Three trials were taken in both the rear wheel drive mode and
also two wheel drive mode repeating the above process and the mileage of the two wheel
drive bike was calculated.
FUEL TANK IS
100 ml FUEL IS FILLED CONNECTED TO THE
IN THE CONTAINER CONTAINER VIA A
PIPE
BIKE IS DRIVEN AND BIKE IS KICK STARTED

THE FUEL AND READINGS OF
CONSUMPTION IS DISTANCE GAUGE IS
NOTED NOTED
3 TRIALS ARE DONE

FOR THE SAME MILEAGE OF THE BIKE
PROCESS TO GET IS OBTAINED
ACCURATE READINGS
Figure 12: Flowchart of Mileage Testing Process

Testing Conditions:
Table 5: Operating Conditions of Mileage Testing Process
Parameter Value
Pressure (KPa) 90.36

Temperature (°C) 36.43
SAE Correction Factor 1.146
Humidity (%) 40
Drive Ratio 6.57
Overall Trim 0.75
Maximum Speed (km/hr) 36.14
Testing Results:
Table 6: Results of Mileage in Rear Wheel Drive Mode
Trial Mileage (km/lit)

1 27
2 29
3 28
Table 7: Results of Mileage in Two Wheel Drive Mode
Trial Mileage (km/lit)

1 24
2 25
3 25

Fuel Efficiency Loss:
Loss in trail 1 = = 11.11 %
Loss in trial 2 = = 13.79 %
Loss in trial 3 = = 10.71 %
Average Loss in Efficiency = = 11.87 %
Table 8: Percentage Loss in Fuel Efficiency
Trial Efficiency in Rear Efficiency in Two Loss in Efficiency

Wheel Drive Wheel Drive (%)
(km/lit) (km/lit)
1 27 24 11.11%
2 29 25 13.79%
3 28 25 10.71%

UNCERTAINITY ANALYSIS
When repeated measurements are made under fixed operating conditions, random error
manifests themselves as scatter of the measured data. Random error is introduced through the
repeatability and resolution of the measurement system components, calibration, and
measurement procedure and technique by the measured vehicle’s own temporal and spatial
variations and by the variations in the process operating and environmental conditions from
which measurements are taken.
Uncertainty =
√
Mileage Testing:
No specific measuring instrument was used to test the fuel efficiency of the two wheel bike,
hence random uncertainty for the mileage testing process has been calculated below.
1) Rear Wheel Drive Mode:
Table 9: Standard Deviation Table for Mileage Testing in Rear Wheel Drive Mode
Trial X X – Mean Y = (X – Mean)2
1 27 -1 1
2 29 1 1
3 28 0 0
Mean =
Mean =
Mean = 28 km/lit
Standard Deviation = √

Standard Deviation = 0.8165
Uncertainty =
√
Uncertainty =
√
Uncertainty = 0.4714
2) Two Wheel Drive Mode:
Table 10: Standard Deviation Table for Mileage Testing in Two Wheel Drive Mode
1 24 -0.67 0.45
2 25 0.33 0.11
3 25 0.33 0.11
Mean =
Mean =
Mean = 24.67 km/lit
Uncertainty =
√
Uncertainty =
√

Power Testing:
A chassis dynamometer has been used to measure the torque and power in the bike in both
rear wheel drive mode and two wheel drive mode. Due to lack of sufficient data and
calibration values, random uncertainty was also calculated for the following.
Table 11: Standard Deviation Table for Power Testing in Rear Wheel Drive Mode
1 1.6 -0.03 0.0009
2 1.7 0.07 0.0049
3 1.6 -0.03 0.0009
Mean =
Mean =
Mean = 1.63 HP
Uncertainty =
√

Uncertainty =
√
Table 12: Standard Deviation Table for Power Testing in Two Wheel Drive Mode
1 1.44 0 0
2 1.51 0.07 0.0049
3 1.36 -0.08 0.0064
Mean =
Mean =
Mean = 1.44 HP
Uncertainty =
√
Uncertainty =
√

Torque Testing:
Due to lack of sufficient data and calibration values, random uncertainty was carried out for
the following testing method.
Table 13: Standard Deviation Table for Torque Testing in Rear Wheel Drive Mode
1 3.1 -0.1 0.01
2 3.2 0 0
3 3.3 0.1 0.01
Mean =
Mean =
Mean = 3.2 N-m
Uncertainty =
√
Uncertainty =
√


Table 14: Standard Deviation Table for Torque Testing in Two Wheel Drive Mode
1 3.66 -0.15 0.0225
2 3.84 0.03 0.0009
3 3.93 0.12 0.0144
Mean =
Mean =
Mean = 3.81 N-m
Uncertainty =
√
Uncertainty =
√

CHAPTER 6
CONCLUSION
The two wheel bike designed in the project was designed and fabricated with a
substantial increase in torque capacity of the vehicle and a certain amount of fuel
efficiency loss and power transmission loss. The following were the conclusions
obtained:
 A two wheel drive bike was made with an engagement and disengagement
mechanism, due to which there was less power loss in the vehicle and also mileage
was improved as compared to previous designs of the two wheel drive.
 Power loss in the bike is found to be 12 percent. Due to increased number of

mechanical linkages such as shaft and bevel gear arrangement, power is lost to run
these extra linkages.
 Torque increase in the bike is found to be 19.06 percent. The sprockets were designed
in a way to increase the torque capability by the above value.
 Mileage of the bike decreases by 11.90 percent. Since more power from the engine is
supplied to the wheels, there is a significant decrease in mileage only in the two wheel
drive mode of the vehicle.

CHAPTER 7
REFERENCES
1) Ben Jose, Aswin B Vasanth. “Two Wheel Drive Motorcycle”
2) Eskinder Girma. “New Design and Development of Eskig Motorcycle”
3) Dylan Harper. “Bicycle Wheel Test Machine”
4) Ebhota Williams S and Ademola Emmanuel. “Fundamentals of Sprocket Design and

Reverse Engineering of Rear Sprocket”
5) N. R. Miller and D. Ross. “The Design of Variable-Ratio Chain Drives for Bicycles
and Ergometers—Application to a Maximum Power Bicycle Drive”
6) D. N. C. Davies, K. G. Gustafsson. “Roller Chain as a Transfer Drive for the

Automobile”
7) A.Nagarajan. “Design and Analysis of a Spiral bevel gear”
8) Farzad Vesali and Mohammad Ali Rezvani. “Dynamics of universal joints, its
failures and some propositions for practically improving its performance and life
expectancy”
9) Dhananjay S Kolekar and Abhay M. Kalje. “Structural Analysis of Universal Joint

using Finite Element Methodology”

Design and Fabrication of a Two-Wheel Drive Bike

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Design and Fabrication of a Two-Wheel Drive Bike

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Design and Fabrication of a Two-Wheel Drive in a Bike

1.2 Rear Wheel Drive:

There are quite a few disadvantages of using such a system, like:

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1.3 All-Wheel Drive:

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1.4 The Trend:

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3.1 Motivation for the Work:

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 Better torque output for traction on both wheels.

 To introduce an engagement and disengagement mechanism for the front wheel,

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4.1 Power Transmission

REAR WHEEL SIDE FRONT WHEEL SIDE

Figure 2: Flowchart of Transmission System

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Figure 2: CAD Model Front View of the two Wheel Drive

Figure 3: CAD Model ISO View of the two Wheel Drive

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Figure 4: Sprocket 45 teeth and 14 teeth

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where Z is the number of teeth on sprockets

and suffix 1 and 2 refer to sprocket 1 and 2 respectively.

Material Steel C-45

Material Steel C-45

Pitch Diameter = 228 mm

Outside Diameter = 237 mm

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Chain No. Pitch Roller Roller Width Sprocket

Figure 5: Chain Drive Mechanism

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Calculation of Chain Drive:

Speed of chain, v = (1)

Case i) At N = 8000 rpm

Case ii) At N = 4000 rpm

where, P = Power of the bike in KW

v = Speed of chain drive in m/s

Case i) At N = 8000 rpm

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Case ii) At N = 4000 rpm

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Figure 6: Bajaj Auto RE Bevel gear

Selection of Bevel Gears:

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Figure 7: 12mm MS Round

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Assumption: Shear Stress, τ = 240 MPa

Assuming Factor of Safety, FOS = 2

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Figure 8: Universal Joint

Calculations for Universal Joint:

Material of the Universal Joint – Mild Steel

Known values from catalogue,

Maximum Power, Pmax = 6.15 KW

Maximum Torque, Tmax = 7.34 N-m

Case i) At N = 8000 rpm

Nominal Torque, Tnom = 9550

where, N – rotations per minute

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