INDIAN KART RACING’2022

Team Name – MERCENARY MOTORSPORTS

Team ID – IKR-C22-0011370
College Name – Bundelkhand Institute of Engineering and
Technology, Jhansi.

Electrical System Report

Authors:
Abhishek Singh
Lakshya Sharma

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 Abstract
Team Mercenary Motorsports is a group of enthusiastic Mechanical Engineers and Electrical
Engineers of Bundelkhand Institute of Engineering and Technology under the supervision of
our faculty advisor Dr. Vijay Verma. We aim to manufacture a Go-kart on the basis of
engineering practices with special considerations given to safety of occupant, low cost, less
weight and high performance. Some key factors kept in consideration during manufacturing
were ease of manufacturing, use of light weight components and high accuracy product.
This report focuses on explaining main electrical systems and their components installed in
Go-kart. Our objective is to design electrical system of Go-kart which is safe and capable
enough to drive using minimum cost. We followed standard safety procedures to install
electrical systems in Go-kart.

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 Acknowledgements
We would like to thank Imperial Society of Innovative Engineers for organizing such a great
event Indian kart racing session 7 which is biggest event of Go-kart racing across whole country
and gave us the chance for participation.
We would like to express our gratitude to director of college prof. Pulak Mohan Pandey sir
for his invaluable advice, guidance and his enormous patience throughout the project.
In addition, we would also take this opportunity to express our profound gratitude to faculty
adviser Dr. Vijay Verma sir for his cordial support, valuable information and guidance, which
helped us in completing this project through various stages. We are grateful for their
cooperation during the period of our project.
Lastly, we thank all team members for their constant encouragement and co-operation without
which this project would not be possible.

Abhishek Singh
Lakshya Sharma

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 List of Figures

S.No. Figure Name Page No.

1.

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 Contents

Abstract……………………………………………………………………ii
Acknowledgements……………………………………………………….iii
List of Figures……………………………………………………………..iv

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Chapter-1
Introduction
This electrical system mainly consists of Ignition system, Electric starting system, Charging
system, Lighting system, Cooling system and Fuel injection system. An ignition system
generates a spark to ignite fuel-air mixture. It comprises of Ignition coil and spark plug that
generates spark to start combustion in engine. Charging system is used to charge 12V battery
which fulfils the energy demand of all other electrical systems. Charging system has an AC
Magneto and a supply regulator. In lighting system, Go-kart consists of 2 LEDs for main switch
and neutral switch, brake light is also part of lighting system.
Fuel injection system is for supplying fuel to engine where the ignition happens. Sensors are
used to sense fuel-air ratio engine requires, then actuators regulate the supply of fuel-air
mixture. Also, Cooling system is installed to protect system from overheating that can cause
damage to Go-kart. Cooling system consists of Coolant, Radiator and temperature sensor that
sense overheating and starts the Radiator fan.
It also has many types of sensors like Lean angle sensor, Speed sensor etc. Sensors sense their
respective changes and then send a voltage signal to Engine Control Unit. ECU then responds
to these voltages and that’s how sensors work. Switches like brake switch, main switch, Clutch
switch, Neutral switch etc. are used to start/stop kart or for safety purposes like Kill switches.
Relays are also for safety of electrical/electronic devices installed in Go-kart. Actuators are
also part of this electrical system and they’re used as a regulator/starter.

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Chapter-2
Sensors in Electrical System
2.1 Air Temperature sensor
The intake-air temperature sensor determines the temperature in the suction pipe and forwards
the voltage signals arising from the temperature to the control unit. This evaluates the signals
and influences the air-fuel mixture formation and the firing angle. The resistance of the
temperature sensor changes depending on the intake-air temperature. As the temperature
increases, the resistance is reduced, which reduces the voltage at the sensor. The control unit
evaluates these voltage values, since they are directly related to the intake-air temperature (low
temperatures result in high voltage values at the sensor, and high temperatures result in low
voltage values).

2.2 Coolant temperature sensor

A coolant temperature sensor (CTS) (also known as ECTS (engine coolant temperature sensor)
is used to measure the temperature of the coolant in the cooling system, giving an indication of
how much heat the engine is giving off. The sensor works with the kart’s Engine Control Unit,
continually monitoring the coolant temperature to make sure the engine is running at the
optimum temperature.
To get an accurate reading of the current engine temperature, the Engine Control Unit sends a
regulated voltage to the Coolant Temperature Sensor. The resistance of the sensor varies with
temperature, this is how the ECU can monitor temperature changes. The ECU uses this reading
to calculate the coolant temperature, and from there adjusts the fuel injection, fuel mix, and
ignition timing, and controls when the radiator fan is switched on and off.

Fig.- Coolant Temperature Sensor

Source- Indiamart.com

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2.3 Crankshaft position sensor
A crank sensor is an electronic device used in an internal combustion engine, to monitor the
position or rotational speed of the crankshaft. This information is used by Engine Control Unit
to control the fuel injection or the ignition system timing and other engine parameters. The
crank sensor can be used in combination with a similar camshaft position sensor to monitor the
relationship between the pistons and valves in the engine, which is particularly important in
engines with variable valve timing.
The functional objective for the crankshaft position sensor is to determine the position and/or
rotational speed (RPM) of the crank. Engine Control Units use the information transmitted by
the sensor to control parameters such as ignition timing and fuel injection timing. The sensor
output may also be related to other sensor data including the cam position to derive the current
combustion cycle. This sensor is one of the two most important sensors in modern-day engines,
together with the camshaft position sensor. As the fuel injection (diesel engines) or spark
ignition (petrol engines) is usually timed from the crank sensor position signal, failing sensor
will cause an engine not to start or will cut out while running.

Fig - Crankshaft Hall effect sensor

Source – haltech.com

2.4 Manifold absolute pressure sensor

The manifold absolute pressure sensor provides instantaneous manifold pressure information
to the engine's electronic control unit (ECU). The data is used to calculate air density and
determine the engine's air mass flow rate, which in turn determines the required fuel metering
for optimum combustion and influence the advance or retard of ignition timing. A fuel-injected
engine may alternatively use a mass airflow sensor (MAF sensor) to detect the intake airflow.
Engine vacuum is the difference between the pressures in the intake manifold and ambient
atmospheric pressure. Engine vacuum is a "gauge" pressure, since gauges by nature measure a
pressure difference, not an absolute pressure. The engine fundamentally responds to air mass,
not vacuum, and absolute pressure is necessary to calculate mass. The mass of air entering the
engine is directly proportional to the air density, which is proportional to the absolute pressure,
and inversely proportional to the absolute temperature.

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2.5 Oxygen sensor
Technically, oxygen is vital for an engine. It determines the proper engine performance. So, to
achieve the correct air-fuel ratio, manufacturers employ oxygen sensors in the exhaust systems.
The exhaust gas oxygen sensor is also known as the ‘Lambda sensor.’ Its location is before the
catalytic converter in the exhaust pipe. The sensor generates a voltage with regard to the amount
of oxygen in the exhaust gas. Thus, it provides real-time feedback on the mixture composition
to the Engine Control Unit. It provides optimal engine power, emissions, and economy over
the entire engine operating range.
Furthermore, the oxygen sensor consists of a ‘galvanic cell’ battery. The sensor contains two
porous platinum electrodes. Besides, they have a ceramic electrolyte (Zirconium Dioxide)
between them. The oxygen sensor generates a voltage that ranges from as little as 100mV (0.1
volts) to a maximum of 900mV (0.9 volts). However, it depends upon the oxygen level in the
exhaust gases. Besides, the oxygen sensor compares atmospheric oxygen, typically 21%
approx., to the amount of oxygen in the exhaust. Typically, a rich mixture contains more fuel
per part of oxygen. Thus, it means that it has 0% oxygen. So, the sensor produces a high voltage
of around 900mV. On the other hand, a lean mixture has less fuel per part of oxygen. It may
contain 3% to 4% of oxygen. So, the sensor produces a low voltage of 100 mV. However, the
average voltage of the sensor is ~ 450mV which results in the ideal mixture ratio of 14.7:1.

2.6 Lean angle sensor

The lean angle sensor actually detects the leaning angle of Go-kart therefore kart’s engine.
When Go-kart crosses over the safe margin of lean angle then it cuts off the engine power and
stop it. Lean angle sensor is the device generally that attached in the circuit in between power
and ignition coil and makes the circuit complete. When a certain model of kart goes over the
safe angle limit it surely goes to face a crash. Therefore, in such situation the engine needs to
be off to minimize internal mechanical hazard and also minimize destruction accrued from
spinning wheel or drive chain.

Fig- Lean angle sensor

Source- Alibaba.com

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2.7 Throttle position sensor
A throttle position sensor (TPS) is a sensor used to monitor the air intake of an engine. The
sensor is usually located on the butterfly spindle/shaft, so that it can directly monitor the
position of the throttle. Modern day sensors are non-contact type. These modern non-contact
TPS include Hall effect sensors, inductive sensors, magnetoresistive and others. In the
potentiometric type sensors, a multi-finger metal brush/rake is in contact with a resistive strip,
while the butterfly valve is turned from the lower mechanical stop (minimum air position) to
WOT, there is a change in the resistance and this change in resistance is given as the input to
the ECU.
Non-contact type Throttle position sensor work on the principle of Hall effect or inductive
sensors, or magnetoresistive technologies, wherein generally the magnet or inductive loop is
the dynamic part which is mounted on the butterfly valve throttle spindle/shaft gear and the
sensor & signal processing circuit board is mounted within the ETC gear box cover and is
stationary. When the magnet/inductive loop mounted on the spindle which is rotated from the
lower mechanical stop to WOT, there is a change in the magnetic field for the sensor. The
change in the magnetic field is sensed by the sensor and the voltage generated is given as the
input to the ECU.

Fig- Throttle position sensor

Source- mech4cars.com

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Chapter- 3
Switches in Electrical System
3.1 Main switch
An ignition switch, or starter switch, is the leading switch that administers the power in the
main electrical of kart. In more simple terms, it’s where your key goes to turn the kart on. But
instead of key we use a switch mounted right ahead of driver’s seat.

3.2 Self switch

When driver pushes self switch, it will send electricity to the starter motor of Go-kart. This
starter motor turns the main belt or chain of kart and that turns engine of kart. Once the engine
starts turning, the kart adds gas, air, and spark and then our kart starts running.

3.3 Clutch switch

Clutch switch is functioning as a safety feature that have clutch cables and levers connected to
the gear box. Normally with the neutral position is mentioned then the gears are not engaged
with the engine. In this condition you can start the engine by pressing the starter motor switch.
Once any of the gears is engaged the kart can't be started with starting switch as the safety
switch understands that the kart is not on the neutral position. Press the clutch cable lever and
the gears are temporarily dis-engaged, then you can press the starter switch and can start the
Go-kart. Slowly release the clutch lever the kart may move or will stop if it is engaged with
any of the top-level gears.
This is good at signals, if the engine had stopped, you don't need to change gears and come to
neutral to start the engine. Just hold the clutch and start the engine with the start switch and
move on with half clutch lever position. Once you got the speed slowly release the entire clutch
lever back to normal. Clutch functions normally takes place through cable and this allows to
change gears according to speed.

3.4 Neutral switch

The neutral safety switch for an automatic transmission is located in the linkage that allows the
vehicle to shift gears. This switch prevents you from starting the engine when the transmission
is in any gear other than neutral. We employed a neutral switch to supply information to the
rider to inform them when neutral has been selected. The neutral switch is located into the
gearbox and looks like a reversing light switch used on a car.
If the switch fails, this will result in failure of the neutral light to illuminate and the engine to
continue to run when a gear is selected. There will be no voltage change in the oscilloscope
waveform and the fault should be rectified as soon as possible as it has serious safety
implications.

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3.5 Kill switch
A kill switch is wired to the ignition coil (the part of kart that sends a spark through a spark
plug wire to the spark plug and sparks the engine). The switch breaks the ground circuit in the
ignition coil so that the coil no longer has a positive and a ground. This will make it so the
ignition coil is no longer firing and delivering a spark to the spark plug. When an engine
doesn’t have a spark, it can no longer run which ultimately makes the engine turn off. In our
Go-kart, 4 kill switches are installed. Two on the right and left sides of chassis, one close to
breaks in condition of break failure and one straight ahead on right to driver’s seat. Kill
switches have very important role in safety of Go-kart.

Fig- Kill switch

Source- Camera

3.6 Fuse
The role of the fuse is to absorb the excess current or surge of electrical failure and blow itself
up to remove the power from the faulty system. A fuse is little more than a wire. While fuses
are engineered to prevent electrical damage to your motorcycle’s wiring harness, including
electrical fires, they’re also designed to sacrifice themselves to expel power surges from the
electronic system. The point of the fuse is to blow in case of an emergency, to protect the
battery and electrical system of the motorcycle. Fuses are rated for a specific current; the rating
is generally depicted with labelling or marking on the fuse. If the amperage in the fuses’ circuit
exceeds the fuses’ current rating, the fuse will blow.

Fig- Fuse
Source- uk.rs-online.com

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Chapter- 4
Relays in Electrical System
4.1 Starting relay
Between the kart’s battery and the starter motor, the starter relay acts as a circuit completer or
circuit breaker. It helps to increase the battery’s current so that less current needs to be ignited.
When you activate your ignition switch, it sends an electrical current through the starter
solenoid and starter relay to the starter motor, which then starts your vehicle's engine. Once the
engine has started, you allow your ignition switch to return to neutral position, allowing the
starter relay to break the circuit. Both parts of this process take place within a matter of seconds
when your vehicle is working properly. According to the description, this is a switch between
the start solenoid and the starter motor. The starter motor requires considerable current, and the
ignition switch cannot be controlled. If there is no relay, it will burn out.

Fig.- Starter relay

Source- startersolenoid.net

4.2 Starter cut-off relay

The starter cut-off relay disconnects the (electric) starter of an engine from the battery in case
the voltage drops too low, for on low voltage to starter won't turn anyway (since the starter
battery is probably low/ruined and cannot deliver the necessary currents for starting the engine
anyway).

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4.3 Radiator fan motor relay
A cooling fan relay is used on vehicles that have an electrical fan to cool the engine. The
function of the cooling fan relay is to convert a low voltage signal from either the electronic
control module or a thermostatically controlled sensor. The cooling fan relay takes the low
voltage signal and internally switches the relay “on” to allow battery voltage to be supplied to
the radiator cooling fan. By using a lower voltage signal to control the relay, there is less stress
on the rest of the wiring and charging system. When the fan relay does not work, then the
proper signal will not be received and the fan cannot cool the system down. This type of relay
system also allows for use of smaller diameter wiring that takes up less room throughout the
vehicle and can save considerable weight on today’s increasingly computer controlled systems.

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Chapter- 5
Lights in Electrical System
5.1 Brake light
Brake lights are there to warn other drivers that you’re slowing down. If they fail, following
vehicles can charge up to your rear bumper, scaring everyone in both cars or, worse, actually
rear-end you. It's critical to have working brake lights on your car. They're a safety feature and
a tool of courtesy to other drivers. Illuminated brake lights indicate your car is slowing down
or has stopped, giving other cars in daylight, dim light or darkness, plenty of time to stop so
they don't crash into you.

Fig.- Brake light

Source- Camera

5.2 LEDs
Two LEDs are connected in our Go-kart, one is to indicate the main switch on/off condition
(Red LED) another one is across neutral switch. If kart is in neutral, then Green LED will
illuminate. Both LEDs are mounted ahead of driver close to steering so driver can see if kart is
in neutral.

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Chapter- 6
Actuators in Electrical System
6.1 Spark plug
A spark plug is a device for delivering electric current from an ignition system to the
combustion chamber of a spark-ignition engine to ignite the compressed fuel/air mixture by an
electric spark, while containing combustion pressure within the engine. A spark plug has a
metal threaded shell, electrically isolated from a central electrode by a ceramic insulator. The
central electrode, which may contain a resistor, is connected by a heavily insulated wire to the
output terminal of an ignition coil. The spark plug's metal shell is screwed into the engine's
cylinder head and thus electrically grounded.
The central electrode protrudes through the porcelain insulator into the combustion chamber,
forming one or more spark gaps between the inner end of the central electrode and usually one
or more protuberances or structures attached to the inner end of the threaded shell and
designated the side, earth, or ground electrode(s). As current flows from the coil, a voltage
develops between the central and side electrodes. Initially no current can flow because the fuel
and air in the gap is an insulator, but as the voltage rises further it begins to change the structure
of the gases between the electrodes. Once the voltage exceeds the dielectric strength of the
gases, the gases become ionized. The ionized gas becomes a conductor and allows current to
flow across the gap. Spark plugs usually require voltage of 12,000–25,000 volts or more to
"fire" properly, although it can go up to 45,000 volts. They supply higher current during the
discharge process, resulting in a hotter and longer-duration spark.

Fig.- Spark plug

Source- en.wikipedia.org

6.2 Fuel injector

The function of a fuel injector is to spray atomized fuel into the combustion chamber of an
internal combustion engine. The spray from a fuel injector can be continuous or intermittent.
The fuel injector is a small nozzle into which liquid fuel is injected at high pressure. It works
like a spray nozzle of a pressure washer. The placement of the injector can be in a different part
of the engine depending upon the type of fuel injection system is being used.
The throttle body injection has the fuel injector placed over injector valves. The fuel is sprayed
into the throttle body. This is one of the earlier types of fuel injection systems employed when
car manufacturers were replacing the carburettor with fuel injection. A multiple-port fuel
injection system has an injector for each cylinder. The injector sprays the fuel directly at the
intake valve.

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6.3 Fuel sender
The fuel sender, also commonly referred to as the fuel sending unit, is the component
responsible for sending the signal that operates the fuel level gauge in the instrument cluster.
The fuel sending unit is made up of an arm, float, and a resistor that changes according the
position of the float. The sender float is designed to float on the surface of the fuel inside of the
tank. As the level drops, the position of the arm and float will shift and move a resistor which
controls the display on the gauge. When the fuel sending unit has an issue it can cause the
vehicle to experience issues with the fuel gauge, which can put the vehicle at risk of running
out of fuel. Usually, a bad or failing fuel gauge sender will produce a few symptoms that can
alert the driver of a potential issue.

Fig.- Fuel sender

Source- mechanicbase.com

6.4 Fuel pump

The purpose of the fuel pump is to meter the correct quantity of fuel and deliver it at the correct
time to the engine cylinder according to the varying load and speed requirements. The plunger
is driven by a cam and tappet mechanism at the bottom. The plunger reciprocates in the barrel.
There are as many plungers as the number of cylinders in the engine. The plunger has a
rectangular vertical groove. The delivery valve is lifted off its seat under the pressure of the
fuel against the spring. The fuel from the delivery valve goes to the injector. When the plunger
is at the bottom of its stroke, the supply port and spill are uncovered, the fuel from a low-
pressure pump after filtration is forced into the barrel.
Now the plunger is pushed up by the cam movement and both the parts are closed. On further
movements of the plunger, the fuel above it is compressed which lifts the delivery valve and
the fuel through it goes to the injector. During each stroke of the plunger, the duration of the
delivery is more or less according to as the spill port is made to communicate earlier or later,
the high-pressure fuel in the upper part of the barrel. This depends upon the position of the
helical groove which can be changed by rotating the plunger by the rack.

Fig.- Fuel pump

Source- motrcycleid.com

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Chapter- 7
Ignition System

An automotive ignition system is divided into two electrical circuits -- the primary and
secondary circuits.

7.1 Primary circuit

The primary circuit carries low voltage. This circuit operates only on battery current and is
controlled by the breaker points and the ignition switch. When the ignition key is turned on, a
low voltage current from the battery flows through the primary windings of the ignition coil,
through the breaker points and back to the battery. This current flow causes a magnetic field to
form around the coil.

7.2 Secondary circuit

The secondary circuit consists of the secondary windings in the coil, the high-tension lead
between the distributor and the coil (commonly called the coil wire) on external coil
distributors, the distributor cap, the distributor rotor, the spark plug leads and the spark plugs.
As the engine rotates, the distributor shaft cam turns until the high point on the cam causes the
breaker points to separate suddenly. Instantaneously, when the points open (separate) current
flow stops through the primary windings of the ignition coil. This causes the magnetic field to
collapse around the coil. The condenser absorbs the energy and prevents arcing between the
points each time they open. This condenser also aids in the rapid collapse of the magnetic field.
The line of flux in the magnetic field cut through the secondary windings of the ignition coil,
creating a high voltage - high enough to jump the gaps between the rotor and the distributor
cap terminals, and the electrodes at the base of the spark plug. Assuming that the engine is
properly timed, the spark reaches the air-fuel mixture in the cylinder and combustion begins.
As the distributor continues to rotate, electrical contact between the rotor and distributor cap
terminal is broken, stopping the secondary flow. At the same time, breaker points close to the
complete the primary circuit, allowing primary current to flow. This primary current will again
create a magnetic field and the cycle is repeated for the next cylinder in the firing order. This
process takes place within a few milliseconds. In fact, it happens approximately 18,000 times
per minute at 90 miles per hour. The need for higher mileage, reduced emissions and greater
reliability has led to the development of the electronic ignition system. This system still has a
distributor, but the breaker points have been replaced with a pickup coil, and there’s an
electronic ignition control module.
Like conventional ignition systems, electronic systems have two circuits: a primary circuit and
a secondary circuit. The entire secondary circuit is the same as in a conventional ignition
system. In addition, the section of the primary circuit from the battery to the battery terminal
at the coil is the same as in a conventional ignition system. With the ignition switch turned on,
primary (battery) current flows from the battery through the ignition switch to the coil primary
windings. Primary current is turned on and off by the action of the armature as it revolves past
the pickup coil or sensor. As each tooth of the armature nears the pickup coil, it creates a voltage
that signals the electronic module to turn off the coil primary current. A timing circuit in the

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module will turn the current on again after the coil field has collapsed. When the current is off,
however, the magnetic field built up in the coil is allowed to collapse, which causes a high
voltage in the secondary windings of the coil.

Fig.- Ignition system

Source- championautoparts.com

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Chapter- 8
Electric starting system
The electric starter is in fact an electric motor which is powered by the battery of your vehicle.
The starter is directly connected with the engine with geared milling, once the current passes
through the electric motor when you push the ignition button the motor rotates and it also rotate
the crank shaft of the engine which is connected with piston. Eventually this movement of the
electric motor cranks the engine just like you do it while kick starting the engine. The main
motive of an Electric Start system is to crank the engine so that the chain of successful ignition
starts. But making a spark is not really as easy as simply providing an electrical current. There
is a need for some electrical charge to get accumulated and a larger voltage is required to
discharge this current which results in a spark. This is what happens in Electronic Ignition
Systems.
The current coming in from your battery is a DC current and that needs to be converted to AC
for the electronics to work for which an inverter is used which then provides the current to the
coil and hence the coil accumulates the charge in it until it can resist and once the resistance
threshold has been crossed, the entire current is discharged as a spark which leads to ignition.
It might sound like a large process but in reality it takes less than a second to happen. The entire
process of creating a spark means constantly charging and discharging of the capacitor which
is used for sparking. The reason being that capacitors can hold a large amount of charge and
have more resistance which leads to better sparking altogether. The only issue here is, this is a
conventional way of sparking and is fine for bikes running smaller engines. But when you want
the sparking to happen on a much faster rate, then the solution for it is using a CDI. So all in
all this is how the Electric Start System works.

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Chapter- 9
Charging system
The battery itself is charged by a generator driven by the engine, and as long as the engine is
running there will be a current flowing through the battery. The no load voltage of a fully
charged battery is about 13 Vdc. For charging it the charging-system should provide a
voltage of about 14.4 Vdc and this should be a constant voltage at all engine-speeds.
The generator itself is located in or on the engine, and on kart there is a separate regulator-
rectifier unit located somewhere on the frame. The reason for this is that almost all
motorcycles are equipped with a three-phase AC (Alternating Current) generator, while the
electrical system on the bike is a DC (Direct Current) system. The rectifier part inside the
regulator-rectifier takes care of converting the AC-current to the DC-current the battery
needs. The three-phase AC generator is used so often because it is much more efficient and
reliable than a DC-generator. It can produce power for charging the battery even with the
engine idling. The regulator part of the regulator-rectifier is used to regulate the output-
voltage (to the battery) to the 14.4 Vdc that is needed.

9.1 The Permanent Magnet Generator System

A generator on a bike is producing this electrical power because it has a copper wire winding
on the stator (the static part of the generator) that is located inside a varying magnetic field.
The simplest generator uses a flywheel that runs on the crankshaft with a couple of magnets
inside it. We call this flywheel with its built-in magnets the rotor.

Fig.- Permanent magnet generator

Source- electrosport.com

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Chapter- 10
Cooling system
Effectively lowering the heat produced by combustion is a key factor in creating stable engine
performance. This can be done in two ways: air cooling or liquid cooling. Air-cooled engines
remove engine heat by using the air that hits the engine when the bike is moving. This is why
they have fins on the outside to create more surface area for the air to pass over. This cooling
method is very simple, lightweight and requires no special devices. This is why it has been
used successfully for so long. The shape of the cooling fins can also become an attractive design
feature. However, on scooters and other models where the engine is enclosed by the vehicle
body, an engine-powered fan is sometimes used to send air to the fins in what is called “forced
air cooling.”
Liquid-cooled engines use a water-based liquid to cool the engine, but they do not use any
regular water, be it hard, soft or tap water. They use a special coolant containing alcohol to
prevent freezing and rusting/oxidation. This coolant is circulated through passages built into
the engine. To ensure the coolant does its job efficiently, it passes through a radiator mounted
to receive running airflow to lower its temperature and is then circulated again. The benefits of
liquid cooling include reducing the effect on the engine from changes in outside temperature
for more stable performance and that the coolant also reduces engine vibration and thus lowers
mechanical noise. Although liquid cooing is more complicated than air cooling because it
requires a radiator, coolant passageways and piping, etc., its benefit of offering consistent
engine power and performance is why liquid cooling is used on so many models.

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Chapter- 11
Fuel pumping system
A fuel pump works by a diaphragm moving and creating alternating vacuum and pressure. This
drawing and pushing is regulated by check valves that only allow one-way flow. The geometry
of the diaphragm plus the speed of the pulse dictates pressure and volume flow. Manufacturers
design fuel systems to have specific flow and pressure requiring specific fuel pumps. The pump
is usually located between the tank and carburettor and can be tucked under the frame where
the tank is mounted. Some pumps are even located inside the bottom of the fuel tank. The
location may vary, so refer to the specifications of your bike for further information.
There are two types of fuel pumps on motorcycle engines: Vacuum and Electrical.
While these are not normally interchangeable, there are ways to upgrade a vacuum pump to
an electrical pump. Both perform the required function for the specific design of the engine.
On modern motorcycles, an electric fuel pump is required to create the pressure required for
fuel injection. A vacuum pump works a little differently than it might seem. Engine vacuum is
used to operate a fuel pump by pulsing a diaphragm as described above. Since the vacuum of
the engine has a bit of a pulse, the pump can flow fuel to the carburettor through all RPM’s.
Hoses and fittings transfer the vacuum of the engine to the fuel pump.
An electrical pump is pretty straight forward. Instead of the engine vacuum pulsing a
diaphragm, this is accomplished by either an electric motor or a solenoid. As a motor spins, it
moves an impellor that pushes fuel. A solenoid can create this effect by turning an electrical
current on and off, which pulses the diaphragm up and down. An electric pump will also have
a fused relay. Having a fuse in the circuit protects components against damage in the case of a
circuit short to ground. A relay is a switch that uses a small amount of current to command a
larger amount of current. This allows the low voltage ignition switch to command on the pump.

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Chapter- 12
Fuel injection system

A fuel injection system injects fuel into the combustion zone of an engine using fuel injectors.
The process is controlled by the ECU (Engine Control Unit) aboard the bike or car. The
introduction of fuel injection technology made carburettors and carburetted engines obsolete.
A fuel injection system consists of fuel injectors and a fuel pump. As soon as one twists the
throttle of a bike, it activates the pump. The pump then transfers fuel to the injectors. Then, the
injectors inject the fuel into the combustion chamber. The role of the injectors in this system is
not only confined to injecting the fuel into the combustion chamber. The injectors also atomize
the fuel thus ensuring efficient burning and reduced wastage of fuel.
The addition of a fuel injection system in kart has many benefits. Some of those benefits are
mentioned in the sections below –
Fuel-injected engines offer more acceleration in the form of increased throttle response. The
fuel-injected engines can offer linear power and torque delivery across all RPM ranges. The
engine life of with fuel injection is longer than one with a carburettor. Fuel-injected engines
are more fuel-efficient as they eradicated fuel wastage.
Fuel-injected engines reduce emissions by many folds. Fuel injection systems can deliver fuel
to the engine more efficiently. Frequent tune-ups are not necessary for a fuel-injected engine.
Fuel-injected engines can run on high compression ratios thus allowing the engine to deliver
impressive torque outputs.

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 Conclusion
Considered a basic electrical system of kart and one can study all the electrical components.
Also, systems like charging, fuel pump they comprise of same electrical components which
we explained previously. Some of the components like fuse and relays are specifically for
protection of system and they aren’t mentioned in these systems. Protection of electrical
system is high priority and we take care of that. All the precautions are taken during all the
connections and that’s it.

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 References
• https://en.wikipedia.org/wiki/Fuel_pump#:~:text=In%20modern%20cars%20and%20
motorcycle,boiling%20point%20of%20the%20gasoline
• https://www.youtube.com/playlist?list=PLC53WshdV8in8NSgOeu8UDNQI_x1F1Oz
i
• https://www.britannica.com/technology/ignition-system
• https://www.youtube.com/playlist?list=PLC53WshdV8ilwG4oOYd26OyuzAf_ANo_
f

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