Manual Gearbox Optimization - Project a

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Manual gearboxes optimization

Education program: Automotive Technology

Guidance teachers: Geert Sachse, Christa Larsen, Mikael Løngaard Nielsen, Lars Holmgaard, Niels

Bruun

Writers: Fabio Fociani, Marek Matus

Total number of characters: 38548 with no spaces (~17,5 normalized pages)

In Viborg, 21. 1. 2016

Fabio Fociani Marek Matus


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Preface

This is the Automotive Technology´s 1st semester project. The topic we have chooses is manual

transmission tuning.

Manual gearbox, as the original type of car powertrain transmission remains as a standard equipment

in today’s models. First part of the project summarize construction and function of manual gearbox,

whereas the main part discuss how to tune the transmission in order to upgrade performance of the

whole car at reasonable costs.


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Table of Contents

1.

Introduction ...........................................................................................................................1

1.1.The purpose of a gearbox in a car (Marek Matus) ................................................................... 1

1.2.The manual gearbox – a structure, modus operandi and history (Fabio Fociani) .................... 1

1.3.How is made a gearbox (Fabio Fociani)...…………………………………………………... 3

2. Problem area (Marek Matus, Fabio Fociani) ......................................................................5

3. Problem statement (Marek Matus, Fabio Fociani) ............................................................. 6

3.1.1. Methodology presentation (Marek Matus).……………………………………………... 6

3.1.2. Theory presentation (Marek Matus).……………………………………………………. 8

3.1.3. Technique presentation (Fabio Fociani)..……………………………………………… 10

3.2.1. Analyses – presentation and interpretation of empirical data (Marek Matus)...………. 13

3.2.2. Gearbox analyses (Marek Matus)……………………………………………………… 18

3.2.3. Presentation of our optimising solutions (Marek Matus)...……………………………. 20

3.2.4. Business analyses and feasibility under the Danish law system (Fabio Fociani)...…………….. 24

4. Conclusion (Marek Matus, Fabio Fociani) ........................................................................ 25

5. List of appendixes...……………………………………………………………………….. 28

6. Bibliography……………………………………………………………………………….. 34


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1. Introduction

1.1. The purpose of a gearbox in a car

Since the born of the first car, the inventors and later the engineers have understood perfectly that

having just a one gear cannot be enough to fully use the potential of combustion engine. During the

first period nobody needed more gears to increase the speed, but just to make the car driving,

considering that the first aggregates did not generate hundreds of horsepower and newton-meters.

Connecting driven axle directly to the engine was actually not suitable at all. A gearbox is necessary,

because a car has to perform in different conditions, for example climbs a hill or works fully loaded

with four persons on board. During the years gearshift boxes becomes stronger, smaller and smoother;

but the original concept and the purpose of a gearbox – a torque multiplier 1 remains the same.

1.2. The manual gearbox – structure, modus operandi and history

Manual transmissions often feature a driver-operated clutch. Most automobile manual transmissions

allow the driver to select any forward gear ratio at any time, but some, such as those commonly

mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher

or next-lower gear. The system is also referred as a sequential manual transmission and it stands

beside of this project’s scope.

Main area of this project are manual transmissions. First part transmitting the engine power is the

flywheel, which is attached to the engine crankshaft and spins along with it. The clutch disk takes a

place between the pressure plate and the flywheel, and is held against the flywheel under pressure

from the pressure plate. When the engine is running and the clutch is engaged, the flywheel spins the

clutch plate and hence the transmission.

Manual transmissions are characterized by gear ratios2 that are selectable by locking gear pairs to the

output shaft inside the transmission. Contemporary automobile manual transmissions typically usefour to six forward gear ratios and one reverse gear.

The earliest form of a manual transmission has been invented by Louis-René Panhard and Émile

Levassor in the late 19th century. This type of transmission offers multiple gear ratios and a reverse.

The gears were typically engaged by sliding them on their shafts, so the gears would be spinning at

roughly the same speed when engaged. We call this type a sliding mesh transmissions or s, newer

1

ATS-14 - Manual Transmission Systems - 12 More on the page 11 of this project

https://en.wikipedia.org/wiki/Drivinghttps://en.wikipedia.org/wiki/Clutchhttps://en.wikipedia.org/wiki/Gear_ratiohttps://en.wikipedia.org/wiki/Motorcyclehttps://en.wikipedia.org/wiki/Sequential_manual_transmissionhttps://en.wikipedia.org/wiki/Flywheelhttps://en.wikipedia.org/wiki/Ren%C3%A9_Panhardhttps://en.wikipedia.org/wiki/%C3%89mile_Levassorhttps://en.wikipedia.org/wiki/%C3%89mile_Levassorhttps://en.wikipedia.org/wiki/%C3%89mile_Levassorhttps://en.wikipedia.org/wiki/%C3%89mile_Levassorhttps://en.wikipedia.org/wiki/Ren%C3%A9_Panhardhttps://en.wikipedia.org/wiki/Flywheelhttps://en.wikipedia.org/wiki/Sequential_manual_transmissionhttps://en.wikipedia.org/wiki/Motorcyclehttps://en.wikipedia.org/wiki/Gear_ratiohttps://en.wikipedia.org/wiki/Clutchhttps://en.wikipedia.org/wiki/Driving


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manual transmissions on cars have all gears meshed at all times and are referred to as constant-mesh

transmissions. A particular gear combination can only be engaged when the two parts to engage are

at the same speed.

Most modern manual-transmission vehicles are fitted with a synchronized gearbox. Transmission

gears are always in mesh and rotating, but gears on one shaft can freely rotate or be locked to the

shaft. The locking mechanism for a gear consists of a collar on the shaft, which is able to slide

sideways so that teeth on its inner surface bridge two circular rings with teeth on their outer

circumference: one attached to the gear, one to the shaft hub. The gearshift lever manipulates the

collars using a set of linkages, so arranged so that one collar may be permitted to lock only one gear

at one time; when "shifting gears", the locking collar from one gear is disengaged before than another

is engaged. One collar often serves for two gears; sliding in one direction selects one transmission

speed, in the other direction selects another.

In a synchromesh gearbox, to match correctly the speed of the gear to that of the shaft as the gear is

engaged the collar initially applies a force to a cone-shaped brass clutch attached to the gear, which

brings the speeds to match prior to the collar locking into place. The collar is prevented from bridging

the locking rings when the speeds are mismatched by synchro rings. The synchro ring rotates slightly

due to the frictional torque from the cone clutch. In this position, the dog clutch is prevented from

engaging. The brass clutch ring gradually causes parts to spin at the same speed. When they spin at

the same speed, there is no more torque from the cone clutch and the dog clutch is allowed to fall into

engagement.

Reverse gear is usually not

synchromesh, as there is

only one reverse gear in the

normal automotive

transmission and changing

gears into reverse while

moving is not required.

The electric vehicles, clutches and multi-speed gearboxes would not be required, as electric motors

can drive the vehicle both forward and reverse from zero speed and typically operate over a wider

speed range than combustion engines. Elimination of the gearbox represents a significant reduction

in powertrain weight and complexity.

https://en.wikipedia.org/wiki/Linkage_(mechanical)https://en.wikipedia.org/wiki/Linkage_(mechanical)


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1.2.1 How is made a gearbox

A manual transmission has several shafts with various gears and other components attached to them.

Typically, a rear-wheel-drive (RWD) transmission has three shafts: an input shaft, a countershaft andan output shaft. In a rear-wheel-drive, transmission, the input and output shaft lie along the same line,

and may in fact be combined into a single shaft within the transmission. The input and output ends of

this combined shaft rotate independently, at different speeds, which is possible because one piece

slides into a hollow bore in the other piece, where it is supported by a bearing.

The transmission's input shaft has just one pinion gear, which drives the countershaft. Along the

countershaft are mounted gears of various sizes, which rotate when the input shaft rotates. Most front-

wheel-drive transmissions for transverse engine mounting are designed differently, they have anintegral final drive and differential. They usually have only two shafts; input and countershaft,

sometimes called input and output. The input shaft runs the whole length of the gearbox, and there is

no separate input pinion. At the end of the second shaft is a pinion gear that mates with the ring gear

on the differential.

Front-wheel and rear-wheel-drive transmissions operate similarly. When the transmission is put in

neutral and the clutch is disengaged, the input shaft, clutch disk and countershaft can continue to

rotate under their own inertia. In this state, the engine, the input shaft and clutch, and the output shaftall rotate independently.

Among many different types of clutches, a dog clutch provides non-slip coupling of two rotating

members. The gear selector does not engage or disengage the actual gear teeth which are permanently

meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft

that runs through its hub. The shaft then spins together with that gear. The output shaft's speed is

determined by the ratio of the two gears. Locking the output shaft with a gear is achieved by means

of a dog clutch selector. The dog clutch is a sliding selector mechanism which is splined to the output

shaft, meaning that its hub has teeth that fit into slots on the shaft, forcing that shaft to rotate with it.

However, the splines allow the selector to move back and forth on the shaft, which happens when it

is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached

to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears

and has a synchromesh and teeth on each side in order to lock either gear to the shaft. Before the teeth

can engage, the cone clutch engages first, which brings the selector and gear to the same speed using

friction. Until synchronization occurs, the teeth are prevented from making contact, because further

https://en.wikipedia.org/wiki/Dog_clutchhttps://en.wikipedia.org/wiki/Dog_clutch


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motion of the selector is prevented by a blocker ring. When synchronization occurs, friction on the

blocker ring is relieved and it twists slightly, bringing into alignment certain grooves or notches that

allow further passage of the selector which brings the teeth together.

The previous discussion applies only to the

forward gears. Reverse is also a pair of gears:

one gear on the countershaft and one on the

output shaft. However, all the forward gears are

always meshed together, there is a gap between

the reverse gears. Moreover, they are both

attached to their shafts: neither one rotates

freely about the shaft. When reverse is selected

a small gear, called a reverse idler, is slid

between them. The idler has teeth, which mesh

with both gears, and thus it couples these gears

together and reverses the direction of rotation,

without changing the gear ratio. For this

reason, the output shaft must not be rotating

when reverse is selected: the car must be

stopped. In order that reverse can be selected

without grinding even if the input shaft is

spinning inertially, there may be a mechanism to stop the input shaft from spinning. The reverse gear

noise reduction system employs a cam plate, which was added to the reverse shift holder. When

shifting into reverse, the 5th/reverse shift piece, connected to the shift lever, rotates the cam plate.

This causes the 5th synchro set to stop the rotating mainshaft. The teeth on the forward gears of most

consumer automobiles are helically cut. When helical gears rotate, there is constant contact betweengears resulting in quiet operation. By contrast, most reverse gears are spur gears, meaning that they

have straight teeth, in order to allow for the sliding engagement of the idler, which is difficult with

helical gears.3

3 9. 1. 2016 https://en.wikipedia.org/wiki/Manual_transmission

3

Automotive Technology: A Systems Approach, 5th Edition, ISBN-13: 978-1428311497

https://en.wikipedia.org/wiki/Gear#Helicalhttps://en.wikipedia.org/wiki/Gear#Spurhttps://en.wikipedia.org/wiki/Manual_transmissionhttps://en.wikipedia.org/wiki/Manual_transmissionhttps://en.wikipedia.org/wiki/Manual_transmissionhttps://en.wikipedia.org/wiki/Manual_transmissionhttps://en.wikipedia.org/wiki/Gear#Spurhttps://en.wikipedia.org/wiki/Gear#Helical


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2. Problem area

This project is all about the idea of adjusting a gearbox with specially designed aftermarket parts. Inanother words - How to tune a gearbox in the proper manner. First important task is to answer the

following questions: “Why transmissions aren´t always perfectly optimised for every situation by the

manufacturers?” Gearing4 is a complex thing. Engineers are facing state laws and homologation

standards5 on one side and real world conditions on the other side. Production cost cutting is another

factor. Moreover, highly specific objectives can be required from two different cars of the same

model. Consistent way of use ends when a car leaves a factory. People are using vehicles in different

countries (e.g. Denmark vs. Switzerland), at different places (city vs. countryside), in different ways(eco-rally6 vs. track day7) and for different purposes (towelling, highway traveling, etc.). Final setup

of the powertrain is a compromise resulting from above. Actually, any single gearbox is probably

unable to satisfy various needs of all car drivers. Why car manufactures decided to offer usually only

one variant of manual gearbox for each model? Was it always like this?

The tuning could be done in a lot of different ways, from replacing the whole gearbox or differential,

continue with adding gear-sets to the overall gear ratios conversions. However, the goal is practically

the same. Reach the best possible match with the engine characteristics in relation to concrete way ofuse. Moreover we want to study how much can cost these tuning solutions, how many hours is needed

to made the work properly, how to make a satisfactory contract, following the Danish law, with the

client to provide a certain time on warranty. Another legal aspect we would like to investigate is the

status of the gearbox tuning in the laws system. We want also, to study an effective strategy of

communication, to explain to a potential client how we intend to make the job on the car, why that

could be an excellent investment of money, instead of change the car for another model. Than finally,

but certainly not less important, what could we give as an additional value to a customer, to preferour services, instead of the potential competitors.

4 An assembly of gears designed to transmit motion 18. 1. 2016 http://www.thefreedictionary.com/gearing / Designingtransmissions and their ratios for concrete powertrains5 Optimizing Performance and Fuel Economy of a Dual-Clutch Transmission Powertrain with Model-Based Design, ByPete Maloney and Wit Nursilo (10. 1. 2016 http://www.mathworks.com/tagteam/78117_91968v00_optimizing-

performance-of-a-dual-clutch-transmission.pdf )6

Driving a vehicle in order to reach minimum fuel consumption7 Event where you are enabled to drive your street car on a racing circuit

http://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdfhttp://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdfhttp://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdfhttp://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdfhttp://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdfhttp://www.mathworks.com/tagteam/78117_91968v00_optimizing-performance-of-a-dual-clutch-transmission.pdf


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3. Problem statement

How can manual transmission tuning, help the car, to perform significantly better in certain

operating conditions and can this know - how be turned into a business?

3.1.1. Methodology presentation

Before developing any gearbox optimising solution, it is necessary to gather certain data and put them

into correct mathematic models. This results into materials for our “practical part” analyses. (How

can manual transmission tuning, help the car to perform significantly better in certain operating

conditions?) Following list of procedures is converted into “work instruction manual” in order to fits

better the project structure.

1) Get all the relevant data about the powertrain of the examined vehicle.

Relevant data for this problem statement includes:

- Gear ratios

- Final drive ratio

- Standard wheel dimension

We will need those data to define and visualize relationship between them. We can gather

these parameters from the internet using web catalogues storing off-line data taken directly

from car manufactures.

- Basic engine characteristic (power & torque curves)

It can be obtained from various sources including manufacture’s databases, measurement’s

results performed by private entities posted on the internet and finally from our authentic

measurements.

In order to get the most relevant results, we use the data from the manufacture and authentic

measurements. This gives us an opportunity to compare them.

To perform our measurements we use the Dynamometer “rolling road” facility8.

8

15. 1. 2016 http://www.endtuning.com/rollingroads.html 8 15. 1. 2016 http://www.maha.de/default.htm?rdeLocaleAttr=en

http://www.endtuning.com/rollingroads.htmlhttp://www.endtuning.com/rollingroads.htmlhttp://www.endtuning.com/rollingroads.htmlhttp://www.maha.de/default.htm?rdeLocaleAttr=enhttp://www.maha.de/default.htm?rdeLocaleAttr=enhttp://www.maha.de/default.htm?rdeLocaleAttr=enhttp://www.maha.de/default.htm?rdeLocaleAttr=enhttp://www.endtuning.com/rollingroads.html


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2) Convert all the data; we already have, to the proper format. This applies in particular to the

descriptions of the engine characteristics. They are stored as JPEG pictures in internet

databases or printed out, from the measuring device. We will use a software called

WebPlotDigitizer 3.8 9 to get pure number datasets. (appendix number 1, page XX)

3) Apply certain mathematical models10 on our data within a use of a MS Excel. We have picked

equations essential for synthesising and visualising the data we have about the gearbox and

the engine. Reason for MS excel is that, we are familiar with it, it is available for us as students

and it is powerful enough for a kind of calculations and graphic visualisations we perform.

4)

In the fourth step, we would be able to analyse all the data we have, localize potential weak points of the powertrain setup and develop improvements by using presented models.

5) Apply mathematic models in reversed order to test our new settings.

To solve a business related part of this project (can this know — how be turned into a business?), we

shall use the following methods:

1) Research, held on a particular car in workshop, within usage of ordinary power operated tools.

This should result in a deeper understanding of concrete’s car construction. This helps us to

learn about potential obstacles, set financial and time-consuming demands of the tuning

procedure.

2) Gathering information from entrepreneurs and companies already involved in similar business

areas. We prefer personal interview, as we want to obtain highly specific info.

3)

Set a questionnaire to make a research on the internet to discover if there exists a potential

target group for our products. Its secondary task is to identify, the maximum acceptable and

still reasonable price, which would customers be willing to pay.

4) Extracting relevant parts from judicature to get the knowledge of gearbox optimisation’s legal

status through different law systems.

9

11.1. 2016 http://arohatgi.info/WebPlotDigitizer/ 10 Page 11 of this project


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5) Apply rules of commercial company’s external communication to create capable sales

materials.

3.1.2. Theory presentation

If anyone tunes a gearbox, it very likely means a change of the gear ratios. Generally, a gear ratio is

a number we use to multiply the torque on the input shaft in order to get the value on the output shaft.

For finding the RPM output value, let the gear ratio be a devisor of the input RPM value.

= ×

=

Next step is to obtain the gear ratio itself. It is defined as a relationship between the driver gear and

the driven gear. Let us choose an ordinary manual gearbox from RWD ar for a demonstration11.

=

×

As substitute values we can use any relevant data we have

about studied gears – a dimension of each single toothed

wheel (diameter or circumference) or, as the best variant,

the number of teeth.

These formulas allows us to calculate what a gearbox does, to a power and s torque, produced by an

engine and how the changes of gear ratio would affect this.

11 ATS-14 - Manual Transmission Systems - 1


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Next step on the long way to get some result is a visualisation of concrete gears. Basic relationship

between engine’s RPM, gear ratio, final drive ratio, wheel circumference and vehicle’s speed helps

us to convert, the gear ratio, to the graph of a linear function. 12

ℎ =

× × ℎ × 0,06

With the knowledge of all values, this equation applied in any graph editor (for this project we use

the Microsoft Excel 2015) can determine the gear as a linear function. (Appendix number 2 –

sometimes it is called “saw diagram” , page XX)

Now, we have to synthetize a gear visualization with an engine characteristic’s graph, which is a

curve, showing the Horse Power, 13and Torque14 value for each possible RPM value. A torque and a power are dependent on each other together with the RPM.

The result of this step is a complex diagram. Thus, we see how much power or torque is available

according to a specific vehicle’s speed and currently shifted gear. (Appendix number 3 – how it works

together, page XZ)

When it comes to gear ratio’s design, there exist two different approaches. Both of them using

mathematical models. We call the first one geometric graduation (gearing) and the second one

progressive gearing (graduation). Purpose of the geometric method is to do not let the RPM fall under

the value of maximum engine torque while shifting up in maximum RPM. Engineers use following

formula to reach this:

( − 1)

≤

=

This means that the ratio between directly following gears is the same.

The biggest disadvantage of geometric gearing is that it may results into inadequately big “gaps”

between single gears. Progressive graduation avoids this. In this model, the RPM drop accompanying

up-shifting procedure, is not always the same. Let us show the simplest progressive graduation rule

(progressively degreasing ratios between consecutive gears):

12 vehicle speed is in kilometre per hour, wheel circumference has to be entered to this formula in meter

13

15. 1. 2016 http://whatis.techtarget.com/definition/horsepower-hp 14 15. 1. 2016 https://www.quora.com/What-is-the-meaning-of-torque-and-power-in-a-car-in-layman-terms


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1

2

>2

3

>3

4

Progressive gearing model can (and should) be effectively adjusted to certain conditions. Following

picture (number 4) successfully displays the difference between geometric and progressive gearing15.

3.1.3. Technique presentation

Vehicle we analyse is the Ford Fiesta 1.0 litre Ecoboost 2013, because this car is available for testing

at Mercantec. Customer desiring manual gearbox for his new three cylinder turbocharged Fiesta has

the only one choice. Five speed direct shifted transmission (code: CA6R7002LB), which is according

to the engine’s position oriented transversally (gear ratios 1-5: 3.583, 1.926, 1.206, 0.878, 0.689

combined with integrated final drive ratio 3.61). Now, let us focus on the engine parameters.

In the following graph, we can observe the two principal curves normally used to characterize car

engine performance, Torque and engine power, in a 2D version.

15

Bachalor thesis „Software for Optimalization of Gear Speed“ Language of thesis is Czech, abstract is avaliable inEnglish. https://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=26415


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The blue line is the engine power in Kw (Kilowatt); the yellow line is the Torque in Nm (Newton

meter) from the Ford Official features. We consider these data, an important point to start our

measurements and after to have a direct point of reference to compare the results we´ll get. This

engine has a substantially small displacement but it is equipped with a small electronically controlledturbocharger. In the automotive industry, it is considered as a small engineering miracle, because of

the top power of 100 to 125 HP, depending on an ECU setup. Nobody has seen before an engine of

1.0 litre displacement gives those numbers in order of power but overall in term of Torque. From the

graph, we can see the engine gives the maximum torque starting from just 1400 rpm, due to the usage

of a small turbine. On the other side, the power raises until it reaches at almost 4000 rpm, the

maximum value. That is the rpm range were the torque starting to decrease significantly. So, what is

the best range of rpm to use this engine during the daily usage? The answer has mandatary: Dependswhat exactly we have to do.

From technical considerations we have the idea, to make a study to understand, if could be suitable

to modify the gearbox of this car, to get the parameters more closed to the real usage of the vehicle,

in particular where the car is used in specific condition.


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The graph

16

above came out from a pure mathematical calculation, using the formulas we explainedin the “Theory presentation” chapter. From the graph, we can read several facts; The Fiesta mounts a

5-speed manual transmission. The distances from the top of the black lines, where the speed and rpm

are maximum, is big, especially between the 2nd and 3rd gears and the 4th and 5th gears. When we

change the gear to insert the next one, it results in a loose of 1500 – 2000 rpm that can also give a

loose of power and doesn´t permit to accelerate as fast as we might need. This could, in the situation

like e.g. a quick overtake, converts in a problem of safety.

The linear function used to visualize the gears ratio, gives a theoretical maximum speed that isn´treachable in the reality, e.g. in the 5 th gear the Fiesta cannot reach the speed of 290 km/h. This may

result into optimal fuel economy in highway speeds. However, if we consider that the maximum legal

highway speed is usually not higher than 130 km/h, it means that more than 54% percent of the fifth

gear is not usable.

Talking under a technical point of view, a gear tuning can be made in some different manners,

someone is easy and quick, some else is complicated and takes longer time due a consistent

mechanical work, to remove the gearbox from the engine. One easy way to change the overall gearratio, is to modify the final ratio that can be in both ways, we can apply a lower or higher gear ratio.

The effect of this operation is on the entire range of the gears ratios, without touching the gearbox.

Considering also the cost/profit ratio, this operation could be profitable for a potential client. Another

easy way to increase and decrease the final gear ratio is to play with the wheels dimension. The stock

Fiesta has 15-inch wheels, and we should calculate what could be the maximum size of wheel

16

X axis – Speed Kilo meters per hourY axis – Engine RPM

0500

1000150020002500300035004000450050005500

600065007000

0 25 50 75 100 125 150 175 200 225 250 275 300 325

2013 Ford Fiesta Ecoboost 1.0 5 speed manual


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diameter allowed to be mounted. But we think that with this car couldn´t be possible to decrease more

than to 14 inch the wheels diameter, for a reason of stability and safety, especially driving on the high

speed.

The last way remain to change the gear ratios, is to remove the gearbox from the car, open it, remove

all the gearshafts and finally decide to change one or more gears to increase or decrease the gear

ratios, and makes fit the engine performances to the real usage of the car. This operation would be

complicated and absolutely more expensive, but really open to a wide range of possibilities. The most

expensive tune, is the adding of the 6th gear that in the Fiesta, could change completely the character

of the car. This operation, seems to be extreme, but in the reality consist in the usage of a specially

designed kit including longer gearshafts, the 6th gear, the levers and a longer external cover.

3.2.1. Analyses – presentation and interpretation of empirical data

In the previous chapter, we introduced basic characteristics of Fiesta, with the help of official

materials. As we claimed, a good gearbox set-up is all about the harmony with the rest of the

powertrain. If we desire to reach this, then we need engine characteristics as precise as possible.

First, we convert the manufacture-based diagram into MS Excel format to be more relevant in nextsteps.17

We have performed nine test runs on the rolling road in total.18

Due to a lack of our competences and time, (unfortunately, we operated the facility for the first time

and the interest among other students in using the DYNO were high) we have not managed to run a

set of test within optimal conditions.

We performed two different kinds of settings. Please see an example of result captured with the first

type of settings.19

17 see appendix number 4, page XX18

Please find an example of a raw layout from measuring device enclosed as the appendix number 5, page XX19 3rd gear engaged, power correction for getting a power at flywheel enabled


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On this particular diagram, we see that the function

range defined by speed is from 50 to 130 Km/h.

Starting point at the 50 Km/h is a rigid one – device

we have used, started to measure at this speed. On the

other hand, engine power shutdown at 5380 RPM (130

Km/h) was not expected (standard revolution limiter

of Ecoboost engine is at 6250 RPM, the rolling road was set to the maximum speed of 230 Km/h).

An unwanted intervention of ESP20 did that. A proper way to run a DYNO test with an ESP equipped

car is to activate the roller clutch of the measuring device, to spin also non-driven wheels. Otherwise,

ESP is confused and cuts the power immediately after start, which happened to us as we were notable to transfer the motion to the rear axle. We considered several back-up solutions (e.g. a hard-

shutdown of all break assistants by removing their fuses). We have decided for the easiest one and

performed all the tests with the hand break activated. This has resulted into the power cut appearing

no sooner than 130 Km/h.

20 Electronic stabilization program


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As the part of engine characteristics over 5380 RPM remained secret for us, we switched to the

second type of settings21 to explore it.

Setting number 2 provides us information

about engine characteristic in the highest RPM

range. However, we are now missing the low-

range data. Another devaluing factor, which is

more noticeable now, is the tire slipping. It is

obvious at the 3500 RPM on the “M-norm”

torque curve. Winter tires caused the most ofthe slipping. They are too soft, which leads to excessive forming of bumps on them, so to the poor

traction.

21 2nd gear engaged, power correction disabled


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The graph above get a comprehensive output, of the results of these two measurement, put together

like pieces of a puzzle22

. Diagram is showing manufacture’s data compared to our measurements.

Black curves are based on manufacture’s data, the blue is the Horse Power and the orange is the

torque arising from our measurements. X-axis – RPM, Y-axis Horse Power for the blue curve and

Newton meters for the orange one.

From the characteristic illustrated above, it seems that the engine is not capable to meet the

performance standards guaranteed by the Ford (100 HP and 170 Nm). However, we are dealing with

the data dispersion, because it is not possible to arrange exactly the same conditions in a non-

laboratory environment.

22 Appendix number 6, page XX

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2013 Ford Fiesta 1.0 ECOnetic


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Data dispersion (values at flywheel)

∆ = 51,9

∆ = 27,4

The diversification might have been caused by various factors such as fuel quality, air temperature,

tire pressure, low engine’s mileage or current calibration of the PCM23. We can explain the most

obvious differentiation - the late rise of the torque curve, as an inaccuracy during the start of the

measurement or a human element failure.

However, we can declare that manufacture’s data are not overly optimistic and they are close to the

reality. Even more important for us is to summarize small differences which could help us to answer

the problem statement.

The power curve is in reality a slightly more linear than in the theory. The torque curve usually begins

to fall a bit earlier than might be expected, according to manufactures characteristics, whereas power

curve is still climbing to reach its maximum, which is not far from the RPM limiter.

NOTE: If we had the possibility to perform another set of measurements, we would achieve better

results within use of optimal settings.24

23 Powertrain contol module24 1) mount the summer tires 2) use the roller clutch or switch off ESP completely 3) disable speed governor 4) performtests through all gears with a special focus on the tallest one, as it provides the widest data range.

Minimum peak point of torque 132,6 Nm

Maximum peak point of torque 184,5 Nm

Minimum peak point of power 91,8 HP

Maximum peak point power 119,2 HP


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3.2.2. Gearbox analyses

First step is to identify what kind of attitude the engineers used for the transmission set-up. Let us

see if the geometrical graduation rule applies to this gearbox:

1,926(2 )

1,206(3 ) >

1,206(3 )

0,878(4 )

As we see, CA6R7002LB gearbox is not geometrically graduated. It is progressively graduated. We

consider progressive approach as the better one for an overall quality of a driving comfort and

performance. However, we are in doubt if the curve of progression was adjusted too much to the

external requirements like to the EURO emission test cycle. Fiesta is homologated as a EURO5,

producing only 99g of carbon dioxide per kilometre. The tall five-speed manual helps to reach this.

It has less rotating masses25 then the six-speed and it is cheaper for production as well. Gear

progression seems to be designed to meet all of these requirements and keep a wide range of the

gearbox.

See the way of progression as a red curve on the next, familiar diagram.

25 less paraitic loses

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2013 Fiesta Ecoboost Gear progression


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The RPM drop, which comes after the shifting-up, is huge through all gear changes. Now, continue

to the 5th gear. As we mentioned in the technique presentation, maximum of a 46% of the last gear

range can be used in the traffic (considering 130 km/h a speed limit). Moreover, manufacturer claims

the TOP speed of this model to be 180 Km/h26, which means that a driver of the Fiesta is not able to

use more than a 65% of the fifth gear range even on a circuit. Our Fiesta is obviously not designed

for a circuit racing, but neither for “flying” without speed limits on the German “Autobahn” - with

an exception of its overdrive gears.27

Ford’s concept of this model is simple. Fiesta has always been a small hatchback intended as e.g. a

family second car, a young driver’s first car, or an urban vehicle. Can the recent version play these

roles? According to reviews, it can. However, reviewers noticed the phenomena described above:

“The Fiesta’s top gear is strictly a downhill ratio (0.756:1), and acceleration isn’t the word for what

occurs when the driver depresses the go pedal when in fifth. It’s more like accumulation of

momentum. Which meant a l ot of downshifts to fourth and even third gear.”28

Have also some of the consumers noticed the phenomena? Yes, they have: User “Fiesta_Hack”, 28.

8. 2014: “I know the 1.0 was built for economy, but there is just too much performance potential to

not think about bolt-on mods. However, the more seat time I have in the car, I am thinking the stock

tranny gear ratios are really holding this car back. Does anyone know if we have any options with

the factory tranny gearset or diff?”29

These two quotations show the demand for an optimisation. Where is a demand, there should be also

a supply.

Before we start to present it, we want o say, even there is a potential for optimisation, Fiesta 1.0

Ecoboost with 5-speed manual is still one of the best cars its class. Despite the phenomena we

described, ordinary driver would be completely satisfied with the stock powertrain setup thanks to

the extremely viable engine.30

Therefore, our following ideas should be perceived more as a face-lifting than as a complete revolution.

26 184 km/h without speed governor -19. 1 . 2016http://www.automobile-catalog.com/car/2013/1817135/ford_fiesta_1_0_ecoboost_100_trend.html

27 Gears with ratio > 0 can bee called underdrive gears, ratio = 1 – direct ratio gears, ratio < 0 - overdrive gearsATS-14 - Manual Transmission Systems - 1

28 19. 1. 2016 http://www.caranddriver.com/reviews/2014-ford-fiesta-10l-ecoboost-test-review 29 20. 1. 2016 http://www.fiestafaction.com/forums/threads/44402-Better-Gear-Ratios 30 Appendix number 6 – a complex diagram covering all information we mentioned until now.

http://www.automobile-/http://www.automobile-/


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3.2.3. Presentation of our optimising solutions

We have developed three gear ratio optimising solution for specific ways of use.

1)

“City & Sport - classic” - Who is this for?

Fiesta owner from large city who appreciates fresh acceleration, who likes to choose the

optimal gear in a city traffic but on the other hand enjoys the shifting procedure while he is

driving outside the city just for fun.

- Specific criteria?

In this case, we would like to reach a good value/money ratio.

-

How to reach this?Changing maximum three of five gear ratios. Keep the standard final drive ratio and the

original wheel dimension.

Three gear ratios are changed (the Green ones) - 2nd gear (1,926 2,025), 3rd gear (1,206 1,4 and

4th 0,878 (overdrive) 1,1 (underdrive)

1st gear remained unchanged and original 4th gear is now the fifth one (in order to decrease solution’s

production costs). Gear graduation (Red curve) is strongly progressive at the beginning, turning into

almost geometric one between the 4th

and the 5th

gear.

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Ford fiesta Ecoboost - manual transmission tuning - City & Sport -

classics


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Gaps between the single gears are reduced little bit. Continuity of the 3rd and the 4th is significantly

improved. 4th gear should is the choice for driving in city traffic in a range of 50 – 80 km/h. Closer

ratios mean that a driver shouldn’t be now forced to downshifting to the 2nd gear us much as before

conversion. The “5” is an overdrive gear for long distance traveling or downhill going. Highway

comfort and economy could not be like before, but still acceptable in the context of a super-mini

class. The 2nd, 3rd and 4th gear will do their job while speeding on twisted roads.

2)

“Highway cruiser ”

- Who is this for?

Someone who is traveling long distances and who would appreciate improved driving

qualities on freeways, motorways etc.


Try to get the result within a non-invasive approach.

-

How to reach this?

Since the Fiestas overdrive gears are well optimised for highway fuel economy, opening of a

gearbox is not necessary in this case. Reducing the final drive ratio is not a good idea as it

would leads to taller gears and reduces capability of car on normal roads. Choosing another

wheels and tires dimension might be a clue in this case. Is this a gearbox tuning? No and Yes.

Wheels are part of powertrain, their circumference plays an important role in gearing, and it

has a certain effect on relationship between engine RPM, gear ratio and vehicle speed.31

31 Page 10 – theory presentation


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On the graph above, black lines represents gears combined with the original wheel setup

(195/55/R15, C = 1,871 m) while the yellow ones stand for the setup upgraded with new wheels and

tires (205/45 R17, C = 1,934 m)32. ∆ = 63

This makes a measurable difference in RPM. Driving 130 Km/h on the 5th gear means 2880,3 RPM

with original setup compared to 2786,5 RPM with new wheels mounted. ∆ = 93,8

In spite of RPM reduction, fuel economy improvement cannot be guaranteed due to the existence of

factors, such as rolling resistance increasing together with the width of the tire and parasitic loses

caused by potentially rising rolling masses. New setup we have chosen based on the list of Fiesta-

compatible rims33 may have questionable influence on a fuel economy and on a comfort; however,

its undisputable benefit lies in handling improvements. Wider tires together with a lower profile bring

better stability, improved traction and shorter breaking distance.34

Summarization. Stock transmission is well optimised for highway traveling. The easiest way to make

it even more fitting these conditions is a wheels upsizing. We suggest described setup as good

compromise.

32 20. 1. 2016 http://www.tyresizecalculator.com/tyre-wheel-calculators/tire-size-calculator-tire-dimensions 33 20. 1. 2016 http://www.fiestastforum.com/forum/threads/7-Fiesta-ST-Wheel-Size-Offset-amp-Tire-Information 34

20. 1. 2016 http://www.oponeo.co.uk/tyre-article/replacement-tyres-advantages-and-disadvantages-of-changing-wheel-sizes

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Ford Fiesta Ecoboost - 5 speed manual with 195/55 R15 vs. 205/45 R17


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3) “Mountain Lion"

- Who is this for?

Fiesta owner driving its car in a mountainous terrain, towing a heavy trailer or both of them.


To provide better access to the power and torque from lower RPM on each gear by smallest

possible intervention.

- How to reach this?

By modifying final drive ratio, rising it to 4,25. Keeping original gear ratios and wheel

dimension.

This solution combines advantages of two previous. As all the gears are influenced in the same way,

original graduation curve is principally maintained, however we reached radical conversion of the

whole transmission character. Very important feature for the hill start is the new layout of the 1st gear.

It enables releasing a clutch in lower RPM range, which results into smoother start and lesser wear

of the clutch plate. With this solution, car should gain more agility and become quicker. It would fit

the best frequently hill climbing or towelling as well as sport drive in the mountains, but the highway

efficiency will not arrive at the level of stock version.

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Ford Fiesta Ecoboost - stock final drive ratio 3,61 vs. tuned 4,25


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3.2.4. Business analyses and feasibility under the Danish law system

Our intentions after all the technical analyses, is find material to answer to the second part of our

Problem statement. We strongly want to understand if this idea could be transformed feasibility into

a profitable business. To do that, we decided to operate in the following manner:

We have found some interesting answers from the online questionnaire35, the first thing coming out

is that more than 70% on the answers would considerate the possibility of a gear tuning because

understand the utility of this solution. Also this percentage of people can feel that the original gear

ratios cannot completely satisfy the daily usage of the car. Afterwards we can find out another aspect

of the questionnaire; how much the people would spend for the gearbox tuning. Here the answers

were really open to a wide range of values, from 1200 to over 15000 Kr. Also from the answers we

can figure out, that most part of them own new cars model and they will be willing to make a gearbox

tuning instead of buy another car.

We are pretty satisfied about the results, because those demonstrated that tuning of gearboxes could

be feasibility and rentable business. We also had some information about the real cost of a gearbox

tuning from a Czech company doing this from various years. The cost from a complete gearbox tuning

would be inside the range of 15000 Kr. all inclusive.

Talking about the gearbox tuning of the Ford Fiesta 1.0 ecoboost, we have theoretically calculatedthe time of work required, and the cost of that issue. We consider eight hours of work, to disassemble

the gearbox, make the gears tuning, and after mount again all together. That time results, in our

expectations, to be an enough quick service, permitting to satisfy the client, that can loose the usage

of the car only for one day. The operation should be performed from two technicians at the same time,

also for the weight of the parts involved. So the final cost, for a client, would be around 12000-14000

kr.

We have found a professional technician working in Denmark, and operating every day revisionschecking that the features in the cars correspond to the Danish law parameters (Syn). From his

interview we figure out two important points:

35 http://goo.gl/forms/2I7Et7Bx4m35

Please see the project final presentation for more information: https://prezi.com/_p74tymfza7g/how-to-develop-full- potential-of-fiesta-econetic/


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o The gear ratios are not object of inspection, also because these data are not available in the

register of the car features. That’s meaning that a gear ratio tuning cannot be discovered during

the biannual revision.

o

Addition of the 6th gear should result in a new registration of the car in

Annexed advertisement36 is an example of our company presentation. We are convinced that

nowadays the perfect media vehicle to use to advertise a company is internet. In particular posting or

advertising on some Danish car´s specialized websites, where everyday thousands of people can

connect. Potentially, these browsers are powerful and can raise the curiosity of the people against a

new company in Denmark. The right way not to be confused like an ordinary workshop, could be the

direct explanation of what we doing, and most importantly, what are the solutions we can find out tosolve a problem that the people doesn´t now to have.

We would also arrange special tuning kit providing an additional value for concrete a car of the certain

model. This product is an object of the second part of the exam (the oral presentation - Fabio).

4. ConclusionMarek:

From my point of view, manual gearbox, in the second decade of the 21st century, is unfortunately “a

dying breed”. Problem is not the transmission itself. However, the newest safety and ecological

requirements make the “manual” to expensive because of calibration of all ECU’s and safety systems.

This is because there are not any patterns of behaviour of the manual gearbox. Driver himself decides

what exactly he wants, what gear ratios is to be selected at the moment. On one hand – big room for

imperfection, on the other hand – pure shifting freedom.

Adjustments of key parts of manual gearboxes is not a pure fiction due to basic construction

principals, which have not changed a lot since the very beginnings of automotive industry.

Why is not this kind of tuning so widely spread? It is an expensive manor. In the workshop, we have

learned that it takes hours to dismount the gearbox, install all new parts and mount it. We are talking

about case in which we already have all necessary parts. Those have to somehow design and

36 Page 33


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somewhere made. Specific parts for each car, each gearbox. Design and production. It costs money.

Too much money if compare them to the price of today’s brand new cars.

So, is it manual gearbox tuning only for real petrol-heads? People who want to adjust the car exactly

to their needs and do not regret to spend decent money for it?

Not necessarily. In my opinion, this kind of tuning could be also an interesting opportunity for a

specialised private workshop to show its potential and prove its skills. However, it has to be put into

a broader context. I tried to deal with this idea in my presentation37.

Finally, gearbox optimization should not be underestimated. It plays an important part when it comes

to any deeper, sport oriented customization.

Fabio:

In the last paragraphs of analyse we have inspected the technical factors that combined together, may

fix certain problems connected to the usage of the Ford Fiesta 1.0 ecoboost, in different daily

situations. After the analyses of the technical features, we are confident enough to have the elements

we need to answer to our problem statement. This was divided in two questions, connected, but of

different nature.The first part of the problem statement was a pure technical question, “How can manual

transmission tuning, helps cars, to perform significantly better in certain operating condition”.

We established, through various examples, that is possible to improve the Fiesta´s performance when

this has to be used in a specific area, or when we want to concentrate the performance in a specific

moment of the day. The Fiesta´s factory features are an excellent compromise between a wide range

on possible situations; we wanted to take the best, from the best. Usually this is the purpose, in the

racing area. A normal car, could be transformed in a beast for the rallies, or for a circuit. And the base

is always the same, the factory model. This is an extreme field but certainly a good example. With

our gearbox tuning solutions, the Fiesta maintain always the handling, comfort, fuel economy and

smooth feeling we appreciate in this model.

Under the technical point of view, make a gearbox tuning, in not too complicate, but it takes time,

minimum one day of normal work schedule. The parts of our project that can be considered the weak

37 https://prezi.com/_p74tymfza7g/how-to-develop-full-potential-of-fiesta-econetic/


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point, is the engineering design of the gear kits. We have considered just the Ford fiesta, but in the

market there are thousands of models, could be impossible to have, in the stats up, all the kits ready

for this models. So we think that, if from one side, the kit´s engineering design will take time to be

finish, would be possible to take only 5 or 6 car models, in the start-up phase. Than we also consider

to take, inside of this 5 or 6 cars models, just the most used engine versions, e.g. the diesel versions

are absolutely more important in this moment than the petrol ones.

In the second parts of the problem statement we asking “can this know-how be turned into a

business?”. After the answers received to out online questionnaire, we have understood that a

business in gearbox tuning, could move the interest on the people. Also, we have discovered that a

lot of car owners willing to invest a good quantity of money to improve the characteristic of their

cars. We talking about a sum of 7500 kr until 22000 kr. We think that most of these people is moved

from the fact that buy a new car, just because the gearbox isn´t exactly what they expected, doesn´t

have any sense.

We are not business experts in Companies start-up, and we didn´t have the possibility to talk with a

professional in this area. This remain a dark point in the project. So interest at our idea is

demonstrated, but how much is the money needed to made a start-up is a doubt we cannot solve. On

the other side, after our practise sessions at Mercantec, we understood better the complexity of the

eventual access to the Fiesta´s gearbox. For that reason, we defined the final price to make a gearbox

tuning between 12000 and 14000 kr. In the last Wednesday at Mercantec, we had the possibility to

make some pictures of the gearbox from the bottom and from the top.

At the late consideration, we want to talk about what we cannot do during this project, that could be

have improve out knowledge about technical and business issues. During the three days of practise a

Mercantec we lost a lot of time, practically the first two days we didn´t have the possibility to put our

hands on the car. In the afternoon, on the second day, we started in the last two hours available, to

work in the rolling road facilities. Unfortunately fix the car properly, has taken long time, so we didn´t

attempt anything. The third day finally, we did 9 attempt, obtaining the results visible in this project.

In the last day of practise, that was last Monday, we wish to attempt to remove the gearbox from the

Fiesta, but the car wasn´t available, because the other students has to use it as well for their project.


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1987 Ford Siera RS 500 Coswroth - 1st ,2nd and 3rd gear

5. List of appendixes

Appendix number 1: Converting the picture to the dataset.

JPG. Picture Excel graph

Appendix number 2: The example of gear visualisation – sometimes can be called a “saw diagram”

(X-axis: speed in Km/h, Y-axis engine RPM)

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& Nm Curve


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2013 Ford Fiesta Ecoboost 100 HP / 170 Nm

Appendix number 3: Example of combining gear visualisations with torque curve. Allinformation in one diagram. The top X-axis stands for Km/h, the bottom one for N.m..

Appendix number 4 - 1.0 Ecoboost characteristic – the standard manufacture-based layout

Appendix number 5 – page 23 (the raw layout from the rolling road facility)

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Appendix number 6 – The engine characteristics resulting from measurements

Appendixes number 7 – work shop observations documentation


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6. Bibliography

ATS-14 - Manual Transmission Systems - 1

Automotive Technology: A Systems Approach, 5th Edition, ISBN-13: 978-1428311497ATS-14 -Manual Transmission Systems

https://en.wikipedia.org/wiki/Manual_transmission

Optimizing Performance and Fuel Economy of a Dual-Clutch Transmission Powertrain withModel-Based Design, By Pete Maloney and Wit Nursilo

http://www.thefreedictionary.com/gearing

http://www.endtuning.com/rollingroads.html

http://www.maha.de/default.htm?rdeLocaleAttr=en

http://whatis.techtarget.com/definition/horsepower-hphttps://www.quora.com/What-is-the-meaning-of-torque-and-power-in-a-car-in-layman-terms

Bachalor thesis „Software for Optimalization of Gear Speed“ Language of thesis is Cze ch, abstractavaliable in English.https://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=26415

http://www.automobile-catalog.com/car/2013/1817135/ford_fiesta_1_0_ecoboost_100_trend.htm

http://www.caranddriver.com/reviews/2014-ford-fiesta-10l-ecoboost-test-review

http://www.fiestafaction.com/forums/threads/44402-Better-Gear-Ratios

http://www.oponeo.co.uk/tyre-article/replacement-tyres-advantages-and-disadvantages-of-

changing-wheel-sizes
https://en.wikipedia.org/wiki/Manual_transmissionhttp://www.thefreedictionary.com/gearinghttp://www.endtuning.com/rollingroads.htmlhttp://www.maha.de/default.htm?rdeLocaleAttr=enhttps://www.quora.com/What-is-the-meaning-of-torque-and-power-in-a-car-in-layman-termshttps://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=26415http://www.automobile-catalog.com/car/2013/1817135/ford_fiesta_1_0_ecoboost_100_trend.htmhttp://www.caranddriver.com/reviews/2014-ford-fiesta-10l-ecoboost-test-reviewhttp://www.fiestafaction.com/forums/threads/44402-Better-Gear-Ratioshttp://www.fiestafaction.com/forums/threads/44402-Better-Gear-Ratioshttp://www.caranddriver.com/reviews/2014-ford-fiesta-10l-ecoboost-test-reviewhttp://www.automobile-catalog.com/car/2013/1817135/ford_fiesta_1_0_ecoboost_100_trend.htmhttps://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=26415https://www.quora.com/What-is-the-meaning-of-torque-and-power-in-a-car-in-layman-termshttp://www.maha.de/default.htm?rdeLocaleAttr=enhttp://www.endtuning.com/rollingroads.htmlhttp://www.thefreedictionary.com/gearinghttps://en.wikipedia.org/wiki/Manual_transmission

Documents

Manual Gearbox Optimization - Project a