Claims:We claim:
1. An integrated powertrain (100) for a vehicle, comprising:
a cylinder head (102), configured to house a valve train (110) components and a spark plug;
a cylinder block (103), receiving the cylinder head (102), wherein the cylinder block (103) is defined with an internal cylindrical portion to accommodate a piston (111), piston rings and a portion of connecting rod (116);
a crankcase housing (104), connected to the cylinder block (103), wherein the crankcase housing (104) is configured to accommodate,
a crankshaft (115), wherein the crank shaft supports:
a flywheel magneto (124) and a balancer shaft drive gear (127) at one end;
an input drive gear (129) and a timing drive gear (122) at other end;
a starter motor (109) coupled to the crankshaft (115); and
a transmission assembly, comprising:
an input shaft (131) coupled to the input drive gear (129);
a wet clutch coupled to an end of the input shaft (131);
an output shaft (132) coupled to the input shaft (131);
a differential assembly (133) coupled to the output shaft (132), and configured to receive a drive shaft from either ends.

2. The integrated powertrain (100) as claimed in claim 1, wherein the cylinder block (103) is inclined at a pre-determined angle (ø), with respect to a longitudinal axis A-A of a powertrain (100) of the vehicle.

3. The integrated powertrain (100) as claimed in claim 2, wherein the pre-determined angle ranges from about 8 degrees to about 12 degrees.

4. The integrated powertrain (100) as claimed in claim 1, wherein the crankcase housing (104) comprises vertically split halves (104a, 104b), joined through a plurality of fastening members.

5. The integrated powertrain (100) as claimed in claim 1, wherein the flywheel magneto (124) is configured as a flywheel to induce moment of inertia on the crank shaft (115) and an alternator to charge a battery of the vehicle.

6. The integrated powertrain (100) as claimed in claim 1, wherein the starter motor (109) is a nose less starter motor.

7. The integrated powertrain (100) as claimed in claim 1, wherein the starter motor (109) is coupled to a ring gear (126) mounted on a web of the crankshaft (115).

8. The integrated powertrain (100) as claimed in claim 1 comprises one or more balancer shafts (114) mounted parallel to the crankshaft (115), and coupled to the balancer shaft drive gear (127).

9. The integrated powertrain (100) as claimed in claim 1 comprises a pump drive shaft mounted parallel to balancer shaft (114), and is coupled to the balancer shaft drive gear (127), wherein the pump drive shaft is configured to drive:
a water pump (117), low pressure oil pump and high pressure oil pump mounted in a same axis in the crankcase housing (104).

10. The integrated powertrain (100) as claimed in claim 9, wherein the low pressure oil pump is adapted to pump oil from a dry sump area defined in the crank case housing (104) to a wet sump area defined in the crank case housing (104).

11. The integrated powertrain (100) as claimed in claim 9, wherein the high pressure oil pump is adapted to pump the oil from the wet sump area to a lubrication arrangement.

12. The integrated powertrain (100) as claimed in claim 1, wherein the valve train (110) components includes a plurality of valves, and a single overhead camshaft coupled to the plurality of valves.

13. The integrated powertrain (100) as claimed in claim 12, wherein the single overhead camshaft is coupled to the timing drive gear (122) through an oil timing belt (118).

14. The integrated powertrain (100) as claimed in claim 1, wherein the crank case housing (104) is defined with a provision for filling the oil, wherein the provision is configured to accommodate a dipstick (108).

15. The integrated powertrain (100) as claimed in claim 1 comprises a sensor wheel (125), mounted on a web portion of the crankshaft (115), and a crank speed sensor mounted on the crankcase housing (104) and extends into the crankcase housing (104) with a predetermined gap from the sensor wheel (125).

16. The integrated powertrain (100) as claimed in claim 1, wherein an axis of the input shaft (131) and the output shaft (132) is parallel to the crank shaft (115).

17. A vehicle comprising an integrated powertrain (100) as claimed in claim 1.
, Description:TECHNICAL FIELD
Present disclosure relates in general to a field of automobile engineering. Particularly but not exclusively, the present disclosure relates to a powertrain for a spark ignition (SI) engine. Further embodiments of the disclosure disclose an integrated powertrain for a vehicle.

BACKGROUND OF THE DISCLOSURE

Generally, automobiles are provided with powertrain assembly for manoeuvring the vehicle. The powertrain assembly generally comprise of an engine, a clutch system to facilitate engaging and disengaging of gears, transmission or gear box comprising plurality of gear wheels of different gear ratios to provide different torque values, propeller shaft, differential assembly and wheel axles. In conventional powertrains, different housings may be provided for accommodating engine, gear box, differential assembly which may lead to more space consumption in the vehicle. Also, more number of components in the powertrain makes it bulky. These kind of powertrains may be easily installed or accommodated in heavy vehicles such as tipper trucks, buses and the like, in which there are no space constraints for installing such bulky powertrains. However, in case of small and light weight vehicles such as light commercial vehicles, passenger cars and the like, space availability for powertrain packaging or installation may be critical. Also, it is critical for installing heavy powertrain in smaller vehicles, which may lead to minimising fuel efficiency of the vehicle.

With the advancement, various efforts have been made to minimise size of the powertrains such that the powertrains may be easily adapted in smaller vehicles. One such method of minimising the size of the powertrain is by inclining all the cylinders of the engine towards the front of the vehicle such as motorcycle. This configuration can allow the engine to be mounted further forwards in the motorcycle, giving rise to advantages in the design of the motorcycle, including allowing a more compact powertrain configuration. However, such modification may be limited only for motorcycle and cannot be extended to vehicles such as light commercial vehicles, passengers vehicles and the like, which demands for compact powertrains.
The present disclosure is directed to overcome one or more limitations stated above and any other limitations associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of conventional system are overcome, and additional advantages are provided through the provision of system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, an integrated powertrain for a vehicle is disclosed. The powertrain comprises a cylinder head, a cylinder block and a crankcase housing. The cylinder head is configured to house a valve train components and a spark plug. The cylinder block, defined with an internal cylindrical portion to accommodate a piston, piston rings and a portion of connecting rod. The crankcase housing is configured to accommodate a crankshaft, wherein the crank shaft supports a flywheel magneto and a balancer shaft drive gear at one end and a primary drive gear and a timing drive gear at other end. The powertrain further comprises of a starter motor coupled to the crankshaft and a transmission assembly. The transmission assembly comprises an input shaft coupled to the primary drive gear, a wet clutch coupled to an end of the input shaft, an output shaft coupled to the input shaft and a differential assembly coupled to the output shaft, and configured to receive a drive shaft from either ends.

In an embodiment, the cylinder block is inclined at a pre-determined angle with respect to a longitudinal axis A-A of a powertrain of the vehicle, wherein the pre-determined angle ranges from about 8 degrees to about 12 degrees.

In an embodiment the crankcase housing comprises vertically split halves joined through a plurality of fastening members.

In an embodiment, wherein the flywheel magneto is configured as a flywheel to induce moment of inertia on the crank shaft and an alternator to charge a battery of the vehicle.

In an embodiment, the starter motor is a nose less starter motor and is coupled to a ring gear mounted on a web of the crankshaft.

In an embodiment, the one or more balancer shafts mounted parallel to the crankshaft, and coupled to the balancer shaft drive gear.

In an embodiment, the integrated powertrain comprises a pump drive shaft mounted parallel to the balancer shaft, and is coupled to the balancer shaft drive gear. The pump drive shaft is configured to drive a water pump, low pressure oil pump and high pressure oil pump mounted in a same axis in the crankcase housing .

In an embodiment, the low pressure oil pump is adapted to pump oil from a dry sump area defined in the crank case housing to a wet sump area defined in the crank case housing and the high pressure oil pump is adapted to pump the oil from the wet sump area to a lubrication arrangement.

In an embodiment, the valve train components includes a plurality of valves, and a single overhead camshaft coupled to the plurality of valves. The single overhead camshaft is coupled to the timing drive gear through an oil timing belt.

In an embodiment, the crank case housing is defined with a provision for filling the oil. The provision is also configured to accommodate a dipstick.

In an embodiment, the integrated powertrain comprises a sensor wheel mounted on a web portion of the crankshaft, and a crank speed sensor mounted on the crankcase housing and extends into the crankcase housing with a predetermined gap from the sensor wheel.

In an embodiment, the axis of the input shaft and the output shaft is parallel to the crank shaft.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

Figure. 1 illustrates a schematic view of an integrated powertrain for a vehicle, in accordance with an embodiment of the present disclosure.

Figure. 2 illustrates sectional front view of the integrated powertrain of Figure. 1.

Figure. 3 illustrates another sectional front view of the Figure. 1.

Figure. 4 illustrates a top sectional view of the integrated powertrain of figure. 1

Figure. 5 illustrates a top view of the transmission assembly, equipped inside the crankcase, in accordance with an exemplary embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular form disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various constructions of the an integrated powertrain, which may vary from vehicle to vehicle. However, such modifications should be construed within the scope of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such assembly. In other words, one or more elements in the assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.

Embodiments of the present disclosure disclose an integrated powertrain for a vehicle. the integrated powertrain comprises an engine, a transmission assembly, a starting system and a charging system accommodated inside a single housing. Integrated powertrain is compact in size and less in weight, thus assists in easy installation in vehicles having space constraints. The powertrain broadly comprises a cylinder head, a cylinder block and a crankcase housing. The cylinder head is configured to house a valve train components, a spark plug, timing components for valve train. Further, the cylinder block is adapted to receive the cylindrical head and is defined with an internal cylindrical portion to accommodate a piston, piston rings and a portion of connecting rod. The crankcase housing comprises vertically split halves, which may be joined by using suitable fastening members, in order to a house all the components residing inside the crankcase housing. The crankcase housing is configured mainly to accommodate a crankshaft, which in turn supports other subsidiary components, which assists in smooth operation of the engine. The crankshaft supports a flywheel magneto and a balancer shaft drive gear at one end, a primary drive gear and a timing drive gear at the other end. The crankshaft also supports a sensor wheels and a ring gear on each of a web. Additionally, the crankcase is also configured to accommodate a transmission assembly. The transmission assembly comprises an input shaft coupled to the primary drive gear, a wet clutch coupled to an end of the input shaft, an output shaft coupled to the input shaft, a differential assembly coupled to the output shaft. The output shaft drives the drive shaft to which wheels are connected. Since, all the components of the powertrain i.e. engine, transmission, charging system and starting system are confined inside a common housing, the powertrain is referred to as an integrated powertrain. The integrated powertrain is compact in size, robust in design and lesser in weight.

The integrated powertrain of the disclosure may be used in various types of vehicles including small or large cars, sport utility vehicles, multi utility vehicles, luggage or goods carrying vehicles like light commercial vehicles and the like.

The following paragraphs describe the present disclosure with reference to Figures. 1 to 5. In the Figures, the same element or elements which have similar functions are indicated by the same reference signs. In the figures, vehicle is not illustrated for the purpose of simplicity.

Figure. 1 is an exemplary embodiment of the present disclosure, which illustrates a front view of an integrated powertrain (100) for a vehicle. The powertrain (100) broadly comprises of a cylinder head (102), a cylinder block (103) and a crankcase housing (104). The cylinder head (102) is configured to mainly house a valve train (110) components, a spark plug [not shown in figure], timing components for valve train (110). The valve train (110) components residing in the cylinder head (102) may include a plurality of valves including a pair inlet valves and a pair of outlet valves, a single overhead camshaft, hot oil timing belt (118) [best seen in figure. 3]. The hot oil timing belt (118), extends along the cylinder head (102), the cylinder block (103) and the crankcase housing (104) and may be in continuous contact with oily atmosphere, in order to couple the timing drive gear (122) and the camshaft. Operating the hot oily belt (118) in oily atmosphere, results in reduced noise and vibrations. A belt tensioner (119) may be provided to provide necessary tension to the belt, in order to reduce the chances of belt slipping from the timing drive gear (122), due to expansion. Since, the valve train (110) adapts single overhead camshaft, results in considerable weight and cost saving. Further, it also results in reduction in the number of parts in the timing drive mechanism and hence reduces space requirements. In an embodiment, exhaust is provided at the bottom and intake at top of the cylinder head (102).
Now referring to figures. 2 and 3, which illustrates a sectional front view and rear view of the integrated powertrain (100) respectively. The cylinder block (103), receives the cylinder head (102) and is defined with an internal cylindrical portion, which may act as combustion chamber and accommodates a piston (111), piston rings [not shown in figure], and a portion of the connecting rod (116). The cylinder block (103) is inclined at a pre-determined angle with respect to a longitudinal axis A-A of a powertrain (100) of the vehicle. As an example, the predetermined angle may be in the range of around 8 degrees to 12 degrees. Inclining the cylinder block (103) at a predetermined angle facilitates in saving space in vertical direction and enables in bigger cabin or load body space at the vehicle, which in turn increase in ground clearance. The cylinder block (103) is The integrated powertrain (100), comprises an electronic throttle body (105), which is configured to control air flow into the combustion chamber, such that only precise quantity of air is supplied into the combustion chamber. Also, the powertrain (100) is equipped with fuel control injectors, which may be controlled by an control unit of a vehicle, in order to inject accurate quantity of fuel into the combustion chamber. In an embodiment, controlling quantity of flow of air and fuel into the combustion chamber assists in complete combustion of the air-fuel mixture and thus reduces emissions. The power generated due to combustion of air-fuel mixture inside the combustion chamber of the cylinder block (103), is transferred on to the piston (111), which in turn transfers power on to the connecting rod (116). The connecting rod (116), further transfer the power to the crankshaft (115), which is accommodated inside the crankcase housing (104).
Further, the crankcase housing (104) of the powertrain (100), comprises vertically split halves (104a, 104b), which may be joined by using suitable fastening members, in order to rigidly house the components residing inside the crankcase. In an embodiment, a sealing member may be provided between the vertically split halves to seal the crankcase housing (104). The vertically split halves (104a, 104b) of the crankcase assists in optimising the size and weight of the powertrain (100). The crankcase housing (104) may be configured mainly to accommodate a crankshaft (115), transmission assembly and other subsidiary components, which assist in smooth operation of the powertrain (100). The crankshaft (115) is made in three pieces and configured to support an integral connecting rod (116), a flywheel magneto (124) and a balancer shaft drive gear (127) at one end and a input drive gear (129) and a timing drive gear (122) at the other end. The balancer shaft drive gear (127) accommodated at one end of the crankshaft (115), may be configured to drive the balancer shaft (114), which is mounted parallel to the crankshaft (115). The balancer shaft (114) balances reciprocating mass, in order to enable engine’s smooth operation. The crankshaft (115) also supports a sensor wheel (125) and a ring gear (126) on each of a web. This arrangement of the components on the crankshaft (115) helps in forming an integrated connecting rod (116), in which needle bearing may be used at a bigger end to reduce frictional losses in the crank train. The crankcase housing (104) also houses a starter motor (109), which is coupled to the ring gear (126) mounted on the crankshaft (115). As an example, the starter motor (109) may be a nose-less starter motor, which may be controlled through an electrically operated solenoid [not shown in figure]. The starter motor (109) may be adapted to provide necessary initial throttling to facilitate in starting the engine. Additionally, the crankcase housing (104) accommodates a crank speed sensor, which extends into the crankcase housing (104) with a predetermined gap from the sensor wheel (125), mounted on the crankshaft (115). The crankcase case housing (104) is also, defined with a common provision for filling the oil and accommodating a dipstick (108). As an example, the dip stick (108) may be used for determining the oil level inside the tank.
In an embodiment, centrerline of the crankshaft (115) is offset by around 5.5 millimetre with the bore axis of the cylinder block (103), in order to minimize frictional losses.
Now referring to figure. 4 and 5, which illustrate top sectional view of the powertrain (100) and top view of the transmission assembly accommodated inside the crankcase housing (104) respectively. Along with the crankshaft (115) and other subsidiary components, the crankcase housing (104) is also configured to accommodate a transmission assembly, which assists in providing wide ranges of torque value, irrespective of the speed of the engine. The transmission assembly comprises an input shaft (131) coupled to the input drive gear (129), a wet clutch (130) coupled to an end of the input shaft (131), an output shaft (132) coupled to the input shaft (131) and a differential assembly (133) assembly coupled to the output shaft (132). The differential assembly (133) is configured to receive driving shafts to which wheels are assembled. During operation of the powertrain (100), the input drive gear (129), mounted on the crankshaft (115) drives the input shaft (131). Based on the required torque range, the wet clutch (130) on the end of the input shaft (131) may be operated, in order to change the gear engagement of the input shaft (131). The output shaft (132) rotates as per gear engagement or gear ratio from the input shaft (131). Further, the power from the output shaft (132) is transferred to the differential assembly (133), thus resulting in manoeuvring of the vehicle.
During working of the powertrain (100), heat may be generated due to friction between the number of moving parts, but not limiting to gears in the transmission assembly. In order to timely mitigate the heat generated in the powertrain (100), lubricating system is equipped in the powertrain (100) to maintain optimum operating temperature. The lubricating system mainly comprises of water pump (117) and a pair of oil pumps (113) i.e. low pressure oil pump and a high pressure oil pump, which are mounted on the same axis and driven by a pump driving shaft, which is mounted parallel to the balancer shaft (114), inside the crankcase housing (104). In an embodiment, adopting common pump driving shaft eliminates the requirement of separate driving shaft for the both oil pump (113) and water pump (117). This results in minimum space consumption inside the crankcase housing (104) and contribute in optimising the size of the powertrain (100).
The water pump (117) is optimized to give efficient cooling to the engine, such that it operates in optimum zone of temperature for better fuel consumption. The low pressure pump also referred as scavenging pump may be adapted to pump oil from a dry sump area to a wet sump area, whereas the high pressure pump is adapted to pump oil form wet sump area to a lubrication arrangement. Since, the transmission gears operates in dry sump area, avoids churning losses and thus improves fuel economy. In an embodiment, the lubrication system may include plurality of fluid lines for carrying the pumped cool oil to various moving parts, in order to dissipate heat generated, which aids in improving efficiency of the powertrain (100). The lubrication arrangement, also includes breather (106), to separate oil form oil mist, during engine operation, in order to maintain desired properties of the cooling oil to achieve efficient cooling. Further, oil circuits in the lubrication arrangement is designed to provide efficient cooling, even if the engine is inclined at 10 degrees from the longitudinal axis A-A, by supplying sufficient quantity of lubricant at required location. Piston cooling jet (128) may be adapted to dissipate heat from piston (111), in order to provide optimum cooling, which results in reducing knocking phenomenon in the engine. The powertrain (100) is additionally configured with cooling system for flywheel magneto (124), which uses lubricating oil as cooling medium. An oil jet from the crankcase housing (104) enters a cavity in the crankshaft (115), which is defined along the axis of the crankshaft (115). The oil inside the cavity traverses on to the magneto (124), with the aid of centrifugal force generated due to rotation of the crankshaft (115).
In an embodiment, the piston rings used in the piston (111) are made of low friction technology, in order to reduce friction during operation and improve fuel economy.
In an embodiment, roller bearings (123) may be used in powertrain (100), to reduce friction between the moving parts, which in turn reduces the heat generated and thus results in better fuel economy.
In an embodiment, flywheel magneto (124) may be configured as a flywheel to induce moment of inertia on to the crankshaft (115) after a power stroke and as an alternator to charge the battery of the vehicle.
In an embodiment of the disclosure, the integrated powertrain may be configured with single cylinder engine.
In an embodiment, the integrated powertrain may be configured to obtain various power ratings by changing valve timings, valve spring and fuel quantity.
In an embodiment of the disclosure, the integrated powertrain architecture is used for operation with gasoline or petrol fuel.
In an embodiment of the disclosure, the integrated powertrain architecture may also be used for operation with compressed natural gas, liquid petroleum gas, with minor modifications.
Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals:
Referral numeral Description
100 Integrated powertrain
102 Cylinder head
103 Cylinder block
104 Crankcase housing
104a & 104b Crankcase halves
105 Electronic throttle body
106 Breather system
108 Dipstick
109 Starter motor
110 Valve train
111 Piston
113 Oil pump
114 Balancer shaft
115 Crankshaft
116 Connecting rod
117 Water pump
118 Timing belt
119 Belt tensioner
122 Timing drive gear
123 Roller bearing
124 Flywheel magneto
125 Sensor wheel
126 Ring gear
127 Balancer shaft drive gear
128 Piston cooling jet
129 Input driver gear
130 Wet clutch assembly
131 Input shaft
132 Output shaft
133 Differential assembly