Patent Publication Number: US-10315510-B2

Title: Cooling system for a turbocharger and nearby components

Description:
CROSS-REFERENCE 
     The present application claims priority to U.S. Provisional Patent Application No. 62/328,903, filed Apr. 28, 2016, the entirety of which is incorporated herein by reference. 
    
    
     FIELD OF TECHNOLOGY 
     The present technology relates to a cooling system for a turbocharger and nearby components for off-road vehicles and an off-road vehicle having such a cooling system. 
     BACKGROUND 
     There exist various types of vehicles used mainly in off-road conditions. One such type is the side-by-side off-road vehicle (SSV). The name “side-by-side” refers to the seating arrangement of the vehicle in which the driver and a passenger are seated side-by-side. Some side-by-side off-road vehicles also have a second row of seats to accommodate one or more additional passengers. These vehicles typically have an open cockpit, a roll cage and a steering wheel. 
     In order to increase the efficiency and power output of an engine, it is known to provide the engine with a turbocharger. The turbocharger is a turbine driven by exhaust gases of the engine which compresses air prior to supplying this air to the engine. Due to the compression and the heat transfer from the hot exhaust gases, the air exiting the turbocharger is hotter than the air entering the turbocharger. However, hot intake air reduces the efficiency of an engine. 
     Therefore, in order to cool the air leaving the turbocharger before supplying it to the engine, some vehicles are provided with heat exchanging systems, such as an intercooler. The intercooler cools the air leaving the turbocharger and then supplies this air to the engine. 
     Although this solves the problem associated with hot air being supplied to the engine, there can also be problems associated with the overheating of the turbocharger itself which the intercooler does not address. If the turbocharger overheats, it could become damaged and/or wear prematurely. Therefore it would be desirable to cool the turbocharger. Cooling the turbocharger also has the added benefit of having cooler air exiting the turbocharger, thereby improving efficiency. 
     Also, during operation, the turbocharger radiates heat to components that are nearby. The heating of these nearby components by the turbocharger could negatively impact their performance and could possible lead to damage and/or premature wear of these nearby components. Therefore it would be desirable to cool the components that are near the turbocharger. 
     Although it would be possible to provide a dedicated cooling system for the turbocharger and the nearby components, such a liquid cooling system, such a system adds weight, cost and complexity to the vehicle. Furthermore, side-by-side off-road vehicles are generally narrower and shorter than on-road vehicles such as cars. As such, there is less space available to dispose the various components that would be needed to provide such a dedicated cooling system for the turbocharger. 
     Thus there is a desire for a system for cooling a turbocharger that is simple, that does not add too much weight and complexity, and that fits within the limited overall dimensions of side-by-side off-road vehicles. 
     SUMMARY 
     It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art. 
     According to one aspect of the present technology, there is provided a vehicle having a frame, at least one ground engaging member operatively connected to the frame, an internal combustion engine connected to the frame, a turbocharger fluidly connected to an air intake port of the engine, and a continuously variable transmission (CVT). The CVT has a CVT housing defining at least one CVT inlet for fluidly communicating an interior of the CVT housing with an atmosphere, a primary pulley housed in the CVT housing and operatively connected to the engine, a secondary pulley housed in the CVT housing and operatively connected to at least one of the at least one ground engaging member, a belt housed in the CVT housing and looped around the primary and secondary pulleys to transfer torque between the primary and secondary pulleys, and a CVT outlet conduit having an outlet portion. The CVT outlet conduit fluidly communicates the interior of the CVT housing with the atmosphere. The outlet portion is oriented to generate a cooling air flow from air flowing out of the CVT housing via the CVT outlet conduit. The cooling air flow cools at least one of: at least a portion of the turbocharger; and at least a portion of a component of the vehicle disposed on a same side of the outlet portion as the portion of the turbocharger. 
     According to some implementations of the present technology, the cooling air flow flows over the at least one of: at least the portion of the turbocharger; and at least the portion of the component of the vehicle. 
     According to some implementations of the present technology, the cooling air flow cools both at least the portion of the turbocharger and at least the portion of the component. 
     According to some implementations of the present technology, the portion of the turbocharger and the portion of the component are disposed between the outlet portion and the engine. 
     According to some implementations of the present technology, at least one CVT inlet conduit is connected to the at least one CVT inlet. 
     According to some implementations of the present technology, the at least one CVT inlet includes two CVT inlets. The at least one CVT inlet conduit is two CVT inlet conduits. Each CVT inlet conduit is connected to a corresponding one of the two CVT inlets. One of the two CVT inlets is disposed closer to the primary pulley than to the secondary pulley. Another one of the two CVT inlets is disposed closer to the secondary pulley than to the primary pulley. 
     According to some implementations of the present technology, the CVT housing includes a first portion and a second portion. The first portion is separable from the second portion. The one of the two CVT inlets is disposed in the first portion. The other one of the two CVT inlets is disposed in the second portion. 
     According to some implementations of the present technology, the vehicle also has an air intake assembly having at least one air intake assembly inlet and two air intake assembly apertures. Each CVT inlet conduit is fluidly connected to a corresponding one of the two air intake assembly apertures. 
     According to some implementations of the present technology, the CVT outlet conduit is a first CVT outlet conduit. A second CVT outlet conduit fluidly communicates the interior of the CVT housing with the atmosphere. An inlet of one of the first and second CVT outlet conduits is disposed closer to the primary pulley than to the secondary pulley. An inlet of another one of the first and second CVT outlet conduits is disposed closer to the secondary pulley than to the primary pulley. 
     According to some implementations of the present technology, the inlet of the first CVT outlet conduit is disposed closer to the primary pulley than to the secondary pulley. The inlet of the second CVT outlet conduit is disposed closer to the secondary pulley than to the primary pulley. 
     According to some implementations of the present technology, the CVT housing includes a first portion and a second portion. The first portion is separable from the second portion. The inlets of the first and second CVT outlet conduits are disposed in the first portion. 
     According to some implementations of the present technology, an exhaust system is fluidly connected to an exhaust port of the engine. The second CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the second CVT outlet conduit over a portion of the exhaust system. 
     According to some implementations of the present technology, the vehicle also has an air intake assembly having at least one air intake assembly inlet and at least one air intake assembly aperture. The CVT inlet fluidly communicates with the air intake assembly aperture. 
     According to some implementations of the present technology, at least one screen filter is disposed in the air intake assembly and is connected to the at least one air intake assembly aperture for filtering air entering the at least one air intake assembly aperture. 
     According to some implementations of the present technology, the vehicle also has an air intake assembly having at least one air intake assembly inlet and at least one air intake assembly aperture. The air intake assembly aperture fluidly communicates with the turbocharger. 
     According to some implementations of the present technology, an air filter is fluidly connected between the at least one air intake assembly aperture and the turbocharger. 
     According to some implementations of the present technology, a blow-by gas tube fluidly communicates the engine with a conduit fluidly communicating the air filter with the turbocharger. 
     According to some implementations of the present technology, an outlet of the CVT outlet conduit is vertically lower than the at least one air intake assembly inlet. 
     According to some implementations of the present technology, an intercooler fluidly communicates with the turbocharger for receiving pressurized air from the turbocharger. The intercooler fluidly communicates with the engine for supplying air to the engine. 
     According to some implementations of the present technology, a base is disposed above the engine. The intercooler and the air intake assembly are mounted to the base. 
     According to some implementations of the present technology, a seat is connected to the frame. The seat has a seat bottom, a seat back and a headrest. The at least one air intake assembly inlet is disposed rearward of the headrest and is at least partially aligned laterally and vertically with the headrest. 
     According to some implementations of the present technology, the at least one air intake assembly inlet faces generally forward. 
     According to some implementations of the present technology, a seat is connected to the frame and disposed forward of the engine. The turbocharger is disposed longitudinally between the seat and the engine. 
     According to some implementations of the present technology, a wall is connected to the frame behind the seat and forward of the engine. The turbocharger is disposed longitudinally between the wall and the engine. 
     According to some implementations of the present technology, the component is a starter motor connected to a front of the engine. The CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the CVT outlet conduit over a portion of the starter motor. 
     According to some implementations of the present technology, the component is a knock sensor connected to a front of the engine. The CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the CVT outlet conduit over a portion of the knock sensor. 
     For purposes of this application, terms related to spatial orientation such as forwardly, rearward, upwardly, downwardly, left, and right, are as they would normally be understood by a driver of the vehicle sitting thereon in a normal riding position. Terms related to spatial orientation when describing or referring to components or sub-assemblies of the vehicle, separately from the vehicle should be understood as they would be understood when these components or sub-assemblies are mounted to the vehicle, unless specified otherwise in this application. In the event of a discrepancy between an explanation in the present application and an explanation in a document incorporated herein by reference, the explanation in the present application takes precedence. 
     Implementations of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein. 
     Additional and/or alternative features, aspects and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
         FIG. 1  is a perspective view of an off-road vehicle taken from a front, left side; 
         FIG. 2  is a left side elevation view thereof; 
         FIG. 3  is a front elevation view thereof; 
         FIG. 4  is a rear elevation view thereof; 
         FIG. 5  is a top plan view thereof; 
         FIG. 6  is a perspective view taken from a rear, left side of a frame, a CVT and a portion of an air intake system of the vehicle of  FIG. 1 ; 
         FIG. 7  is a top plan view of the frame and a portion of the air intake system of the vehicle of  FIG. 1 ; 
         FIG. 8  is a left side elevation view of the frame, the CVT and a portion of the air intake system of the vehicle of  FIG. 1 ; 
         FIG. 9  is a rear elevation view of the frame and a portion of the air intake system of the vehicle of  FIG. 1 ; 
         FIG. 10  is a perspective view taken from a rear, left side of the frame, a portion of the air intake system, and a portion of an exhaust system of the vehicle of  FIG. 1 ; 
         FIG. 11  is a front elevation view of seats, an engine and associated components of the engine of the vehicle of  FIG. 1 ; 
         FIG. 12  is a left side elevation view of the components of  FIG. 11 ; 
         FIG. 13  is a bottom plan view of the seats, powertrain, and rear suspension assemblies of the vehicle of  FIG. 1 ; 
         FIG. 14  is a right side elevation view of the engine, air intake system and exhaust system of the vehicle of  FIG. 1 , with some components removed for clarity; 
         FIG. 15  is a front elevation view of the components of  FIG. 14 ; 
         FIG. 16  is a rear elevation view of the components of  FIG. 14 ; 
         FIG. 17  is a top plan view of the components of  FIG. 14 ; 
         FIG. 18  is a perspective view taken from a rear, left side of the air intake system and the CVT of the vehicle of  FIG. 1 ; 
         FIG. 19  is a rear elevation view of the components of  FIG. 18 ; 
         FIG. 20  is a front elevation view of the components of  FIG. 18 ; 
         FIG. 21  is a left side elevation view of the components of  FIG. 18 ; 
         FIG. 22  is a top plan view of the components of  FIG. 18 ; 
         FIG. 23  is a bottom plan view of the components of  FIG. 18 ; 
         FIG. 24  is a partially exploded view of the components of  FIG. 18  take from a front, right side with the pulleys and the belt of the CVT removed; 
         FIG. 25  is a top plan view of the components of  FIG. 18  with a cover of an air intake assembly, a cover of an intercooler and a portion of the CVT removed; 
         FIG. 26  is a front elevation view of the components of  FIG. 25 ; 
         FIG. 27  is perspective view taken from a rear, left side of the components of  FIG. 18  with the CVT, the cover of the air intake assembly and the cover of the intercooler removed and with a filter housing of the air intake assembly shown separated from a base; 
         FIG. 28  is a perspective view taken from a rear, right side of the filter housing of the air intake assembly with filters and a grating provided thereon; 
         FIG. 29  is a top plan view of the filter housing of  FIG. 28  with the filters; 
         FIG. 30  is a left side elevation view of the filter housing of  FIG. 28 ; 
         FIG. 31  is a front elevation view of the filter housing of  FIG. 28 ; 
         FIG. 32  is a rear elevation view of the filter housing of  FIG. 28 ; 
         FIG. 33  is a bottom plan view of the filter housing of  FIG. 28 ; 
         FIG. 34  is a perspective view taken from a rear, right side of the filter housing of  FIG. 28 ; 
         FIG. 35  is a perspective view taken from a rear, right side of alternative implementation of the filter housing of the air intake assembly; 
         FIG. 36  is a perspective view taken from a front, right side of the engine, air intake system and exhaust system of the vehicle of  FIG. 1 , with an alternative implementation of a CVT outlet conduit, with some components removed for clarity; 
         FIG. 37  is a perspective view taken from a rear, right side of the alternative implementation of the CVT outlet conduit of  FIG. 36 ; 
         FIG. 38  is a rear view of the CVT outlet conduit of  FIG. 37 ; 
         FIG. 39  is a bottom view of the CVT outlet conduit of  FIG. 37 ; 
         FIG. 40  is a left side elevation view of an air box of the CVT outlet conduit of  FIG. 37  mounted to an alternative implementation of the separation wall of the vehicle of  FIG. 1 , with a rear surface of the driver seat and a front portion of the engine illustrated schematically; and 
         FIG. 41  is a perspective view taken from a front, right side of the air box and separation wall of  FIG. 40 , with the air box disconnected from the separation wall. 
     
    
    
     DETAILED DESCRIPTION 
     The present technology will be described with respect to a four-wheel off-road vehicle  10  having two side-by-side seats  24 ,  26  and a steering wheel  34 . However, it is contemplated that some aspects of the present technology may apply to other types of vehicles such as, but not limited to, off-road vehicles having more or less than four wheels. 
     The general features of the off-road vehicle  10  will be described with respect to  FIGS. 1 to 5 . The vehicle  10  has a frame  12 , two front wheels  14  connected to a front of the frame  12  by front suspension assemblies  16  and two rear wheels  18  connected to the frame  12  by rear suspension assemblies  20 . 
     The frame  12  defines a central cockpit area  22  inside which are disposed a driver seat  24  and a passenger seat  26 . In the present implementation, the driver seat  24  is disposed on the left side of the vehicle  10  and the passenger seat  26  is disposed on the right side of the vehicle  10 . However, it is contemplated that the driver seat  24  could be disposed on the right side of the vehicle  10  and that the passenger seat  26  could be disposed on the left side of the vehicle  10 . Each seat  24 ,  26  has a seat bottom  28 , a seat back  30  and a headrest  32 . 
     A steering wheel  34  is disposed in front of the driver seat  24 . The steering wheel  34  is used to turn the front wheels  14  to steer the vehicle  10 . Various displays and gauges  36  are disposed above the steering wheel  34  to provide information to the driver regarding the operating conditions of the vehicle  10 . Examples of displays and gauges  36  include, but are not limited to, a speedometer, a tachometer, a fuel gauge, a transmission position display, and an oil temperature gauge. 
     As can be seen in  FIG. 2 , an engine  38  is connected to the frame  12  in a rear portion of the vehicle  10 . The engine  38  is connected to a continuously variable transmission (CVT)  40  disposed on a left side of the engine  38 . The CVT  40  includes a CVT housing  42  inside which a primary pulley  44 , a secondary pulley  46  and a belt  48  (shown in dotted lines in  FIG. 12 ) of the CVT  40  are housed. The CVT  40  is operatively connected to a transaxle  50  ( FIG. 12 ) to transmit torque from the engine  38  to the transaxle  50 . The transaxle  50  is disposed behind the engine  38 . The primary pulley  44  is mounted to an output shaft  45  ( FIG. 13 ) of the engine  38 . The secondary pulley  46  is mounted to an input shaft  47  ( FIG. 13 ) of the transaxle  50 . The belt  48  is looped around the primary and secondary pulleys  44 ,  46  to transmit torque between the primary and secondary pulleys  44 ,  46 . The transaxle  50  is operatively connected to the front and rear wheels  14 ,  18  to propel the vehicle  10 . A fuel tank (not shown) is suspended from the frame  12  in front of the passenger seat  26  and stores the fuel to be used by the engine  38 . 
     Turning back to  FIGS. 1 to 5 , body panels of the vehicle  10  will be described. The body panels are connected to the frame  12 . The panels help protect the internal components of the vehicle  10  and provide some of the aesthetic features of the vehicle  10 . Front panels  52  are connected to a front of the frame  12 . The front panels  52  are disposed forward of the front suspension assemblies  16  and laterally between the front wheels  14 . The front panels  52  define two apertures inside which the headlights  54  of the vehicle  10  are disposed. A cover  56  extends generally horizontally reward from a top of the front panels  52 . The cover  56  defines an aperture  58  through which tops of the front suspension assemblies  16  protrude. Front fenders  60  are disposed rearward of the front panels  52  on each side of the vehicle  10 . Each front fender  60  is disposed in part above and in part behind of its corresponding front wheel  14 . Lower panels  62  extend along the bottom of the frame  12  between the front and rear wheels  14 ,  18 . As can be seen in  FIG. 2  for the left lower panel  62 , each lower panel  62  has a front end disposed under the bottom portion of its corresponding front fender  60  and extends rearward therefrom. A generally L-shaped panel  64  is disposed behind the rear end of each lower panel  62 . Generally L-shaped rear fenders  66  extend upward and then rearward from the rear, upper ends of the L-shaped panels  64 . Each rear fender  66  is disposed in part above and in part forward of its corresponding rear wheel  18 . The rear fenders  66  define apertures at the rear thereof to receive the brake lights  68  of the vehicle  10 . It is contemplated that the brake lights  68  could be replaced with reflectors or that reflectors could be provided in addition to the brake lights  68 . 
     On each side of the vehicle  10 , the front fender  60 , the lower panel  62 , the L-shaped panel  64  and the rear fender  66  define a passage  70  through which a driver (or passenger depending on the side of the vehicle  10 ) can enter or exit the vehicle  10 . Each side of the vehicle  10  is provided with a door  72  that selectively closes an upper portion of the corresponding passage  70 . Each door  72  is hinged at a rear thereof to its corresponding rear fender  66  and its associated portion of the frame  12 . Each door  72  is also selectively connected at a front thereof to the frame  12  via a releasable latch (not shown). It is contemplated that each door  72  could be hinged at a front thereof and latched at a rear thereof. As best seen in  FIG. 2  for the left side of the vehicle  10 , when the doors  72  are closed the lower portions of the passages  70  are still opened. It is contemplated that nets could extend in the lower portions of the passages  70  when the doors  72  are closed or that the doors  72  could be larger so as to close the lower portions of the passages  70 . 
     As best seen in  FIG. 5 , the rear fenders  66  define a cargo space  74  therebetween behind the seats  24 ,  26 . The cargo space  74  has a floor  76  extending horizontally between the rear fenders  66 . The floor  76  has a plurality of apertures such that the floor  76  can act as an attachments base to receive anchors such as those described in U.S. Pat. No. 8,875,830, issued Nov. 4, 2014, the entirety of which is incorporated herein by reference, in order to secure various items in the cargo space  74 . It is contemplated that hooks or loops could be provided instead of or in addition to the apertures in the floor  76 . It is also contemplated that the floor  76  could not be provided with any attachment features. It is contemplated that the floor  76  could be replaced by a cargo box that can be tilted in order to dump its content. A separation wall  78  (best seen in  FIG. 6 ) is connected to the frame  12 , extends laterally and is disposed longitudinally between the seats  24 ,  26  and the floor  76 . As a result, the separation wall  78  separates the cockpit area  22  from the cargo space  74 . As best seen in  FIGS. 4 and 5 , rear panels  80  are disposed laterally between the rear wheels  18  behind the floor  76 . 
     Turning now to  FIGS. 6 to 10 , the frame  12  of the vehicle  10  will be described in more detail. The frame  12  has a central portion  82 , a front portion  84  and a rear portion  86 . As their names suggest, the front portion  84  is disposed in front of the central portion  82  and the rear portion  86  is disposed behind the central portion  82 . The central portion  82  defines the cockpit area  22  in which the seats  24 ,  26  are disposed. The central portion  82  also defines a roll cage  88 . The front suspension assemblies  16 , which are double A-arms suspensions, are connected to the central and front portions  82 ,  84  of the frame  12 . The engine  38 , the CVT  40  and the transaxle  50  are supported by the rear portion  86  of the frame  12 . The rear suspension assemblies  20 , which are trailing arm suspensions, are connected to the central and rear portions  82 ,  86  of the frame  12 . The frame  12  is made from a plurality of hollow cylindrical steel members and steel brackets that are welded to each other. It is contemplated that at least some of the hollow cylindrical members could be replaced by other types of members such as solid cylindrical members, hollow tubes having a cross-section other than circular, and beams, for example. It is also contemplated that the members and brackets could be made of another type of metal, such as aluminum for example. It is also contemplated that at least some of the members and brackets could be made of a non-metallic material, such as composite materials or plastics for example. It is also contemplated that at least some of the members and brackets could be joined to each other by means other than welding, such as by fastening and bonding for example. It is also contemplated that two or more of the members and brackets described below could be cast or otherwise formed as a single component. It is also contemplated that the frame  12  could have more or less members and brackets than described below depending on the type of materials used, the required strength and rigidity of the frame  12  and the weight of the components attached to the frame  12  for example. 
     Turning now to  FIGS. 11 to 16 , the powertrain of the vehicle  10  will be described. The engine  38  is connected to the frame  12  at a position behind the rearmost points of the seat bottoms  28 . More specifically, the engine  38  has two engine mounts  100 ,  102  on a lower portion thereof that are connected to brackets  104 ,  106  respectively ( FIG. 10 ) of the rear portion  86  of the frame  12 . The engine  38  is an in-line, three-cylinder, four-stroke internal combustion engine. It is contemplated that other types of internal combustion engines could be use, such as a V-twin or a two-stroke internal combustion engine for example. It is also contemplated that in some implementations, the engine  38  could be replaced by another type of motor such as a diesel engine or an electric motor for example. 
     As previously mentioned, the CVT  50  is mounted on the left side of the engine  38  and of the transaxle  50 . It is contemplated that the CVT  40  could be mounted on the right side of the engine  38  and of the transaxle  50 . The engine  38  drives the CVT  32  which drives the transaxle  50 . 
     The transaxle  50  is mounted to the back of the engine  38 . The transaxle  50  is mechanically connected to a shifter  108  ( FIG. 35 ). The shifter  108  is disposed laterally between the two seats  24 ,  26 . The shifter  108  allows the driver to select from a plurality of combinations of engagement of gears of the transaxle  50 , commonly referred to as gears. In the present implementation, the shifter  108  allows the driver to select a reverse gear, two forward gears (high and low) and a neutral position in which the transaxle  50  does not transmit torque to the wheels  14 ,  18 . It is contemplated that other types of connections between the shifter  108  and the transaxle  50  could be used. It is also contemplated that the transaxle  50  could select between transferring torque to only two of the wheels  14  or  18  and all four wheels  14 ,  18 , in which case a two-wheel drive, four-wheel drive selector would be provided in the vicinity of the driver. 
     The transaxle  50  has a plurality of gear trains connected to and driving a front output shaft  110 . As can be seen in  FIG. 13 , the front output shaft  110  is operatively connected to and drives three driveshaft  112  connected in series. The front driveshaft  112  drives a front differential  114 . Driven output gears of the front differential  114  are operatively connected to and drive the left and right front wheels  14  via assemblies of half-shafts  116 , constant velocity (CV) joints (not shown, but located inside flexible boots  118  in  FIG. 13 ), front wheel axles (not shown), and front wheel hubs  120 . The transaxle  50  incorporates a rear differential  122  that is driven by the plurality of gear trains. Driven output gears of the rear differential  122  are operatively connected to and drive the left and right rear wheels  18  via assemblies of half-shafts  124 , constant velocity (CV) joints (not shown, but located inside flexible boots  126  in  FIG. 13 ), rear wheel axles (not shown), and rear wheel hubs  128 . 
     Turning now to  FIGS. 14 to 27 , the air intake system of the vehicle  10  will be described. The air intake system has an air intake assembly  150  mounted to a base  152  disposed above the engine  38 . The air intake assembly  150  is disposed above a front, left portion of the engine  38 . The air intake assembly  150  defines an air intake assembly inlet  154  (best seen in  FIG. 20 ) through which air enters the air intake system. The air intake assembly  150  defines one air intake assembly aperture  156  and eight air intake assembly apertures  158 . It is contemplated that the air intake assembly  150  could have more than one air intake assembly aperture  156  and more or less than eight air intake assembly apertures  158 . The air intake assembly  150  will be described in greater detail below. Air exiting the air intake assembly  150  via the air intake assembly aperture  156  is supplied to the air intake ports of the engine  38  and air exiting the air intake assembly  150  via the air intake assembly apertures  158  is supplied to the interior of the CVT housing  42  as will be described below. 
     As can be seen in  FIGS. 7, 12 and 21 , the base  152  has an arcuate tab  160  at a front thereof that is fastened to a laterally extending frame member  162  having a circular cross-section. The frame member  162  is disposed behind the headrests  32  of the seats  24 ,  26 . As can be seen in  FIGS. 6 to 9 and 12 , the base  152  sits on and is fastened to a top of a laterally extending frame member  164  having a square cross-section. 
     As best seen in  FIG. 18 , the air intake assembly  150  has a downwardly extending recessed portion  166  extending below and connected to a bottom of the base  152 . The recessed portion  166  defines a space  168 . The recessed portion  166  defines an air intake assembly aperture  170  ( FIG. 26 ). A filter housing  300  of the air intake assembly  150 , described in greater detail below, sits on top of this space  168  above the air intake assembly aperture  170 . As can be seen in  FIG. 27 , a compressible bellows  172  is provided in the space  168 . The lower end of the bellows  172  is connected at its lower end around the air intake assembly aperture  170  and forms an air-tight seal around the air intake assembly aperture  170 . When the filter housing  300  is installed on the base  152 , the filter housing  300  compresses the bellows  172  and, as a result, the bellows  172  forms an air-tight seal around the air intake assembly aperture  156 . Therefore, air entering the air intake assembly aperture  156  flows to the air intake assembly aperture  170  via the bellows  172  and does not leak into the space  168  around the bellows  172 . Similarly, air in the space  168  does not leak into the bellows  172 . 
     Returning to  FIGS. 14 to 27 , from the bellows  172  and the air intake assembly aperture  170 , air flows into an air intake pipe  174  which extends downward and forward and enters through a top portion of an air filter housing  176  near a right end thereof. The air filter housing  176  is generally cylindrical and contains an air filter  178  (shown in dotted lines in  FIG. 20 ). From its right end, the air filter housing  176  extends downward, forward and to the left. The air filter housing  176  is provided with a drain  180  at a lower left corner thereof, which is the lower portion of the air filter housing  176 , to permit any debris that may have accumulated in the air filter housing  176  to be drained from the air filter housing  176 . The air filter housing  176  is rigidly connected to the wall  78 . 
     As best seen in  FIG. 26 , a flexible conduit  182  extends right from a right end wall of the air filter housing  176 . The right end of the conduit  182  is connected to a turbocharger  184  ( FIG. 15 , schematically shown in dotted lines in  FIGS. 20, 23, 24 and 26 ) such that air can flow from the filter housing  176  to the turbocharger  184 . As can be seen in  FIG. 26 , from the air filter housing  176 , the flexible conduit  182  goes up to an apex and then down to the turbocharger  184 . A tube connector  186  extends upward and rearward from the section of the conduit  182  located between the apex of the conduit  182  and the turbocharger  184 . A blow-by gas tube  188 , best seen in  FIGS. 26 and 27 , is connected to the tube connector  186 , extends under the base  152  around the engine  38  and then connects to a cylinder head of the engine  38  such that blow-by gases generated in the engine  38  are returned to the intake air to be supplied to the engine  38 . By locating the tube connector  186  between the apex of the conduit  182  and the turbocharger  184 , any oil entrained with the blow-by gases will flow in the conduit  182  toward the turbocharger  184  and not toward the air filter  178  in the air filter housing  176 . 
     The turbocharger  184  is disposed in front of the cylinders of the engine  38  and is generally laterally centered relative to the engine  38 . The turbocharger  184  is longitudinally between the engine  38  and the wall  78 , and is therefore also longitudinally between the engine  38  and the seats  24 ,  26 . The exhaust gases are supplied from the engine  38  to power a turbine of the turbocharger  184  that compresses the air supplied from the conduit  182  to the turbocharger  184 . 
     From the turbocharger  184 , air enters a pipe  190  that extends rearward, upward and toward the left and connects to a left side of an intercooler  192  as can be seen in  FIG. 23 . The intercooler  192  includes passages for the flow of air coming from the pipe  190  for cooling the air that has previously been heated in the turbocharger  184 . The intercooler  192  is mounted on the base  152  to the right of the air intake assembly  150 . The intercooler  192  is disposed at an angle such that its rear end is higher than its front end. The intercooler  192  is disposed rearward of the driver and passenger seats  24 ,  26 . As can be seen in  FIG. 11 , a majority of the intercooler  192  is aligned laterally with the space defined between the seat backs  30  of the seats  24 ,  26 . As such, when the vehicle  10  moves forward, the air passing between the seats  24 ,  26  flows through the intercooler  192  to assist in cooling the air flowing through the intercooler  192  from the pipe  190 . A cover  194  is connected to the base  152  over the intercooler  192 . The cover  194  has a plurality of forwardly facing inlets directing air toward the intercooler  192 . The cover  194  is provided with two tongues  191  ( FIG. 24 ) at the front thereof and two downwardly extending pins  193  (only one shown in  FIG. 24 ) near a rear thereof. To install the cover  194 , the tongues are inserted into grooves  195  formed behind the tab  160  (see  FIG. 25 ). The cover  194  is then pivoted down such that the pins are received inside apertures defined by grommets  197  ( FIG. 27 ) provided in the base  152 , thereby retaining the cover  194  on the base  152 . A handle  199  ( FIG. 19 ) provided on the back of the cover  194  allows a user to lift the back of the cover  194  in order to remove the cover  194  from the base  152 . A fan  196  is connected under the base  152  under the intercooler  192 . An aperture (not shown) is defined in the base  152  between the intercooler  192  and the fan  196 . The fan  196  generates an air flow through the intercooler  192  based on conditions related at least in part on a position of a throttle valve (not shown) of a throttle body  202  ( FIGS. 12, 17 ) and on engine speed. 
     From the intercooler  192 , air flows in a pipe  198  disposed on a right end of the intercooler  192  best seen in  FIG. 23 . The pipe  198  is disposed under the base  152 . The pipe  198  has a first portion that extends downward from the intercooler  192 , then rearward and toward the left to a second portion extending toward the left to a third portion that extends forward, toward the left and then downward. The second portion of the pipe  198  is connected to the base  152  by a clip  200  ( FIG. 23 ). From the pipe  198 , air enters the throttle body  202  ( FIGS. 12, 17 ) which includes a throttle valve (not shown) to control the flow of air to the engine  38 . The position of the throttle valve is determined at least in part by the position of the throttle pedal (not shown) disposed in front of the driver seat  24 . From the throttle body  202 , the air enters a plenum  204  ( FIG. 17 ) extending laterally behind the cylinders of the engine  38 . From the plenum  204 , the air is supplied to the air intake ports of the engine  38 . 
     As previously mentioned, the air intake assembly  150  has eight air intake assembly apertures  158 . Air flowing out of the air intake assembly  150  via the air intake assembly apertures  158  flows into the space  168  under the filter housing  300 . In order to cool the CVT  40 , two CVT inlet conduits  250 ,  252  are connected between the recessed portion  166  of the air intake assembly  150  and the CVT housing  42  to supply air from the space  168  to an interior of the CVT housing  42 . The CVT housing  42  is made of a left portion  254  and a right portion  256  that are fastened to each other and which can be separated from each other in order to install and perform maintenance on the CVT  40 . The CVT inlet conduit  250  is connected to a front, bottom portion of the recessed portion  166  (see  FIG. 21 ) and extends downward therefrom. As best seen in  FIG. 24 , the lower end of the CVT inlet conduit  250  connects to a CVT inlet in a top, front portion of the right portion  256  of the CVT housing  42  such that the outlet of the CVT inlet conduit  250  is in proximity to the primary pulley  44 . As a result, air supplied by the CVT inlet conduit  250  flows over the primary pulley  44 . The CVT inlet conduit  252  is connected to a rear, bottom portion of the recessed portion  166  (see  FIG. 21 ) and extends downward therefrom. As can be seen in  FIG. 21 , the lower end of the CVT inlet conduit  252  connects to a CVT inlet in a top, rear portion of the left portion  254  of the CVT housing  42  such that the outlet of the CVT inlet conduit  252  is in proximity to the secondary pulley  46 . As a result, air supplied by the CVT inlet conduit  252  flows over the secondary pulley  46 . 
     To exhaust the air from the interior of the CVT housing  42 , two CVT outlet conduits  258 ,  260  are connected to the CVT housing  42  and open to the atmosphere as best seen in  FIG. 24 . The highest points of CVT outlet conduits  258 ,  260  are vertically lower than the base  152 , and are therefore vertically lower than the air intake assembly  150 . 
     An inlet of the CVT outlet conduit  258  is connected to a CVT outlet in a top, front portion of the right portion  256  of the CVT housing  42  such that the inlet of the CVT outlet conduit  258  is in proximity to the primary pulley  44 . From the right portion  256  of the CVT housing  42 , the CVT outlet conduit  258  extends forward, then toward the right to a flared outlet portion  262  that extends rearward, rightward and slightly downward. The CVT outlet conduit  258  is supported by a bracket  264  ( FIG. 24 ) connected to a front of the engine  38 . The outlet portion  262  of the CVT outlet conduit  258  is oriented to generate a cooling air flow from the air flowing out of the CVT housing  42  via the CVT outlet conduit  262 . The cooling air flow is an air flow resulting from and including the air coming out of the outlet portion  262  of the CVT outlet conduit  258  that cools components by withdrawing heat from them and/or by preventing heat from reaching these components. The cooling air flow cools at least a portion of the turbocharger  184  and components of the vehicle  10  that are nearby the turbocharger  184 , some of which are described below. These components of the vehicle  10  are near enough to the turbocharger  184  to be heated by heat radiated from the turbocharger  184 . In some implementations, the cooling air flow cools only the turbocharger  184  or only one or more of these components. 
     More specifically the outlet portion  262  of the CVT outlet conduit  258  directs the cooling air flow over a front of the engine  38 , a portion of the turbocharger  184 , a starter motor  266  ( FIG. 15 ) of the engine  38  that is mounted to a front of the engine  38 , and a knock sensor  267  of the engine  38  that is also mounted to the front of the engine  38 . As a result, the cooling air flow generated by air flowing out of the CVT outlet conduit  258  cools these components. The engine  38 , the turbocharger  184 , the starter motor  266  and the knock sensor  267  are all disposed at least in part rearward of the outlet portion  262  of the CVT outlet conduit  258 . 
     An inlet of the CVT outlet conduit  260  is connected to a CVT outlet in a top, rear portion of the right portion  256  of the CVT housing  42  such that the inlet of the CVT outlet conduit  260  is in proximity to the secondary pulley  44 . From the right portion  256  of the CVT housing  42 , the CVT outlet conduit  260  extends upward to an arcuate outlet portion  268  that extends upward, rightward and then slightly downward. The CVT outlet conduit  260  is supported by a bracket  270  ( FIG. 18 ) connected to the transaxle  50 . The outlet portion  268  of the CVT outlet conduit  260  is oriented to direct air flowing out of the CVT outlet conduit  260  over the transaxle  50  and a portion of the exhaust system of the engine  38  as will be described below. As a result, the air flowing out of the CVT outlet conduit  260  cools these components. 
     In an alternative implementation illustrated in  FIGS. 36 to 41 , the CVT outlet conduit  258  has been replaced by a CVT outlet conduit  500 . The CVT outlet conduit  500  has a pipe  502 , an air box  504 , and an outlet portion in the form of an outlet scoop  506 . 
     An inlet of the pipe  502  is connected to the CVT outlet in the top, front portion of the right portion  256  of the CVT housing  42 . From the right portion  256  of the CVT housing  42 , the pipe  50  extends forward and rightward and connects to an inlet of the air box  504 . The air box  504  defines an inverted generally U-shaped passage having a left vertical branch  508 , a horizontal branch  510 , and a right vertical branch  512 . The inlet of the air box  504  is disposed at a bottom of the left vertical branch  508 . The air box  504  also has a protrusion  514  extending rearward from a top thereof from the horizontal branch  510 . The protrusion  514  defines a generally downwardly facing outlet  516  ( FIG. 39 ). The air box  504  shields the outlet  516  from incoming dust and/or water, as the case may be, as the vehicle  10  moves forward. 
     As shown in  FIG. 40 , the air box  504  is mounted to a front of a separation wall  517  disposed longitudinally between the seats  24 ,  26  (the rear side of the driver seat  24  being schematically by line  519  in  FIG. 40 ) and the engine  38 , which is an alternative implementation of the separation wall  78  described above. As can also be seen in  FIG. 40 , part of the air box  504  is disposed longitudinally between the seats  24 ,  26  (i.e. line  519 ) and the separation wall  517 , and the separation wall  517  is disposed longitudinally between the air box  504  and the engine  38 . A majority of the air box  504  is disposed in the cockpit area  22 . The air box  504  is connected to the separation wall  517  along a lateral center thereof so a to cover a recess  521  ( FIG. 41 ) defined by the separation wall  517 . The recess  521  and the air box  504  are disposed laterally between the seats  24 ,  26 . The air box  504  has a pair of pins  518  ( FIG. 37 ) that are received in a pair of grommets  523  ( FIG. 41 ) provided in the separation wall  517  on either side of the recess  521  so as to connect the air box  504  to the separation wall  517 . The air box  504  is also supported by a pair of tabs  520  extending from a bottom thereof that are received in corresponding notches  525  defined in the separation wall  78  along the bottom edge of the recess  521 . The pipe  502  and the outlet scoop  506  both pass through the recess  521  to connect to the air box  504 . 
     The outlet scoop  506  is connected to an outlet of the air box  504  disposed at a bottom of the right vertical branch  512 . The outlet scoop  506  extends generally rearward from the outlet of the air box  504 . The outlet scoop  506  defines a primary outlet  522  and has a downwardly extending bypass channel  524  defining a secondary outlet  526 . 
     During operation, air flows out of the CVT housing  42 , flow through the pipe  502  and into the left vertical branch  508  of the air box  504 . Air then flows upward in the left vertical branch  508  and into the horizontal branch  510 . From the horizontal branch  510 , some air flows out to the atmosphere via the outlet  516  and some air flows downward in the right vertical branch  512 . From the right vertical branch  512 , air flows into the outlet scoop  506  and out to the atmosphere via the primary and secondary outlets  522 ,  526 . The primary and secondary outlets  522 ,  526  are oriented to generate cooling air flows from the air flowing out of the CVT housing  42  via the CVT outlet conduit  500 . As would be understood, air flowing out of the secondary outlet  526  flows more downward than the air flowing out of the primary outlet  522 . More specifically the primary outlet  522  directs the cooling air flow over the front of the engine  38  and a portion of the turbocharger  184 , and the secondary outlet  526  directs the cooling air flow over the front of the engine  38 , the starter motor  266  and the knock sensor  267 . As a result, the cooling air flows generated by air flowing out of the CVT outlet conduit  500  via the outlet scoop  506  cool these components. 
     In the event that the vehicle  10  is operated so as to become partially submerged in water and that the water level is above the outlet scoop  506 , air can still exhaust to the atmosphere via the outlet  516 . The inverted generally U-shape defined by the branches  508 ,  512 ,  514  also prevent water from flowing from the outlet scoop  506  into the CVT housing  42  as long as the water level remains below the outlet  516 . 
     Turning now to  FIGS. 20, 21, 24, and 27 , the air intake assembly  150  will be described in more detail. As previously mentioned, the air intake assembly  150  is mounted to the base  152 . The air intake assembly  150  includes the recessed portion  166 , a filter housing  300  and a cover  302 . The filter housing  300  defines the air intake assembly aperture  156  and the air intake assembly apertures  158 . 
     The filter housing  300  is mounted to the base  152  behind a vertical wall  304  integrally formed with the base  152 . To secure the front of the filter housing  300  to the base  152 , the filter housing  300  is provided with three tongues  306  (see  FIG. 29 ) extending from a lower front portion thereof that are inserted into three grooves  308  ( FIG. 27 ) formed in the base of the wall  304 . It is contemplated that more or less than three tongues  306  and three grooves  308  could be provided. To connect the rear of the filter housing  300  to the base  152 , the filter housing  300  is provided with a latch  310  that is releasably connected to a horizontal bar  312  ( FIG. 27 , shown connected in  FIG. 16 ) that is connected to the base  152 . The base  152  has a recessed edge  313  around the top of the recess to receive a seal  358  ( FIG. 32 ) at the bottom of the filter housing  300  to provide a seal between the bottom of the filter housing  300  and the space  168 . It is contemplated that the filter housing  300  could be connected to the base  152  through other means. 
     The cover  302  is provided with two hooks  314  at the front thereof and two downwardly extending pins  316  ( FIG. 24 ) near a rear thereof. To install the cover  302 , the hooks  314  are placed over a laterally extending frame member  318  having a circular cross-section (see  FIG. 7 ). The frame member  318  is disposed behind the headrests  32  of the seats  24 ,  26  above the frame member  162 . The cover  302  is then pivoted down about the frame member  318  such that the pins  316  are received inside apertures defined by grommets  320  provided in the base  152 . As a result, the cover  302  is secured to the base  152 . A handle  322  provided on the back of the cover  302  allows a user to lift the back of the cover  302  in order to remove the cover  302  from the base  152 . As can be seen in  FIG. 19 , the cover  302  extends partially over the cover  194  of the intercooler  192 . As such, the cover  194  must be installed before the cover  302  and the cover  302  must be removed before the cover  194 . 
     As can be seen in  FIGS. 20 and 21 , when installed, the cover  302  partially extends down over the left, right and rear sides of the filter housing  300 . However, since the cover  302  does not extend down to the base  152  and since there is a space between the top, left side, right side and rear side of the filter housing  300  and the corresponding sides of the cover  302 , air can enter the air intake assembly  150  via this space, thus forming an air inlet of the air intake assembly  150 . The path taken by the air to enter the air intake assembly  150  via this space is tortuous. The air must go under the lower edge of the cover  302  then up between the filter housing  300  and the cover  302 , thus separating some of the water and dust that may be present in the air. As can be see in  FIG. 20 , a space is defined above the front of the filter housing  300  between the top edge of the wall  304  and the front portion of the cover  302 , thus forming the air inlet  154  that faces generally forward. As should be understood by looking at  FIGS. 3, 11 and 12  in combination with  FIG. 20 , the air inlet  154  is disposed rearward of the headrest  32  of the driver seat  24  and is partially vertically and laterally aligned with this headrest  32 . As a result, the headrest  32  of the driver seat  24  partially shields the air inlet  154  from incoming dust and/or water, as the case may be, as the vehicle  10  moves forward. Also, since other portions of the air intake assembly  150  are positioned behind the headrest  32  of the driver seat  24 , this headrest  32  also partially shields the air inlet formed between the sides and rears of the filter housing  300  and the cover  302  from incoming dust and/or water, as the case may be, as the vehicle  10  moves forward. 
     Turning now to  FIGS. 28 to 34 , the filter housing  300  will be described in more detail. The filter housing  300  has a central raised portion  350 , a vertical wall  352  that extends on its left, right and rear sides, a vertical front lip  354  that extends on its front side, and a floor  356 . The floor  356  extends between the bottom left, right and rear sides of the raised portion  350  and the bottom of the wall  352  and between the bottom of the front side of the raised portion  350  and the bottom of the front lip  354 .  FIG. 30  shows the filter housing  300  as it is oriented when it is installed on the base  152 . As can be seen, the floor  356  slants down from its rear to its front. A seal  358  is connected to the bottom of the floor  356 . The seal  358  abuts the recessed edge  313  ( FIG. 27 ) when the filter housing  300  is connected to the base  152 . Drain apertures  360  are provided in the bottom front portions of the left and right sides of the wall  352  to permit the evacuation of water that may collect on the floor  356 . 
     As can be seen in  FIG. 29 , the filter housing  300  tapers toward its rear. The lip  354  is much shorter than the wall  352  so as not to impede the flow of air into the filter housing  300  and into the air intake assembly apertures  156 ,  158 . The previously mentioned tongues  308  extend from the floor  356  forward of the lip  354 . The previously mentioned latch  310  is connected to the back of the wall  352 . 
     As can be seen, the central raised portion  350  tapers slightly toward its top. The central raised portion  350  defines the air intake assembly apertures  156 ,  158 . The air intake assembly aperture  156  is circular and is defined in a top of the central raised portion  350  near a front thereof. A tube  362  ( FIG. 32 ) extends inside the central raised portion  350  downward from the air intake assembly aperture  156 . When the filter housing  300  is installed on the base  152 , the top edge of the flexible bellows  172  ( FIG. 27 ) abuts the lower edge of the tube  362  and forms a seal with it. Air flowing inside the air intake assembly aperture  156 , then flows in the tube  362 , then in the flexible bellows  172  and then through the various components mentioned above to then enter the air intake ports of the engine  38  as mentioned above. In  FIG. 28 , a grating  364  is provided over the air intake assembly aperture  156 . The grating  364  helps prevent large debris from entering into the air intake assembly aperture  156 . The grating  364  also includes a screen filter  365  to filter the air passing through the air intake assembly apertures  156 . It is contemplated that the grating  364  could be omitted. Two air intake assembly apertures  158  are defined in the top of the central raised portion  350 . These two air intake assembly apertures  158  follow a portion of the contour of the air intake assembly aperture  156  and extend rearward therefrom. The other six air intake assembly apertures  158  are defined in the sides, front and back of the central raised portion  350 . Screen filters  366  are connected to the air intake assembly apertures  158  to filter the air passing through the air intake assembly apertures  158 . The screen filters  366  are removable to permit their replacement. Once the air passes through the filters  366  and the air intake assembly apertures  158 , it flows inside the space  168  in the base  152  ( FIG. 27 ), then flows to the interior of the CVT housing  42  and then out to the atmosphere as described above. In one implementation, the screen filters  365 ,  366  are made of a hydrophobic mesh material to prevent not only dust but also at least a portion of water contained in the air from passing through the air intake assembly apertures  156 ,  158 . One example of such a hydrophobic mesh material is Nitex™. Other materials and types of filters are contemplated. 
       FIG. 35  illustrates a filter housing  600  that is an alternative implementation of the filter housing  300 . The filter housing  600  is the same as the filter housing  300  except that the grating  364  and screen filter  365  have been replaced by a cover  602  and screen filters  604 . As such, features of the filter housing  600  that are the same as those of the filter housing  300  have been labeled with the same reference numerals and will not be described again herein. Note that even though the latch  310  does not appear in  FIG. 35 , the filter housing  600  is provided with a latch  310  like the one of the filter housing  300 . 
     The cover  602  is disposed over the air intake assembly aperture  156  and is fastened to the top of the central raised portion  350  by three fasteners  606  (two of which can be seen in  FIG. 35 ). The cover  602  is removable to permit its cleaning and/or replacement. The cover  602  has a top defining a top aperture  608  and five lateral sides each defining a side aperture  610 . The top aperture  608  is separated in multiple sections by reinforcing ribs  612  of the cover  602 . The screen filters  604  are connected to the top and side apertures  608 ,  610  to filter the air before it flows to the intake assembly aperture  156 . In one implementation, the screen filters  604  are made of a hydrophobic mesh material to prevent not only dust but also at least a portion of water contained in the air from passing through the air intake assembly aperture  156 . One example of such a hydrophobic mesh material is Nitex™. Other materials and types of filters are contemplated. It is also contemplated that a single screen filter  604  having a shape complementary to the shape of the cover  602  could be provided inside the cover  602 . It is also contemplated that the cover  602  and the screen filters  604  could be integrally formed. 
     Turning now to  FIGS. 10 and 14 to 17 , the exhaust system of the vehicle  10  will be described. Exhaust gases from the combustion chambers of the engine  38  enter the exhaust system via an exhaust manifold  400  ( FIG. 15 ) connected to the front of the cylinders of the engine  38 . From the exhaust manifold  400 , the exhaust gases flow to the turbocharger  184  to drive the turbine of the turbocharger  184 . From the turbocharger  184 , the exhaust gases flow in an exhaust pipe  402  that first extends to the right and then rearward. From the exhaust pipe  402 , the exhaust gases flow rearward and upward through an expansion chamber  404 . It is contemplated that the expansion chamber  404  could house a catalytic converter. The expansion chamber  404  is disposed inside a heat shield  406 , a portion of which is removed in the figures to show the expansion chamber  404 . Air flowing out of the CVT outlet conduit  260  flows over the heat shield  406  as would be understood from  FIG. 14 . From the expansion chamber  404 , the exhaust gases flow in an exhaust pipe  408  that first extends rearward and then left into a muffler  410 . From the muffler  410 , the exhaust gases flow in an exhaust pipe  412  extending from the rear side of the muffler  410 . The exhaust pipe  412  is laterally centered on the vehicle  10 . The exhaust pipe  412  defines the rearward facing exhaust outlet  414  through which the exhaust gases flow to the atmosphere. The muffler  410  is connected to the transaxle  50  via brackets  416  as best seen in  FIGS. 14 and 16 . 
     The vehicle  10  implemented in accordance with some non-limiting implementations of the present technology can be represented as presented in the following numbered clauses. 
     CLAUSE 1: A vehicle comprising: a frame; at least one ground engaging member operatively connected to the frame; an internal combustion engine connected to the frame; a turbocharger fluidly connected to an air intake port of the engine; and a continuously variable transmission (CVT) having: a CVT housing defining at least one CVT inlet for fluidly communicating an interior of the CVT housing with an atmosphere; a primary pulley housed in the CVT housing and operatively connected to the engine; a secondary pulley housed in the CVT housing and operatively connected to at least one of the at least one ground engaging member; a belt housed in the CVT housing and looped around the primary and secondary pulleys to transfer torque between the primary and secondary pulleys; and a CVT outlet conduit having an outlet portion, the CVT outlet conduit fluidly communicating the interior of the CVT housing with the atmosphere, the outlet portion being oriented to generate a cooling air flow from air flowing out of the CVT housing via the CVT outlet conduit, the cooling air flow cooling at least one of: at least a portion of the turbocharger; and at least a portion of a component of the vehicle disposed on a same side of the outlet portion as the portion of the turbocharger. 
     CLAUSE 2: The vehicle of clause 1, wherein the cooling air flow flows over the at least one of: at least the portion of the turbocharger; and at least the portion of the component of the vehicle. 
     CLAUSE 3: The vehicle of clause 1 or 2, wherein the cooling air flow cools both at least the portion of the turbocharger and at least the portion of the component. 
     CLAUSE 4: The vehicle of any one of clauses 1 to 3, wherein the portion of the turbocharger and the portion of the component are disposed between the outlet portion and the engine. 
     CLAUSE 5: The vehicle of any one of clauses 1 to 4, further comprising at least one CVT inlet conduit connected to the at least one CVT inlet. 
     CLAUSE 6: The vehicle of clause 5, wherein: the at least one CVT inlet includes two CVT inlets; the at least one CVT inlet conduit is two CVT inlet conduits, each CVT inlet conduit being connected to a corresponding one of the two CVT inlets; one of the two CVT inlets is disposed closer to the primary pulley than to the secondary pulley; and another one of the two CVT inlets is disposed closer to the secondary pulley than to the primary pulley. 
     CLAUSE 7: The vehicle of clause 6, wherein: the CVT housing includes a first portion and a second portion, the first portion being separable from the second portion; the one of the two CVT inlets is disposed in the first portion; and the other one of the two CVT inlets is disposed in the second portion. 
     CLAUSE 8: The vehicle of clause 6 or 7, further comprising an air intake assembly having at least one air intake assembly inlet and two air intake assembly apertures; and wherein each CVT inlet conduit is fluidly connected to a corresponding one of the two air intake assembly apertures. 
     CLAUSE 9: The vehicle of any one of clauses 1 to 8, wherein the CVT outlet conduit is a first CVT outlet conduit; the vehicle further comprises a second CVT outlet conduit fluidly communicating the interior of the CVT housing with the atmosphere; wherein: an inlet of one of the first and second CVT outlet conduits is disposed closer to the primary pulley than to the secondary pulley; and an inlet of another one of the first and second CVT outlet conduits is disposed closer to the secondary pulley than to the primary pulley. 
     CLAUSE 10: The vehicle of clause 9, wherein: the inlet of the first CVT outlet conduit is disposed closer to the primary pulley than to the secondary pulley; and the inlet of the second CVT outlet conduit is disposed closer to the secondary pulley than to the primary pulley. 
     CLAUSE 11: The vehicle of clause 9 or 10, wherein: the CVT housing includes a first portion and a second portion, the first portion being separable from the second portion; and the inlets of the first and second CVT outlet conduits are disposed in the first portion. 
     CLAUSE 12: The vehicle of any one of clauses 9 to 11, further comprising an exhaust system fluidly connected to an exhaust port of the engine; and wherein the second CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the second CVT outlet conduit over a portion of the exhaust system. 
     CLAUSE 13: The vehicle of any one of clauses 1 to 12, further comprising an air intake assembly having at least one air intake assembly inlet and at least one air intake assembly aperture; and wherein the CVT inlet fluidly communicates with the air intake assembly aperture. 
     CLAUSE 14: The vehicle of clause 13, further comprising at least one screen filter disposed in the air intake assembly and connected to the at least one air intake assembly aperture for filtering air entering the at least one air intake assembly aperture. 
     CLAUSE 15: The vehicle of any one of clauses 1 to 14, further comprising an air intake assembly having at least one air intake assembly inlet and at least one air intake assembly aperture; and wherein the air intake assembly aperture fluidly communicates with the turbocharger. 
     CLAUSE 16: The vehicle of clause 15, further comprising an air filter fluidly connected between the at least one air intake assembly aperture and the turbocharger. 
     CLAUSE 17: The vehicle of clause 16, further comprising a blow-by gas tube fluidly communicating the engine with a conduit fluidly communicating the air filter with the turbocharger. 
     CLAUSE 18: The vehicle of any one of clauses 15 to 17, wherein an outlet of the CVT outlet conduit is vertically lower than the at least one air intake assembly inlet. 
     CLAUSE 19: The vehicle of any one of clauses 1 to 18, further comprising an intercooler fluidly communicating with the turbocharger for receiving pressurized air from the turbocharger, the intercooler fluidly communicating with the engine for supplying air to the engine. 
     CLAUSE 20: The vehicle of clause 19, further comprising a base disposed above the engine; and wherein the intercooler and the air intake assembly are mounted to the base. 
     CLAUSE 21: The vehicle of any one of clauses 1 to 20, further comprising a seat connected to the frame; and wherein: the seat has a seat bottom, a seat back and a headrest; and the at least one air intake assembly inlet is disposed rearward of the headrest and is at least partially aligned laterally and vertically with the headrest. 
     CLAUSE 22: The vehicle of clause 21, wherein the at least one air intake assembly inlet faces generally forward. 
     CLAUSE 23: The vehicle of any one of clauses 1 to 20, further comprising a seat connected to the frame and disposed forward of the engine; and wherein the turbocharger is disposed longitudinally between the seat and the engine. 
     CLAUSE 24: The vehicle of clause 23, further comprising a wall connected to the frame behind the seat and forward of the engine; and wherein the turbocharger is disposed longitudinally between the wall and the engine. 
     CLAUSE 25: The vehicle of any one of clauses 1 to 24, wherein the component is a starter motor connected to a front of the engine; and wherein the outlet portion of CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the CVT outlet conduit over a portion of the starter motor. 
     CLAUSE 26: The vehicle of any one of clauses 1 to 25, wherein the component is a knock sensor connected to a front of the engine; and wherein the CVT outlet conduit is oriented to direct air flowing out of the CVT housing via the CVT outlet conduit over a portion of the knock sensor. 
     Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.