#16

Cleveland State University SAE Baja Car Design Report

Cleveland State University SAE

ABSTRACT
The following report details the specifications and design
aspects used in manufacturing of an off-road Baja
vehicle.
Some alternatives were also discussed
throughout the design process. The vehicle is meant to
be accepted for manufacturing and compete in the 2014
Baja SAE Auburn competition. Rules and standards for
the vehicle design are set forth by the 2014 Baja SAE
rules.

enthusiast.
The vehicle must be safe, easy to
transported, easy to maintain, and most importantly fun
to drive. Rough terrain and adverse weather conditions
should not be a problem for the vehicle. The Baja
vehicle should be attractive to consumers because of its
aesthetics, performance, reliability and low cost of
maintenance.
Lastly, it should be able to be
manufactured using predominantly semi-skilled labor
and standard machine tools.

CUSTOMER REQUIREMENTS
INTRODUCTION
The Baja SAE competition is yearly facilitated by The
Society of Automotive Engineers (SAE) in order to
provide students with a hands-on educational
opportunity to engineer and build a prototype off-road
vehicle. It provides the teams with a project involving
the planning and manufacturing tasks found when
introducing a new product to the consumer industrial
market. The competition goals reflect the real world
demand for a balance between performance and cost.
Simultaneously, the focal point of the project will be
centered on the engineering process and the
methodology behind the design components.
A fictitious firm evaluates the design teams on many
different levels. The firm assesses the individual
concepts,
manufacturing
processes,
and
cost
effectiveness to determine how well each teams
solutions fall within the preset regulations. The team
assessments are compared to the performance of its
car. Each team has the individual goal to function as one
well-knit unit which will design and build a prototype
proof of concept. This prototype must be developed
within the official rules and guidelines described by the
SAE officials.

ENGINEThe Baja car must utilize an unmodified, ten

horsepower, air cooled, four-cycle, OHV Intek Model
205332 Type 0036-F1 engine made by Briggs &
Stratton. Other acceptable engine models include: Model
205432 Type 0536-E9 , Model 205332 Type 0536-E9 or
Model 205332 Type 0536-B1. No modifications may be
made except for the relocation of muffler, intake air filter,
and fuel tank. Only the single fuel tank supplied must be
used.

Figure 1Briggs & Stratton Intek Model 20

The design team is competing to have its design

accepted for manufacture by a fictitious firm. This firm
judges each Baja vehicle on its design goals and if each
goal has been accomplished. The team functions as
one to design, build, test, and compete within the
requirements set by the 2014 Baja SAE Series officials.

MufflerAny rerouting of the muffler must use 1.25 inch

inside diameter tube, and still use original muffler.

The purpose of the competition is to design and build a

prototype of a rugged, single seat, off-road recreational
vehicle. The target market for the vehicle is geared
toward the non-professional, weekend, off-road

Fuel TankThe fuel tank may be repositioned as long

as the fuel lines are not larger than the stock lines
supplied (i.e. outer diameter and inner diameter).

Air FilterIf air filter relocation is chosen, remote kit

792349 can be used, along with choke shaft 695329 and
base 699960, all from Briggs & Stratton.

ROLL CAGEThe purpose of the roll cage is to allow

minimal space surrounding the driver in order to prevent
the driver from being seriously injured during regular
operational usage. In the event of an accident the roll
cage must remain structurally sound.

guards and safety. Specific details regarding these

design components will be discussed further in latter
sections of this report.

Other requirements are:

Sharp edges are strictly prohibited on any part of the
roll cage and should be shielded or padded;
Minimum of 41 inches above the seating surface to
the bottom of the roll cage tubes;
Material for the cage must have bending stiffness
and strength that is greater than or equal to the
standard of one inch outside diameter 1018 steel
tubing with a wall thickness of 0.120 inch;
Material must have at least 0.18% carbon content.
The aforementioned is stipulated in the 2014
Competition Rules.

The Baja vehicle will undergo several dynamic and static

tests in the competition. The points earned in these
tests, or events, will determine how well the vehicle was
designed and performed. The goal is to place the
highest in as many events as possible. The best team
receives a small cash prize along with a fictitious
contract for the manufacturing of their Baja car.

COCKPIT The cockpit must be designed to (1) protect

the driver and (2) permit easy driver exit in an emergency.
(2014 Baja SAE Rules, B9.1).
FirewallThe use of a firewall is required. The firewall
must be made of sheet metal at least 0.020 inch thick
and separate the cockpit from the engine compartment
(B9.3).
Belly PanA belly pan must extend the entire length of
the cockpit so that the operator of the vehicle is not
exposed to the ground or miscellaneous debris.
Exceptions for the belly pan include:
Expanded metal,
Fabric,
Perforated panels (B9.8).
Body PanelsBody panels must also be mounted on
the sides of the vehicle to prevent debris from hitting the
driver. No gap larger than 0.25 inch can exist between
the panel and frame. Body panels must be made of
plastic, fiberglass, metal or similar material (B9.7).
Fire ExtinguisherThe cockpit must be equipped with a
fire extinguisher with a minimum UL rating of 5 B-C. To
add safety to the driver, all steering and suspension links
must be shielded in case of failure. Foot pedals must be
mounted and positioned to avoid the possibility of the
driver getting his or her foot trapped in any position.
BRAKING SYSTEMThe braking system on the Baja
car must include a single pedal hydraulic system that
provides braking to all four wheels. This braking system
consists of two independent hydraulic systems, one for
two front wheels, and the other for the two rear wheels.
The Baja vehicle must also have a functioning brake
light that is SAE S or U, which is a standard used for
lighting identification.
OTHER COMPONENTSOther components that must
be designed are the steering, suspension, and power
transmission systems. SAE does not put forth specific
requirements for these components, with exception of

DESIGN CRITERIA

DYNAMIC EVENTSEach Baja car must participate in

these five dynamic events: acceleration, traction,
maneuverability, endurance, and a specialty event. The
maximum scores possible are shown in Table 1 below:
Dynamic
Event

Points
(Maximum)

Acceleration

75

Hill Climb

75

Maneuverability

75

Suspension

75

Endurance

400

Table 1--Dynamic Scoring

With 1,000 points possible for the entire competition
(including static events).
AccelerationThe acceleration event will take place on
either a 100-foot or 150-foot long flat course. The
vehicle will be given two attempts to achieve its fastest
acceleration and top speed. The two factors taken in to
consideration when designing the vehicle for
acceleration were a lightweight frame and an effective
drive train gear ratio
Hill ClimbThis event tests the vehicles ability to use its
traction to accomplish various tasks. This event will be
either a hill climb or pulling event at the organizers
discretion. This years event will be a pull event. Points
will be received based on completion time if course is
completed, or distance traveled if the course is not
completed.
ManeuverabilityThe Baja vehicles suspension,
handling, and steering are all tested through the
maneuverability event.
This event is specifically
designed to have tight turns, ruts, bumps, rocks, inclines,
and pylon maneuvers. The vehicle will be given two
attempts in this one-lap course, with the vehicle
receiving the highest points for the fastest time
completing the course.

EnduranceThe objective of the endurance race is to

assess the vehicles ability to function continuously over
rough terrain in any weather condition. Some obstacles
that drivers have to tackle are the rocky paths, mud pits,
water holes, tight turns, and hills. The scoring for the
endurance race is based on laps of completion within a
four-hour period, without failure.
Specialty EventThis event is unique to each
competition location and makes use of anything that may
be available at the site. A rock crawl or mud bog are not
unusual elements thrown at the Baja vehicle. This year
the specialty event will be some sort of pull.

RESEARCH ON PAST DESIGNS

Inquiries have been made to previous teams who have
designed Baja SAE vehicles. Questions have been
raised about various configurations used in earlier cars:
power transmission, front suspension setup, rear
suspension setup, frame material and design, etc. The
research is necessary to avoid past mistakes and to
improve upon the successes of previous teams.
FRAME The frame constitutes the largest amount of
weight of the vehicle, steel tubing material selection is
most critical to reduce the weight The main focus was to
reduce the weight of the frame as much as possible,
while still fulfilling the strength requirements set out in
the Baja SAE Rules. The selection of material for the
frame has varied from design to design. An aluminum
frame from approximately 10 years prior was evaluated.
This frame weighs less than 60 lbs and met all the
stiffness and strength guidelines in the SAE Rule Book
from that year. In the 2008-2009 school year, the MiniBaja team used the standard tubing, thus not choosing a
stronger nor lighter material. In the 2010 school year, the
Baja design used 1.0 OD x 0.083 thick 4130 steel.
This choice was not lighter than the standard, but was
approximately 62% stronger than the same dimensions
in 1018 grade steel. In 2011, the design team used 1.25
OD x 0.049 thick 4130 grade steel. This tubing was
light when compared to the standard tubing set forth in
the SAE Consolidated Rules, was 30% stronger, 70%
stiffer, but almost 25% lighter in weight. However,
current rules require steel tubing with a minimum carbon
content of 0.18%. In this years design, the rules have
changed by increasing the size of the frame to offer
more safety to the driver of the vehicle. This means that
the roll cage will be larger than before thus making one
of the heaviest. Cleveland State has been fortunate
enough to have some of the frames from previous years
still in operation condition. They are currently being used
for driving practice as well as a visual timeline of
concepts both good and bad.
REAR SUSPENSION Another main design aspect
that varied from year to year is the rear suspension
setup. In the 2010 and 2011 competitions, the rear
suspension was independent. That is, each wheel acted
independently from one another when going over
bumps. The Mini-Baja vehicles built for the 2009 and

2010 competitions had a solid rear axle. All four

vehicles have been driven and tested to see which rearend setup offers the best performance. The solid rear
axle was liked due to the durability and reduced number
of components, but is somewhat unstable in cornering.
The independent suspension is preferred due to better
handling around corners and over rough terrain. The
independent axle all so offered a shortened overall
wheel base and very positive handling characteristics.
The weight of each setup is almost equal.
POWER TRANSMISSION The power train region was
looked at next for the design of the Mini-Baja. For many
years, the designs have used a Continuously Variable
Transmission (CVT). This type of transmission
automatically adjusts the speed/torque output of the
drive train depending on the load imposed on the
system. For flat terrain the CVT allows the vehicle to
obtain the top speed by continually decreasing the
amount of gear reduction. When a steep grade or
obstacle is encountered the CVT holds on to the
maximum gear reduction to maximize torque output
while the obstacle is being cleared. Meaning it functions
like an automatic transmission making it easy for anyone
to drive. The other type of transmission used in some
designs was a conventional manual transmission. This
choice is attractive because of its high efficiency.
However, after reviewing the results from the 2010
Midwest Competition it was found to have poor
performance, excessive weight, and a complicated
setup. The Idea 2010 cars manual transmission has yet
to be reused. Furthermore with the use of the CVT in the
regional Dayton Competition we were fortunate enough
to place first.

DESIGN OF CAR #16

An overall specification sheet is located in Appendix A.
The specification sheet includes information on the
wheelbase, transmission, curb weight and other
information pertaining to car #16.
FRAME DESIGNBaja SAE enforces many rules with
regards to designing the frame. Minimal variations are
allowed in order to maximize driver and spectator safety.
Frame MaterialAccording to the rules set forth in the
2014 Baja SAE Rules, any steel tubing can be used for
the frame and roll cage that has a minimum carbon
content of 0.18%, and greater than or equal to bending
strength and stiffness to that of 1020 steel with a 1-inch
outside diameter and a wall thickness of 0.120.
Bending strength and stiffness were calculated for
various grades of steel tubing while considering several
different outside diameter and wall thickness
combinations. In order to effectively compete in the
events, a lightweight but durable frame is needed. The
current roll cage is made of 1.25 OD x .065 thick 1020
steel. Other parts of the Baja vehicle use 1.25 OD x
.035 thick 1020 steel for parts of the front end. After
careful analysis of the rules, it was discovered that more
than one size of tubing could be used for the frame. This

fact allows us to save weight in the frame while adhering

to the rules.
Calculations showing the bending stiffness and bending
strengths of other types of steels used to determine the
frame material can be seen in Appendix B. The
standard tubing of 1018 steel, 1.00 OD x 0.120 wall
3
has a bending strength of approximately 3,500 psi-in
4
and a bending stiffness of roughly 970,000 psi-in . The
tubing that was selected for the frame has a bending
3
strength of about 3,660 psi-in and a bending stiffness of
4
roughly 1,260,000 psi-in .

Figure 3Roll Cage Members (in blue) meet rule

31.2.
based on the geometry of 2012's car. The weak
members that experienced minor deformations due to
repeated abuse are being replaced with stronger tubing
in the new design.
Confidence in the frame structure was manifest after
stress analysis was performed. In Figure 4, one can see
very few stress concentration areas exist.

Figure 2Main Roll Cage Members (in red) meet

rules 31.2.
For the engine cage and other supporting members of
the frame the same material of 1020 cold rolled was
selected. SAE does allow the design to use smaller size
tubing for these members per rule B8.3.12.
The
minimum requirement for these members is 1018 1
steel tubing with a wall thickness of 0.035. For these
members 1.25 1020 steel tubing with a wall thickness of
0.035 was selected. A weight reduction of 27.9% was
found in changing the steel tube sizes and wall
thicknesses. The minimum wall thickness was used for
these members in order to use as light as possible
tubing for the frame and allow for easy manufacturing.
The 1.25 O.D. x 0.035 wall thickness Is the preferable
tubing for additional members because it allows for one
size of tube (outside diameter) throughout vehicle and it
is the lightest weight and strongest alternative for this
application. Figure 3 shows the roll cage support
members and engine cage that meet this criterion.
Frame AnalysisThe frame was designed using the 3D
modeling program SolidWorks, making sure that it
adhered to all of the rules. This years 3D model was
then analyzed using COSMOS Works 2008, which is a
finite element analysis program that comes with the
SolidWorks package. The geometry of 2014's car is

Figure 4 Example of FEA Stress Analysis Program

(not current car)
POWER TRAIN DESIGNUse of the continuously
variable transmission (CVT) type of power train was
decided upon after previous successes. This decision
was mainly based on the great performance, and the
persistent success of CVT based cars. The CVT is fully
automatic and finds the best gear ratio for any given
terrain. Therefore, there is no need to monitor the
engines revolutions per minute (RPM) or gear selection.
The CVT uses infinite gearing for the correct power band
at any given moment that the vehicle is in motion. Also,
the maintenance of a CVT is very simple due to the fact
that only the belt requires periodic replacement or tuning
of the springs and weights. The only drawback to the
CVT is the estimated power loss of 15% from flywheel of
the engine, to the actual wheel horse power.

A manual locking differential is also a vital part of the

power train design.
TransmissionThe choice for this vehicle was the
Comet 500 Series CVT. Its tuneability and durability
were the key factors for choosing this CVT, although
some modification is required to properly work with the
engine and the rest of the drive train. The drive clutch
and driven clutch for the Comet CVT can be seen in
Figures 5 and 6, respectively.
Figure 7Honda Foreman Differential

Figure 5Comet 500 Series Drive Clutch

Figure 6Comet 500 Series Driven Clutch

DifferentialUtilization of a Honda Foreman ATVs

proprietary Cam and Pawl style differential allows the car
to operate with locked wheels under the application of
torque for maximum traction while also allowing for easy
navigation of turns when a sufficient speed difference
occurs between the inner and outer wheels results in
open differential behavior.
Only one extra gear reduction is needed between the
driven part of the CVT and the differential to obtain the
optimal gear ratio. The gear ratio of 10:1 after the CVT
provides the torque needed for quick accelerating and
hill climbs while allowing the vehicle to reach a maximum
speed of 30 mile per hour.
SUSPENSIONAn important aspect in determining
suspension geometry is the ratio between the wheel
travel and spring compression. Variations in a-arm
length, shock absorber length, mounting position, and
mounting angle will yield different wheel travel and
spring deflection ratios. The suspension system can be
optimized by selecting the proper configuration to
produce maximum wheel travel while utilizing full travel
that is allowable by the shock absorbers. The longer

distance the shock absorber travels will allow for better

energy dissipation and lower load transfer to the unsprung mass of the vehicle. Ideally, the ride height
should remain relatively level for the first increment of
wheel travel so that tire compliance and shock
absorption are achieved under normal conditions, and
then gradually become stiffer as the load is increased.
Therefore, greater wheel travel results in greater
resistance. This affect is produced by using progressive
springs which increases suspension resistance at higher
deflections thereby preventing the suspension system
and vehicle from bottoming out.
Front SuspensionThe universal (identical left and
right) double A-arm suspension was selected for use in
the front suspension (see Figure 8). This system was
chosen for its high quality, low cost, and relative
simplicity when compared to other setups. The front
suspension was designed to minimize the range in
camber and toe while the vehicle is in motion. In order
to minimize these two suspension aspects, graphical
analysis of extreme positions of the tire, in jounce and
rebound, are performed. Since this is an off-road
vehicle, the suspension must be designed to provide
maximum travel with quick response and return. By
using the same graphical analysis the wheel travel of the
Baja car was determined to be 12 inches. The response
and return of the suspension system will be determined
by springs and dampers that are purchased according to
shock mounting points, overall weight of the vehicle, and
un-sprung weight.
The castor angle is set at 10 which makes the vehicle
easier to drive in a straight line. The built in castor angle
also assists the vehicle in tackling all extreme terrain
conditions. The camber is set to negative 2 at static
ride height. The combination of these two makes the
vehicle more stable while driving in a straight line and
over rough terrain. This set up also creates a good
contact patch when steering. The toe set to 0, will make
steering more responsive.

Figure 8Front Suspension A-arms

Rear SuspensionThe suspension chosen was a 3-link
or Trailing arm / Radius Rod combination. This type of
independent suspension yields a great degree of terrain
navigation as the forward mounted pivot point allows the
rear of the car to easily roll over obstacles. The
independent rear suspension setup also gives the ability
to achieve the greatest amount of ground clearance
while keeping the engine relatively low for a low center
of gravity. This type of suspension also allows for use of
a differential which gives the car a tight turning radius.

Figure 9Polaris RZR 3-Link Suspension

Comparison
ShocksAlmost any ATV shock can be tuned to
function properly with this size and weight vehicle. The
shocks chosen were the Carrera Coil-Over shocks
(front) and the King 2.0 24 nitrogen emulsion shocks
(rear). These shocks are light weight and the King
shocks allow for stiffness adjustability based on internal
nitrogen pressure while the Carrera shocks allow ride
height and stiffness adjustment based on spring rate and
preload.

Figure 10Rear King 2.0 Air Shocks

BRAKING SYSTEMThe braking system for the Baja
car has to meet a number of performance parameters
that have been determined through consideration of the
operating environment.
The braking setup must
generate a sufficient amount of braking force to stop the
vehicle. The components of the system must also be
able to withstand the maximum operating pressures
generated during braking. The brake rotors must also
be able to absorb the kinetic energy associated with the
vehicle traveling at its maximum velocity and dissipate
the energy effectively.
The braking system is designed not only to meet these
minimum requirements but also to be reliable,
lightweight, serviceable, and easy to operate. The
maximum braking torque was calculated by determining
all the vertical forces on the tires at maximum
deceleration. The maximum deceleration of the vehicle
can be determined from the coefficient of friction
between the tire and road, which is assumed to be 0.8
for rubber on dry pavement, since the rules require that
the tires lock up on dry pavement. The stopping power
is greatly exceeded because full-size racing master
cylinders by Wilwood, coupled with single piston 2002
Yamaha Raptor calipers in front and 2007 Polaris
Ranger braking system in the rear are being used.
The braking system is one of the most important safety
features next to the roll cage. The designed braking
system provides adequate braking in any situation.
TIRES & WHEELSTire tread and size play a large role
in how well the car can grip the riding surface. A
superior tire tread selected for the front and rear offer
reliable performance and excellent results on dry, wet,
and muddy terrain.

WheelsThe front rims selected are 10"x5" with a

0.160 wall, heavy-duty rolled lip aluminum racing
wheels. The selected wall thickness offers a compromise
of strength and weight. In the rear, standard 12"x7" with
a lip 0.125 thick wheels are used to clear brake calipers.

of the engine or CVT, if needed. Also added this year is

a removable engine and CVT cradle that allows for quick
and easy repairs. All components are fastened with lock
nuts or safety wire ensuring that vibration will not cause
a failure in any system.

TiresRotating mass becomes an increasing issue with

high quality tires. Finding a quality tire that is still light
weight was a challenging task. The goal for tire choice
was a lightweight tire that was also cost effective while
maintaining quality. These tires each weigh 11 pounds
which keeps rotating mass to a minimum for ultimate
acceleration.

Minimizing the number of parts in the assembly of the

vehicle created fewer areas to fail. This in turn makes
repair a simple task of replacing the damaged or worn
out system.
Since the entire vehicle is designed
symmetrically along the vertical mid-plane, this allows for
faster assembly.

IMPROVEMENTS FROM PREVIOUS DESIGNS

Front TiresMaxxis Front Pro Tires 23"x7"-10" are
being used in the front. According to 4WheelParts.com,
"The Maxxis Front Pro provides positive precision
steering.
Its reinforced elongated knobs maintain
positive directional stability.
angled lateral knobs
increase steering precision in straight line tracking, as
well as cornering and braking."

WheelbaseA major improvement from last year's

design is a shortened wheelbase. In shortening up the
wheelbase of the vehicle, it will allow for a tighter turning
radius. This turning radius will demonstrate itself in the
maneuverability course and on the endurance course.

Rear TiresIn the rear, Maxxis Ceros Radial Tires

23"x8"-12" are being used. These are specifically built to
handle extreme abuse. It allows for the driver to
maintain precise handling at high speeds. The smoothrolling directional tread pattern creates predictable
braking. Front and rear tires are shown in Figure 11.

Weight DistributionIn the previous years, the car

tended to be front heavy so every jump would result in a
nose dive causing high stresses to the car, loss of
momentum, and great discomfort to the driver. This year
the engine and transmission are position as low as
possible and pushed back over the rear axle. Lighter
front tire and wheel combination further facilitate level
landings from jumps.
Engine & TransmissionWith the ideal gear ratio
coupled with the CVT, the vehicle will have no problem
negotiating rough terrain while still having a substantial
top speed.
This year's car added a new engine and CVT cradle that
allows the engine and CVT to be removed from the car
as one unit. Simple disconnection of the chain and
removal of a handful of bolts is all it takes. This is
integral for engine and/or CVT swaps, or maintenance
on either part.

Figure 11Front Tire (left) & Rear Tire (right)

MANUFACTURING AND SERVICEABILITY

The goal of the 2014 Baja team was to design a car that
was simple to manufacture while producing a product
that was pleasing to the eye. The drive train has a
minimal number of components. This minimized the
amount of brackets needed for mounting the engine and
transmission allow for a clean look and less hardware.
All gears and chains are contained in an enclosed
housing for cleanliness and safe operation. All of the
suspension mounts for the front and rear A-arms are
identical.
The vehicle with its simple and open design makes
service a simple task. The entire engine and drive train
area is wide open, allowing for quick and easy access.
The engine cage and the transmission guards are made
to be removable. This will allow for ease of replacement

FrameThe choice of using two different size steel

tubing allow for a lighter, but stronger frame. Fabrication
of more components throughout the vehicle allow for
lower the cost and also help to reduce weight by using
other types of materials instead of the standard metals
used.
A-armsThe front and rear are now outfitted with
universal A-arms. This allows for fewer differentiated
manufactured parts. Now, the front upper and lower aarms can be switched for either side, respectively;
likewise for the rear upper and lower.
Body PanelsThe team's body panels have been
modified to be easier to install and remove. This
includes simplified body panels for the front and sides,
along with fewer and better placed fasteners. In the
front is just one panel instead of three. The sides now
can be removed without tampering with the front

suspension.
These improvements allow for easy
replacement of damaged panels.
SteeringNew placement of steering wheel and rack
allow for better control and less fatigue of driver's arms.
Differential LockInnovative design and new location of
the manual differential lock handle assembly gives the
driver greater ability to activate/deactivate.
ElectricalA dual battery box permits longer drives
between charges.

CONCLUSION
The 2014 Baja team selected to concentrate on reducing
the gross vehicle weight while maintaining durability and
overall vehicle stability. Final configurations of the Baja
design include a more comfortable cockpit, refined front
suspension, fully independent suspension, lightweight
frame, a low center of gravity, and desirable jumping
characteristics.
Thorough research, a dedicated design team, and solid
construction will bring a very competitive vehicle to this
years Baja SAE Competition in Greenville, South
Carolina. We are certain that the Baja prototype will
perform well. Excitement is rapidly growing about
applying the knowledge and skills developed during the
manufacturing for next year's brand new design!
The team relied on perspectives from all students
involved, including our Business major and amateur firstyear members.

REFERENCES
1.
2.
3.
4.
5.

2014 Baja SAE Rules,<

http://www.sae.org/students/mbrules.pdf>
Babbitts Sports Center--Polaris OEM Parts,
<http://www.babbittsonline.com>
Building an Offroad Go Kart,
<http://www.diygokarts.com>
ATV Tire Finder, <http://www.4wheelparts.com>
Norton, Robert L.
Design of Machinery:
An
Introduction to the Synthesis and Analysis of
rd
Mechanisms and Machines. 3 ed. Boston:
McGraw-Hill, 2004.

6. Milliken, Douglas L., William F. Milliken. Race Car

Vehicle Dynamics. New York: SAE International,
1995.
th

7. Riley, William F. et al. Mechanics of Materials. 5

ed. New York: John Wiley and Sons, 1999.

8. Shigley, Joseph, et al. Mechanical Engineering

th
Design. 7 ed. New York: McGraw-Hill, 2003.
9. Smith, Carol. Engineer to Win. SAE International,
1984.

APPENDIX A

ENGINE
Type
4-stroke, OHV, Briggs & Stratton
Displacement
305 cc
Power
10 HP
Torque
14.50 ft-lb
DRIVE TRAIN
Transmission
Comet 500 Series
CVT Reduction
11:1
Gearbox Reduction
3.7:1
Final Drive Reduction
43.8:1
CHASSIS/SUSPENSION
Chassis Type
1020 steel, tubular frame
Overall Length
90 in.
Wheelbase
65 in.
Overall Width
62 in.
Front Suspension
Double A-arm
Rear Suspension
3-Link Trailing Arm/Radius Rod
Ground Clearance
14 in.
Shocks
King 2.0 and Carrera Coil-Over
Front Travel
14 in.
Rear Travel
12 in.
Weight
501 lbs.
WHEELS/TIRES
Front Tires
Maxxis Front Pro Tire, 23"x7"-10"
Front Wheels
10"x5"
Rear Tires
Maxxis Ceros Radial Tire, 23"x8"-12"
Rear Wheels
12"x7"

APPENDIX B

H = height of simulated vehicle drop

G = acceleration due to gravity
T = time to impact
KE = kinetic energy absorbed in impact
Table 2 - List of Steel Sizes and Calculations
V = impact velocity

Bending _ Strength

yield I

M = mass

router

W = weight of vehicle

Wall _ thickness OD ID
Moment _ of _ Inertia ( I )

ro4 ri 4
4
Modulus _ of _ Elasticity ( E ) 29,700ksi
Yield _ Strength ( y ) Given _ per _ material
Bending _ Stiffness E I
Bending _ Strength

y I
ro

Weight _ per _ foot Given

Bending _ Stiffness material
Stiffer
Bending _ Stiffness 1018
Stronger
Heavier

Bending _ Strength material

Bending _ Strength1018

Weight _ per _ foot material

Weight _ per _ foot1018

F = impact force
S = deflection of shock and/or tire