Design and Optimization of a Baja SAE Vehicle

A Major Qualifying Project

Submitted to the faculty of

Worcester Polytechnic Institute

In partial fulfillment of the requirements for the

Degree of Bachelor of Science

Submitted By:

_____________________________

Allan Burgess (ME)

_____________________________

Matthew Cote (ME)

_____________________________

Eric Crevoiserat (ME)

_____________________________

Jorge Martinez (ME)

Approved By:

_____________________________

David Planchard, Advisor

Date: April 27th, 2015

 BAJA SAE 2014- 2015

Abstract
The purpose of the 2014-15 Society of Automotive Engineers (SAE) Baja MQP was to

design, develop, and manufacture a vehicle within the specifications of the SAE Baja

Competition in order to enter a future competition. The chassis inherited from the 2013-14 SAE

Baja MQP was utilized as a framework that the new designs had to integrate within. The success

of the vehicle at competition will be driven by the individual subcomponents that make it unique

including a dual differential four-wheel drive system, double wishbone suspension configuration

in the front and rear, and five-speed manual transmission with a custom case that were all

designed and developed by the team using software simulations, finite analysis, and optimization

to test subcomponent interactions and packaging considerations. To manufacture the design, the

team used multiple local fabrication shops as well as the resources available on WPI’s campus.

i
 BAJA SAE 2014- 2015

Table of Contents
Abstract ............................................................................................................................................ i

Table of Figures ............................................................................................................................. vi

Table of Tables .............................................................................................................................. ix

Table of Equations ......................................................................................................................... ix

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

2013-2014 Baja SAE MQP ............................................................................................................. 3

Results ......................................................................................................................................... 4

Background Research ..................................................................................................................... 5

Control Arm Research and Analysis ........................................................................................... 5

Introduction ............................................................................................................................. 5

Control Arms & Parameters .................................................................................................... 5

Defining Camber ..................................................................................................................... 6

Control Arm Analysis .............................................................................................................. 8

Shock Assembly Research and Analysis .................................................................................. 13

Introduction ........................................................................................................................... 13

Air Shocks vs. Coil-Overs ..................................................................................................... 13

Comparative Analysis............................................................................................................ 16

ii
 BAJA SAE 2014- 2015

Power Delivery Research and Analysis .................................................................................... 18

Engine Chain vs. Belt Drive .................................................................................................. 18

Brake System Research and Analysis ....................................................................................... 22

Purpose .................................................................................................................................. 22

Drum vs. Disc Brakes ............................................................................................................ 23

Brake System Selection ......................................................................................................... 24

Brake System Product Selection............................................................................................ 26

Final Decision ........................................................................................................................ 26

Clutch Research and Analysis ................................................................................................... 27

Function ................................................................................................................................. 27

Clutch Components ............................................................................................................... 28

Throttle Research and Analysis................................................................................................. 32

Throttle Cable ........................................................................................................................ 32

Selection of Throttle Cable .................................................................................................... 34

Throttle Pedal ........................................................................................................................ 34

Throttle Analysis ................................................................................................................... 36

Transmission Research and Analysis ........................................................................................ 37

CVT vs. Manual Transmission .............................................................................................. 37

Final Decision ........................................................................................................................ 40

Manual Transmission Options ............................................................................................... 40

iii
 BAJA SAE 2014- 2015

Yamaha Big Bear 400 4x4..................................................................................................... 41

Mahindra Alfa........................................................................................................................ 42

Harley Five Speed ................................................................................................................. 43

Final Decision ........................................................................................................................ 44

Methods......................................................................................................................................... 45

Suspension Design Process ....................................................................................................... 45

Fourth and Fifth Design Iterations......................................................................................... 49

Steering Design Process ............................................................................................................ 52

Transmission Design Process .................................................................................................... 55

Drivetrain Design Process ......................................................................................................... 58

Wheel Adapter Design Process ................................................................................................. 60

Footwell Design Process ........................................................................................................... 62

Brake Design Process ................................................................................................................ 64

Results ........................................................................................................................................... 65

Suspension Results .................................................................................................................... 65

Steering Results ......................................................................................................................... 70

Transmission Results................................................................................................................. 73

Drivetrain Results ...................................................................................................................... 77

Power Distribution................................................................................................................. 77

Assembly ............................................................................................................................... 80

iv
 BAJA SAE 2014- 2015

Safety Considerations ............................................................................................................ 81

Wheel Adapter Results .......................................................................................................... 83

Footwell Results............................................................................................................................ 85

Brake Results ......................................................................................................................... 86

Throttle Results...................................................................................................................... 87

Knowledge Acquired .................................................................................................................... 88

Feasibility .................................................................................................................................. 88

Parallel Plans ............................................................................................................................. 88

Design Review Sessions............................................................................................................ 89

Future MQP Recommendations .................................................................................................... 90

Vehicle Improvements .............................................................................................................. 90

Testing ....................................................................................................................................... 90

Appendix A: SAE Rules and Regulations .................................................................................... 91

Appendix B: Polaris Shocks and Springs Price Comparison........................................................ 92

Appendix C: Fox Springs and Shocks Price and Size Chart ........................................................ 93

Appendix D: Suitable Spring and Shock Calculations ................................................................. 94

Works Cited .................................................................................................................................. 95

v
 BAJA SAE 2014- 2015

Table of Figures
Figure 1: SAE Baja Required Roll Cage Structure ......................................................................... 4

Figure 2: Camber Definition ........................................................................................................... 7

Figure 3: Positive and Negative Camber ........................................................................................ 8

Figure 4: MacPherson Strut ............................................................................................................ 9

Figure 5: Double Wishbone Setup ................................................................................................ 10

Figure 6: Trailing Arm vs Semi-Trailing Arm ............................................................................. 11

Figure 7: Simplex, Duplex, and Triplex Chain ............................................................................. 19

Figure 8: Brake factor vs coefficient of friction (What-when-how, 2014) ................................... 24

Figure 9: Floating Caliper Disc Brake .......................................................................................... 26

Figure 10: Clutch Function (Ebsco, 2014) .................................................................................... 28

Figure 11: Mechanical Clutch Linkage (Ebsco, 2014) ................................................................. 30

Figure 12: Hydraulic Clutch Activation (Eaton, 2014) ................................................................ 30

Figure 13: Push/Pull Cable Mounted to Throttle (SAEBaja Forums, 2014) ................................ 33

Figure 14: Polaris Ranger Gas Pedal (http://parts.polarisind.com/Assemblies.asp) .................... 35

Figure 15: CVT Pulley Variability/Tuning (HighGain Tuning) ................................................... 38

Figure 16: Big Bear 400 4x4 Transmission .................................................................................. 41

Figure 17: Mahindra Alfa Gear Ratios ......................................................................................... 42

Figure 18: Mahindra Alfa 4-Speed Manual Transmission .......................................................... 43

Figure 19: Harley Davidson Screamin’ Eagle Flight gear ratios .................................................. 43

Figure 20: Preliminary Design and Model Front Upper/Lower Control Arms ............................ 45

Figure 22: Wheel Hub and Rotor Assembly ................................................................................. 46

Figure 22: Ball Joint...................................................................................................................... 46

Figure 23: Preliminary Design and Model Rear Upper/Lower Control Arms ............................. 46

vi
 BAJA SAE 2014- 2015

Figure 25: First (Left) and Second (Right) Arm Assembly along with Ball Joint (Center) ........ 47

Figure 24: First (Left) and Second (Right) Upper Arm Design.................................................... 47

Figure 26: Proposed Arm Design ................................................................................................. 48

Figure 27: Third design of Control Arms ..................................................................................... 49

Figure 28: Fourth Control Arm Design ........................................................................................ 50

Figure 29: Fifth Design Iteration (Bottom and Top Rear arms) .................................................. 50

Figure 30: Steering Bracket and Tie Rod Design ......................................................................... 53

Figure 31: Rear Lasercut Transmission Model ............................................................................. 56

Figure 32: Front Lasercut Transmission Model............................................................................ 56

Figure 33: Engine Mount SolidWorks .......................................................................................... 59

Figure 34: Front (left) and Rear (right) Hub Adapters SolidWorks ............................................. 61

Figure 35: Footwell Assembl SolidWorksy.................................................................................. 63

Figure 36: Front arm without welds.............................................................................................. 65

Figure 37: Tweaked Top and Bottom Control Arms .................................................................... 67

Figure 38: Completely Welded Control Arms on and off vehicle ................................................ 68

Figure 39: Control Arms assembled on Vehicle ........................................................................... 68

Figure 40: Steering Rack .............................................................................................................. 70

Figure 41: Front and Rear Tie Rods ............................................................................................. 71

Figure 42: Transmission Extended Output Shaft .......................................................................... 73

Figure 43: Bearings in Transmission End Wall ............................................................................ 75

Figure 44: Transmission in Case without Extension Shafts and Outer Walls .............................. 76

Figure 45: Hilliard Heavy Duty Centrifugal Clutch ..................................................................... 77

Figure 46: Engine to Transmission Chain Drive .......................................................................... 78

vii
 BAJA SAE 2014- 2015

Figure 47: Transmission Output to U-Joint .................................................................................. 78

Figure 48: Rear T-Box to U-Joint Connection ............................................................................. 79

Figure 49: Assembled Engine Mount ........................................................................................... 80

Figure 50: Front Mounted T-Box ................................................................................................. 81

Figure 51: Rear Mounted T-Box................................................................................................... 81

Figure 52: Raised Seat Assembly and Driveshaft Clearance........................................................ 82

Figure 53: Rear Hub Adapter Plate............................................................................................... 83

Figure 54: Front Wheel Assembly and Rear Wheel Assembly .................................................... 84

Figure 55: Footwell Front-view and Top-view ............................................................................. 85

Figure 56: Front and Rear Brake Calipers .................................................................................... 86

Figure 57: Throttle Cable Connection .......................................................................................... 87

viii
 BAJA SAE 2014- 2015

Table of Tables
Table 1: Comparative Analysis of Shocks .................................................................................... 17

Table 2: Brake Layout Comparisons (What-when-how, 2014) .................................................... 25

Table of Equations
Equation 1: Direct Load Due to tensile load on a Chain .............................................................. 19

Equation 2: Centrifugal force put on a chain ................................................................................ 19

Equation 3: Total Load on the Chain ............................................................................................ 19

Equation 4: Centrifugal force on the belt ...................................................................................... 21

Equation 5: Torque ....................................................................................................................... 21

Equation 6: Tensile Force Ratio ................................................................................................... 21

Equation 7: Velocity & Acceleration ............................................................................................ 22

Equation 8: Brake Factor (Limpert, 1999) .................................................................................... 24

ix
 BAJA SAE 2014- 2015

Introduction
SAE International, a developer of technical standards and best practices, sponsors the

Baja SAE series that allow collegiate chapters to primarily concentrate on the design and

manufacturing of the chassis, drivetrain and suspension to improve the vehicle as the engine is

standard amongst all teams. ("History of Mini Baja East,")

The purpose of the MQP was to design and manufacture a Baja SAE vehicle utilizing

four wheel drive by the end of the 2014-2015 academic year for the SAE WPI collegiate chapter.

The success of the vehicle at competition will be driven by the individual subcomponents that

make it unique including a dual differential four-wheel drive system, double wishbone

suspension configuration in the front and rear, and five-speed manual transmission with a custom

case that were all designed and developed by the team using software simulations, finite analysis,

and optimization to test subcomponent interactions and packaging considerations.

Collaboration and partnership with our project advisor, industry experts, and WPI

collegiate SAE Chapter were essential in completing the Baja SAE vehicle. The necessary

collaboration and partnerships developed expanded the reach of the Baja SAE series outside the

engineering principles implemented from the classroom to the vehicle as it simulates a real world

design project. The effective utilization of all the resources that Worcester Polytechnic Institute

had to offer proved to be indispensable throughout the design, build and testing phases.

This vehicle will be utilized in Baja SAE competitions starting in the 2015-2016

academic year and provide WPI SAE members with an opportunity to develop and practice

important engineering principles outside of the classroom with a hands on application. The MQP

has a unique ability to encourage collaboration with the SAE WPI chapter, as this vehicle will

1
 BAJA SAE 2014- 2015

ultimately be theirs for future use by engineering students. The relationship offered the ability to

mentor new members and increase excitement of the Baja SAE series around campus and within

the chapter itself.

2
 BAJA SAE 2014- 2015

2013-2014 Baja SAE MQP

The 2014 Baja SAE competition underwent rule changes, regarding the specifications of

the frame (Engineers, 2014). Page ten of the rules specifies that the vehicle must accommodate a

male up to the 95th percentile, 186.7cm (6ft 1.5in) tall, 102kg (225 lbs), and an erect sitting

height of 97cm (38.25in). Rule B8.3.12 of the Baja SAE 2014 rules requires the frame to be

constructed out of steel that consists of .18% carbon content. Rule B8.3.1 of the Baja SAE 2014

rules splits the primary roll cage into primary and secondary members. This means that certain

bars, front bracing members and rear roll hoop must be continuous making bending a

requirement rather than welding, shown in Figure 1 (Atamer, Enjamio, Oliviera, Van Dale, &

Wong, 2014). The new frame restrictions required SAE WPI to redesign and manufacture a new

competition-eligible vehicle chassis. This was the main goal of the 2013-2014 Baja SAE MQP.

The five-member team had three overall major design goals for their MQP.

1. Design and build a competition eligible vehicle for the 2014 Baja SAE competition

that satisfies all necessary Baja SAE competition rules. This includes redesigning and

reassessing all major areas of the previous WPI Baja SAE vehicle: the frame, body,

suspension, steering, and drivetrain systems.

2. Improve upon the previous WPI Baja SAE vehicle by reducing the overall weight and

reducing the turning radius of the vehicle.

3. Incorporate a reverse gear into the drivetrain system for better maneuverability during

dynamic events (Atamer et al., 2014).

3
 BAJA SAE 2014- 2015

Figure 1: SAE Baja Required Roll Cage Structure

Results
The primary outcome of the 2013-2014 Baja SAE MQP was a frame that was designed to

be eligible for future Baja SAE competitions and inherited by the 2014-2015 Baja SAE MQP.

This frame underwent a design review utilizing finite element analysis in accordance to SAE

guidelines before being manufactured to ensure safety and design credibility (Atamer et al.,

2014). The frame was fabricated by Assabet Valley Regional Technical High School as an

educational opportunity for their students. The outsourcing of the frame allowed the 2013-2014

MQP the chance to gain experience interacting with outside contractors as well. The inherited

frame provided challenges with mounting locations, as there were inconsistent angles as a result

of the manufacturing.

4
 BAJA SAE 2014- 2015

Background Research
Control Arm Research and Analysis
Introduction
The role of a suspension within a vehicle is ensuring that contact between the tires and

driving surface is continuously maintained, as well as providing a smooth and comfortable ride

for the driver (Atamer et. al, 2014). It must also absorb the vertical accelerations created by the

wheels when the vehicle is in motion (Riley, 2014). In order to accomplish these goals a wide

variety of components are utilized to achieve the desired vertical travel as well as compression

for absorption. These components include things like shocks for the vertical travel, springs for

compression, control arms for travel and flexibility, and lastly ball joints for mobility. A brief

overview of the various types of control arms as well as how they function will be presented.

Control Arms & Parameters

Control arms serve as the connecting link between a vehicle’s chassis and suspension

system (Nutt, 2014). Their role is to hold all the components within a vehicle together while

undergoing vertical movement (Nutt, 2014). Vehicles typically have two categories for

suspension; one being dependent suspension systems and the other being independent suspension

systems (Vivekanandan et.al, 2014).

Dependent suspension systems are essentially a beam connecting two wheels that

transmit any movement or loads to both of the wheels (Vivekanandan et.al, 2014). Although

dependent suspensions add quite a bit of rigid strength to a vehicle as well as simplicity and

lower cost there are many more disadvantages to their use. Today this type of suspension is

usually only used in heavy industrial applications where that type of strength is typically needed

(Longhurst, 2014). Some of the main disadvantages to using a dependent system are there
5
 BAJA SAE 2014- 2015

excessive unsprung weight, which in turn need a heavy spring to be able to hold it (Longhurst,

2014). Also another major issue is there lack of adjustability since everything is rigidly attached

meaning that once everything is set nothing can be adjusted or moved (Longhurst, 2014). This

type of suspension will not be considered in the scope of this project largely due to its lack of

adjustability.

Independent suspension systems provide more effective functionality in traction and

stability for off-roading applications. Independent suspension systems provide flex (the ability

for one wheel to move vertically while still allowing the other wheels to stay in contact with the

surface) (Vivekanandan et.al, 2014). This is the type of suspension that is predominantly found

within the Mini SAE Baja community, as it provides great functionality as well as adjustability,

which are all key features for a Baja vehicle to possess (Chandler et.al, 2011).

There are many different versions and variations of independent suspensions, which

include swing axle suspensions, transverse leaf spring suspensions, trailing and semi-trailing

suspensions, Macpherson strut suspensions, and double wishbone suspensions (Vivekanandan

et.al, 2014). Before the differences between each are discussed, a critical parameter needed for

proper design of a control arm must be defined. Control arms are used for far more than just

component support they can provide adjustments in not only the positions of shock assemblies,

but also provide adjustments and flexibility in wheel alignment as well (Riley, 2014). The

adjustment in wheel alignment that can be achieved through proper control arm design is known

as camber (Riley, 2014).

Defining Camber
Camber is defined as the vertical alignment of wheels and is measured as an angle from

the vertical axis of a suspension (Riley, 2014). A vehicle can have positive or negative camber

6
 BAJA SAE 2014- 2015

depending on the setup of the vehicle (Riley, 2014). Positive camber is taken to be when the top

of a wheel is pointed outward away from a vehicle and the bottom of the wheel is pointed inward

towards the vehicle (Nutt, 2014). Whereas negative camber is taken to be when the top of a

wheel is pointed inward towards the vehicle and the bottom of the wheel is outward away from

the vehicle (Nutt, 2014). A visual representation of the parameter is displayed in Figure 2.

Figure 2: Camber Definition

A camber angle produces a camber thrust, which pulls the bottom of a wheel into the

direction the top portion of the wheel is facing (Riley, 2014). In a Baja vehicle, positive camber

is typically not used because it increases the chances of a rollover-taking place and is unstable in

high speed and off-roading applications (Riley, 2014). Negative camber, however, can prove to

be useful in off-roading applications. A wheel with negative camber can assist in the turning of a

vehicle as it is able to maintain as much contact with the surface as possible, thus giving it more

grip as well as stability (Riley, 2014). An example of this is when a car takes a left turn; the car

will want to roll right. However if a negative camber is used on the right side wheels they will

maintain maximum contact with the surface and provide stability throughout the turn. This

7
 BAJA SAE 2014- 2015

negative camber on the outward side of the car keeps the tire on the surface. Therefore

maximizing the cornering forces experienced in a turn, as well as reducing the amount of rubbing

there is between the surface and the tires of the vehicle. An example of the phenomena is shown

in Figure 3 (Riley, 2014).

Figure 3: Positive and Negative

Camber

Control Arm Analysis

As mentioned previously there are quite a variety of different independent control arm

designs that can be utilized however not all are completely suitable for a Baja car. The swing

axle suspension was not considered because it cannot support large deflections and does not have

very good handling capabilities (Wan, 2000). The transverse leaf spring suspension, although

used in high performance vehicles like the Corvette, is not viable due to our selection of coil over

springs and also the cost would be out of our budget. This suspension utilizes leaf springs made

of composite materials, which are typically very expensive (Wood, 2014). The suspensions types

that are suitable include the MacPherson strut, double wishbone, semi trailing and trailing arm

suspensions.

8
 BAJA SAE 2014- 2015

Typically the semi trailing and trailing arm suspensions are used in the rear of a vehicle

while the MacPherson strut and the double wishbone designs can be used in both the front and

rear (Wan, 2000). The MacPherson strut is also called a single control arm suspension and

consists of a strut or shock assembly, wheel hub and one control arm (Riley, 2014). Both the

strut and control arm connect directly to the chassis of the vehicle. The control arm then connects

to the bottom of the wheel hub, whereas the strut connects to the top of it (Riley, 2014). A visual

representation is illustrated in Figure 4.

Figure 4: MacPherson Strut

The advantages of a MacPherson strut are its simplicity, low number of mechanical

components that reduce failure points, low cost, light weight, and large amount of space allowing

for ease of component integration (Riley, 2014). Its disadvantages, however, include an

increased ride height due to its vertical space and lack of camber adjustments which means

turning is more difficult (Wan, 2000).

Double wishbone suspensions utilize two control arms along with a shock assembly

(Riley, 2014). The double wishbone consists of an upper arm and a lower arm; both of which are

9
 BAJA SAE 2014- 2015

connected to the wheel and chassis of the vehicle (Riley, 2014). A double wishbone setup is

shown in Figure 5.

Figure 5: Double Wishbone Setup

Before the advantages are discussed it’s important to note that there are two different

types of double wishbone suspensions; equal length double wishbone and unequal length double

wishbone (Wan, 2000). In the equal length double wishbone suspension, both the top and bottom

arms are the same length making camber angle effects difficult to achieve (Wan, 2000). In an

unequal length double wishbone suspension the top control arm is shorter than the bottom arm,

thus giving it the ability to induce negative camber angles when a vehicle turns (Wan, 2000). The

advantages of an unequal length double wishbone are its adjustability, camber abilities,

versatility, and load handling abilities (Riley, 2014). The double wishbone provides increased

negative cambers when a vehicle is taking a turn, thus providing greater control and stability

(Riley, 2014). It also can easily be adjusted to increases parameters such as camber. Components

can be moved around and the shock assembly can be mounted in various positions to achieve

different goals. The use of two arms also makes the suspension resistive to high loads and, as

10
 BAJA SAE 2014- 2015

mentioned before, these unequal length arms provide a great means of handling the vehicle

(Riley, 2014). The disadvantages of a double wishbone however are its weight, high cost,

complex components that increase the chance of failure, and ultimately they can take up a

substantial amount of space (Riley, 2014).

As mentioned earlier, semi-trailing and trailing arm suspensions are typically used in the

back of a vehicle. Trailing and semi trailing arm suspensions are almost identical as they are both

pivoting arms attached to the chassis of the vehicle. These arms are placed in front of the wheel

creating the trailing effect (Atamer et.al, 2014). The difference between the two arises in the

position of the pivot points. Trailing arms have their pivots positioned perpendicular to the

vehicles centerline while semi-trailing arms have their pivots positioned at an angle to the

centerline (Wan, 2000). Both setups are displayed in Figure 6.

Figure 6: Trailing Arm vs Semi-Trailing Arm

In general both arms share the same advantages, which include a rigid design, simplicity,

and very few mechanical components (Wan, 2000). However, a semi-trailing arm has slightly

better steering properties than a trailing arm due to the angle found on the semi trailing arms.

11
 BAJA SAE 2014- 2015

This angle allows for camber effects, which the trailing arms are not capable of (Wan, 2000). In

the case of the semi arm, its angles provide a trailing section and a transverse section, which

provide under-steer and over-steer respectively (Wan, 2000).

Semi trailing suspensions create both over-steer and under-steer, which creates a neutral

camber effect. Although this is not as great as a negative camber, it is still more ideal and stable

than positive camber or under-steer (Wan, 2000). In terms of disadvantages, the trailing arm as

described above is not ideal in handling since it creates quite a bit of under-steer (Wan, 2000).

The semi-trailing arm however has its own disadvantage, which takes place when a bump is hit.

After collision, the camber angles change providing an unpredictable response, which is

dependent on the bump (Wan, 2000). This makes handling in off-road conditions more difficult.

Additional disadvantages to both trailing arms are weight and high cost (Riley, 2014).

After initial research a team decision was made to move forward with a double wishbone

design for the front suspension. The reasoning behind this decision was largely based on the

vehicle being four-wheel drive, which means that all steering assistance available would need to

be utilized. A double wishbone design will provide greater steering assistance along with camber

effects. It also will add much more adjustability and has superior handling compared to the

MacPherson strut as discussed earlier. The camber adjustments that a double wishbone design

provides are crucial for improving handling capabilities. For the rear suspension, a double

wishbone suspension will also be utilized. The reasoning for moving forward with this option

was, again, based on optimizing handling and stability by utilizing negative camber capabilities.

12
 BAJA SAE 2014- 2015

Shock Assembly Research and Analysis

Introduction
Suspensions are one of the most critical aspects within a vehicle, without one, it would

not be possible to safely control a vehicle. A suspension’s role in a vehicle is to absorb or

dampen the vertical acceleration a wheel undergoes when it contacts uneven driving surfaces

(Harris, 2005). This provides for a smooth ride and protects the vehicle from experiencing any

unwanted forces in the vertical direction (Harris, 2005). Suspensions are designed around two

main concepts, which are known as ride, and handling. Ride is the amount of vertical forces a

suspension system can absorb or dampen out (Harris, 2005). Handling, on the other hand, is how

well the vehicle can be controlled, which includes turning, braking, and accelerating. These are

the concepts that shape the design behind our vehicle (Harris, 2005).

A suspension is a combination of several components that work together to successfully

absorb or dampen forces, as well as support the vehicles weight and keep the tires on the driving

surface (Harris, 2005). One of the most recognized components of a suspension system are

known as springs, which expand and compress to dampen out the vertical forces presented by a

wheel (Harris, 2005). There are a wide variety of different springs that can be used on vehicles,

such as coil-over springs, leaf springs, torsion bars, and air springs. In terms of designing a Baja

vehicle only air and coil-over springs are typically considered. This is largely due to them being

relatively lightweight, low in cost, and high in functionality (Ansell, 2008).

Air Shocks vs. Coil-Overs

Coil-overs feature two main components; coil springs and shock absorbers (Douglas et.al,

2012). The coil springs provide a means of absorption for the vertical accelerations that a wheel

undergoes when in contact with a rough surface or bump. This absorption is essentially the

13
 BAJA SAE 2014- 2015

transformation of the wheels kinetic energy into potential energy by compression (Ansell, 2008).

Once the spring is compressed it will decompress and transfer the potential energy back down to

the wheel. Thus causing the wheel to rebound back down to the surface (Ansell, 2008). The

shock absorber controls and dampens the spring’s oscillation (Ansell, 2008). This prevents the

springs from oscillating countless times until all energy is released and allows the wheels to stay

on the surface (Ansell, 2008).

Air shocks function very differently. An air shock consists of a sealed air cylinder with a

rod inside. The air cylinder is filled with both nitrogen and oil. The oil controls the compression

and rebound of the shock and nitrogen controls the height. Essentially air shocks perform the

functions of both springs and shocks in one unique system (Williams, 2006).

Air shocks are typically highly and easily adjustable, lightweight, and low cost (BajaSAE

Forums, 2014). Adjustability is perhaps the biggest advantage as they are simply made by

adjusting oil and nitrogen levels to acquire the desired ride (BajaSAE Forums, 2014). When

compared to coil-overs they are much lighter in weight, which can be roughly 2.5 pounds for air

and 8 pounds for coil-overs (BajaSAE Forums, 2014). They are also typically cheaper ranging

anywhere from $200 - $250 per shock (BajaSAE Forums, 2014). Air shocks however have some

disadvantages. Air shocks are less durable, require more maintenance, and are unable to rebound

as quickly as coil-overs (BajaSAE Forums, 2014). Coil-overs offer better overall performance,

durability, rebound rate, rebuild ability, and the ability to utilize the full length of the spring as

opposed to air shocks (BajaSAE Forums, 2014). As far as disadvantages with coil-overs they are

not as adjustable, and typically are more expensive with a wide range of prices depending on

brand and model (BajaSAE Forums, 2014).

14
 BAJA SAE 2014- 2015

In order to reach a decision on the best springs for the Baja vehicle criteria was

established on the functionality of the spring. One of the most important features needed would

be adjustability. This is crucial because the conditions and challenges presented in a Baja

competition are unpredictable. An easily adjustable suspension would be a great attribute to the

competing vehicle. In evaluating the adjustability of both sets of springs the air shocks provide

easier and a more versatile means of adjustment. Simply changing the levels of oil and nitrogen

within the shock allow for easy and quick adjustments. The coil-overs require a special tool that

alters the amount of tension or compression needed to yield the correct stiffness or softness in the

shock assembly. The shocks within coil-overs are much less adjustable compared to air shocks.

In a comparison of adjustability the air shocks provide more. The coil-overs, although less

adjustable, are not completely fixed and do have some adjustment available.

The next criteria considered was what type of damping characteristics were needed in a

shock. In order to have a fair amount of adjustability within the vehicle important concepts to

consider were adjustments on preload, rebound, and compression of both high and low speed

(Douglas et.al, 2012). At a minimum the team would like to acquire shocks that allow

adjustability within these areas so that the team can have a multifunctional suspension that can

be adjusted as needed. Fortunately both types of shocks have these capabilities.

The last criterion, and one of the most important, was the compression springs load.

According to the team from last year, the vehicle was estimated to have a weight of roughly

around 600 lbs including all components and driver (Atamer et.al, 2013). The assumption is

made that the vehicle undergoes a 40% front and 60% rear weight distribution due to the vehicle

having the engine mounted in the rear (Atamer et.al, 2013). Ideal spring loads can be calculated

from these estimates and were found to be 240 lbs for the front and 360 lbs for the back. Next

15
 BAJA SAE 2014- 2015

was to divide these loads into two springs since both the front and rear of the vehicle would

feature two springs. The results for the front were springs that could withstand 120 lbf/in and as

for the back springs ones that could withstand 180 lbf/in. The calculations are equated in

Appendix D: Suitable Spring and Shock Calculations.

Comparative Analysis
The first product found was under the Fox SAE Baja Powersports Program. This program

featured an academic discount on air shocks made by Fox. Initially the team preferred this

program due to the preference of purchasing air shocks because of their exceptional adjustability.

The Float series shocks, which came in a set of two, were priced at $521.25. Purchasing two sets

of these shocks would cost $1042.50, far above what was budgeted for shocks and springs. We

began to look elsewhere for other options. Appendix C: Fox Springs and Shocks Price and Size

Chart displays the information regarding these shocks.

Our next step was to find an alternative product that would fit within our budget

limitations. The next company looked into was Rad-Flo and they offered 2.0” individual air

shocks, which were comparable to Fox’s for around $235.00. This would amount to around

$940.00, which still was over budget. Rad-Flo also happened to make 2.0” coil-over suspensions

but they individually ranged from $255.00 - $385.00 depending on length, which pushed us even

further over budget. Walker Evans was the last company looked at. They provided coil-over

shocks at a value range of $176.00 - $196.00. Despite being the lowest yet they were still over

budget coming in at $740.00 for a full set.

However Polaris had a special Baja sponsorship program that we were luckily able to

participate in. We were successfully able to find coil-over shock assemblies within our price

range. A full set of Polaris RZR 570 shocks would be only $362.00 after academic discounts.

16
 BAJA SAE 2014- 2015

The loads of the springs included within the RZR 570 shock assembly were 115 lbf/in for the

front spring and 185 lbf/in for the rear springs, which is remarkably close to our calculated load

rates. After additional research our team viewed these as a viable option despite having to

sacrifice not getting the preferred air shocks for adjustability purposes. The Polaris RZR 570

shock assembly provides the mechanical performance, and adjustability that we need as well as

meeting our financial situation as well. These springs satisfied all of the criteria mentioned above

by allowing for adjustments in all the required categories as well as meeting calculated loads and

price. Information on the product is detailed in Appendix B: Polaris Shocks and Springs Price

Comparison. The table below displays the different specifications of each individual shock that

was considered.

Table 1: Comparative Analysis of Shocks

Manufacturer Type Diameter Max Force Total Cost

Fox Air 1.659” 498 lbs $1042.50

Rad-Flo Air 2.0” 900 lbs $940.00

Rad-Flo Coil 2.0” 400 lbs (Without spring) $1020.00

Walker Evans Coil 2.0” 500 lbs (Without spring) $740.00

Polaris Coil 2.06” 300 lbs (Without spring) $362.00

17
 BAJA SAE 2014- 2015

Power Delivery Research and Analysis

The final drive analysis explains how power will be taken from the engine and transferred

to the transmission in the Baja vehicle. This will consist of a mechanical linkage from the engine

output shaft to the transmission’s input shaft.

Engine Chain vs. Belt Drive

A manual Yamaha Big Bear 400 5-speed transmission has already been chosen for the

vehicle. By choosing a manual the drive type out of the engine becomes much simpler. With a

manual transmission a gear or belt reduction is used to deliver power from the engine’s output

shaft directly to the input shaft of the transmission. However, if a CVT transmission were

selected then there would have to be a planetary gear reduction or other form of reduction

between the engine and the transmission which would have added weight and created a weaker

area for failure within the drivetrain (McCausland, 2010). Therefore, the manual transmission

helps to save weight in this regard and the decisions left to be made are whether to use a belt or

chain drive and also what ratio should they be set to.

Chain Drive

A chain is the most reliable option for the drive in a Baja vehicle. The average power

efficiency for a chain is 98% meaning that 98% of the power the engine outputs is transferred to

the transmission through the chain and sprocket set up. However, chains are heavier than the

conventional pulley system and would add additional weight to the back of the vehicle.

In a chain a sprocket drive system the first component to break would be the chain. The

equation below shows the direct load due to tensile load on a chain. F is defined as the total load

on the chain (pounds force), P (watts) is the power output from the engine as a function of torque

18
 BAJA SAE 2014- 2015

which can be taken from a graph when cross-referenced with the toque curve, v is the linear

velocity of the chain as a function of RPMs that the engine is running at.

𝑃𝑃1 [𝑊𝑊] ∗ 1000 𝑃𝑃2 [𝑊𝑊] ∗ 1000

𝐹𝐹𝑡𝑡 [𝑙𝑙𝑙𝑙𝑙𝑙] = + + ⋯ + (𝑁𝑁𝑁𝑁ℎ 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑜𝑜𝑜𝑜 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑜𝑜𝑜𝑜 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠)
𝑣𝑣 [𝑅𝑅𝑅𝑅𝑅𝑅] 𝑣𝑣 [𝑅𝑅𝑅𝑅𝑅𝑅]

Equation 1: Direct Load Due to tensile load on a Chain

There will only be one term in the equation for the team’s uses because the only torque

that the chain is subjected to is from the engine output shaft. Also the centrifugal force put on the

chain is equal to (Beardmore, 2013):

𝐹𝐹𝑐𝑐 [𝑙𝑙𝑙𝑙𝑙𝑙] = 𝑀𝑀𝑐𝑐 [𝑙𝑙𝑙𝑙] ∗ 𝑣𝑣 2 [𝑅𝑅𝑅𝑅𝑅𝑅]

Equation 2: Centrifugal force put on a chain

Where Mc (pounds) is the mass of the chain. Therefore the total load the chain must hold

is equal to:

𝐹𝐹𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 [𝑙𝑙𝑙𝑙𝑙𝑙] = 𝐹𝐹𝑡𝑡 [𝑙𝑙𝑙𝑙𝑙𝑙] + 𝐹𝐹𝑐𝑐 [𝑙𝑙𝑙𝑙𝑙𝑙]

Equation 3: Total Load on the Chain

In order to deal with these forces acting upon the chain the proper chain must be chosen.

Figure 7: Simplex, Duplex, and Triplex Chain

Although the exact chain cannot be chosen because the distance between the engine output shaft

and the transmission input shaft is not yet know, general characteristics of the chain can be found

using estimates. Using the equations above it was determined that a size 35 chain would be

19
 BAJA SAE 2014- 2015

necessary for the Baja vehicle. The size 35 chain has a 3/8 in. pitch, .200 in roller diameter, with

a maximum tensile strength of 1500 lbs and a measuring load of 31 lbs.

Figure 7 shows a simplex, duplex, and triplex chain, which could all theoretically be used

on the Baja vehicle. A duplex or triplex chain can be used when space constraint is necessary

because of their higher tensile strength. They can also be used in situations when lower pitch or

high speed chain rotation is necessary. However, although as already, stated the team does not

know the exact distance between the engine and transmission shafts an estimate can be used to

determine that a size 35 simplex chain can be used for the vehicle application. This will cut down

on cost and weight for both the chain and sprocket by using a simple simplex setup (SIT, 2014).

The cost and weight are both reduced by just under 50% using standard pricing and weights off

of McMaster- Carr. Another advantage that a size 40 chain yields is the ability to use aluminum

sprockets. This will lessen the weight to help take some weight out of the back of the vehicle.

Through the Polaris SAE sponsorship a complete chain and sprocket set with a gear reduction of

4:1 can be purchased for $80.00.

Belt Drive
A belt drive is the lightweight solution to the final drive that consists of two aluminum

pulleys and thin lightweight flexible material for the belt. They have a slightly lower efficiency

than a chain system, usually around 95%, but are susceptible to higher efficiency losses due to

slips. Baja is a high vibration environment with almost continuous shocks going through the

system which could drastically lower the efficiency of the belt (Stubs, 1994).

As with the chain and sprocket system where the chain would be the first failure

point, the first component to fail in a belt and pulley system is the belt. The equation for the

centrifugal force, Fc, related to tensile force, Tc, and angle of belt lap, 𝜃𝜃 ,on the belt equals:

20
 BAJA SAE 2014- 2015

𝑑𝑑𝑑𝑑[𝑟𝑟𝑟𝑟𝑟𝑟]
𝐹𝐹𝑐𝑐 [𝑙𝑙𝑙𝑙𝑙𝑙 ∗ 𝑟𝑟𝑟𝑟𝑟𝑟] = 2𝑇𝑇𝑐𝑐 [𝑙𝑙𝑙𝑙𝑙𝑙] ∗ 2

Equation 4: Centrifugal force on the belt

Where m is the mass of the belt and v is the linear speed of the belt. The tensile force of

the belt are analyzed as a ratio of the two sides and is defined as:

𝑇𝑇𝑐𝑐 [𝑙𝑙𝑙𝑙𝑙𝑙] = 𝑚𝑚[𝑙𝑙𝑙𝑙] ∗ 𝑣𝑣 2 [𝑅𝑅𝑅𝑅𝑅𝑅]

Equation 5: Torque

where µ is the coefficient of friction of the pulley (Beardmore, 2013).

𝑇𝑇1 [𝑙𝑙𝑙𝑙𝑙𝑙]
= 𝑒𝑒 𝜇𝜇𝜃𝜃𝑡𝑡
𝑇𝑇2 [𝑙𝑙𝑙𝑙𝑙𝑙]

Equation 6: Tensile Force Ratio

After using the same estimates used in the chain analysis it was found that the forces are

close to equal between the two with actually slightly lower forces acting upon the belt. However,

whereas the chain is made from steel, the belt is made from a flexible rubber or polyester. This

means that over time the belt will stretch and distort at a much greater rate than the chain which

will cause increase in efficiency losses over time. A standard belt and pulley set that could be

used on the Baja vehicle costs around $75.00 if no back up belts are purchased.

Final Decision
The team has decided to use a #35 chain in order to properly attach a centrifugal clutch

(discussed further in the report) from the engine to the transmission. Chains are also more

reliable than belts and are much less likely to either break or slip off track. A #35 chain is more

than durable enough to run the vehicle application successfully and is a cost effective method

driving power from our engine.

21
 BAJA SAE 2014- 2015

Brake System Research and Analysis

Purpose
There are three basic functions of a braking system are as follows:

• Decelerate a vehicle including stopping.

• Maintain vehicle speed during downhill operation.

• Hold a vehicle stationary on a grade.

(Limpert, 1999)

These functions listed above are a result of forces generated between the tires tread and

the surface that it contacts. The determining parameters of a braking car and how a brake system

performs are correlated to velocity, V (feet/second), deceleration, distance and time, t (seconds).

Shown in Equation 7: Velocity & Acceleration.

𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 [𝑓𝑓𝑓𝑓] 𝛥𝛥𝛥𝛥 𝑉𝑉2 − 𝑉𝑉1

𝑉𝑉 = , 𝑎𝑎 = =
𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇 [𝑠𝑠] 𝛥𝛥𝛥𝛥 𝑡𝑡2 − 𝑡𝑡1

Equation 7: Velocity & Acceleration

The brake system chosen was chosen considering the following criteria:

• Reliability (safety and durability).

• Material selection (cost vs. strength, weight, life).

• Assembly (cost effective manufacturing, maintenance, serviceability).

• Economics (overall cost consideration).

• Failure Analysis (Effect of critical failure).

The significance of the parameters are variable and differ than that for a passenger

vehicle, but the same design concepts and specifications were utilized to determine the best

brake system for the singular purpose of the Baja SAE vehicle that can produce a sufficient

22
 BAJA SAE 2014- 2015

braking force greater than what Baja SAE competition requires, Appendix A: SAE Rules and

Regulations. Most importantly the system must be “capable of locking all four wheels, both in a

static condition as well as from speed on pavement and on unpaved surfaces,” (SAE Rules,

2014).

Per SAE regulations they require a foot brake that operates a hydraulic braking system

and runs on two separate circuits increasing safety in case of a circuit failure, partial braking will

still be provided.

The specific brake system selected is one part of the design not specified by SAE Baja

regulations. This design decision comes down to two brake systems that utilize friction to slow

the rotation of the wheels, either drum brakes or disk brakes.

Drum vs. Disc Brakes

The two systems convert kinetic energy into thermal energy in two different mechanisms.

Drum brakes apply a force via brake shoes radially to the drum of the wheel creating friction. A

disc brake applies friction via pads axially onto a rotor.

Disc brakes have been used and are more readily used in passenger vehicles on the road

today, with drum brakes making up the majority of brake systems used in medium to heavy duty

trucks and tractors in North America. Long repetitive breaking results in increase in overall

temperature of both the plate and brake fluid with potential to cause brake fade and thermal

cracks. However, 93.4% of the energy produced in disk brakes at the point of contact between

the disk and the pad is absorbed by the disc. The absorption and free surface on the disc allows

the heat to be dissipated via heat convection. (Talati, Jalalifar, 2009) Drum brakes tend to vary in

braking torque depending on the road conditions because of the ability of water or debris to

23
 BAJA SAE 2014- 2015

interfere with the shoe and drum interaction. Brake torque is mathematically predicted via a

dimensionless number, brake factor (BF). This number represents the brake torque of a certain

system. Figure 8 displays, the BF for drum brakes is considerably higher than that of disc brakes.

𝐹𝐹𝑑𝑑 [𝑙𝑙𝑙𝑙𝑙𝑙]
𝐵𝐵𝐵𝐵 = , 𝐹𝐹 = 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟 𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑, 𝐹𝐹𝑎𝑎 = 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓
𝐹𝐹𝑎𝑎 [𝑙𝑙𝑙𝑙𝑙𝑙] 𝑑𝑑

Equation 8: Brake Factor (Limpert, 1999)

Figure 8: Brake factor vs coefficient of friction (What-when-how, 2014)

Brake System Selection

The Baja SAE vehicle will utilize disk brakes rather than drum brakes. Disk brakes do

not fade in brake ability at high temperatures where as in drum brakes they are highly

temperature sensitive and cannot deal with the same type of temperatures that disc brakes can.

Temperature may become an issue in the competition as repetitive braking will occur navigating

around and over obstacles. Disc brakes are also much easier to assemble and service, disk brake

adjustments are automatically occur in hydraulic systems. Also in the case of disc brakes the

relationship between bake torque and pad friction coefficient is linear increasing the ability to

specifically adjust to the required braking torque (Limpert, 1999). Table 2 shows the benefits of

24
 BAJA SAE 2014- 2015

a disc brake system because the brake (shoe) factor, although low, requires a low relative braking

power and has high stability, meaning it maintains the same relative BF when conditions of the

friction material are changing due to either wetness or temperatures.

Type of brake Shoe factor Relative braking power Stability

Single trailing shoe 0.55 Very low Very high

Two trailing shoes 1.15 Very low Very high

Disc and pad 1.2 Low High

Single leading shoe 1.6 High Low

Leading and trailing shoes 2.2 Moderate Moderate

Two leading shoes 3.0 High Low

Duo servo shoes 5.0 Very high Very low

Table 2: Brake Layout Comparisons (What-when-how, 2014)

Since disc brakes are sub dived into floating and fixed caliper. The use of floating

calipers proves to be the better choice for the Baja SAE Vehicle. First and foremost they are

compact and cheaper because they involve less parts, as they only have hydraulic pistons on the

inboard side rather than on the outboard like fixed calipers do. Floating calipers, Figure 9, are

proven to be as effective and require less power than a fixed caliper (Limpert, 1999).

25
 BAJA SAE 2014- 2015

Figure 9: Floating Caliper Disc Brake

Brake System Product Selection

After considering the various system types and concepts, WPI Baja SAE vehicle utilized

a mechanical driver pedal effort with hydraulic brakes that are a dual circuit system that applies

the friction using floating caliper disc brakes. The next step is to consider multiple manufacture

options that will satisfy these desired specifications. Our desired system is a complete assembly

designed for an all-wheel drive utility vehicle or All-Terrain Vehicle. These systems will be most

consistent with the braking results we are looking to produce on the SAE Baja vehicle. John

Deere, Polaris and Husqvarna vehicles were all manufactures considered.

Final Decision
The decision to go with a Husqvarna HUV front brake assembly was due to its high brake

factor and independent four caliper system. Braking capabilities will not be an issue on the

vehicle ensuring safety for the driver and security in case of a failure in a different subcomponent

in the vehicle. The decision to purchase all four wheels was also supplemented due to the cost

effective option we were offered at Morrison’s Power Equipment in Plymouth, MA. The ability

to get all parts to the assembly at a discounted price allowed us to get a high quality brake system

and allocate additional funds to other areas of purchase within the design and build.

26
 BAJA SAE 2014- 2015

Clutch Research and Analysis

Function
A clutch is the mechanism that connects and disconnects the engine from the

transmission. A fully functional clutch, when a force is applied to the pedal, disengages the

clutch allowing the engine to disconnect from the transmission when the desired gear ratio within

the transmission is being shifted to. The most desirable application of the engine power to the

transmission is gradual, to create a smooth transition limiting the shock on the driving parts as

well as no slipping when the engine power is being transmitted to transmission. Friction is

applied via a pressure plate engaging or disengaging the driven plate to the flywheel, shown in

Figure 10. The clutch is engaged while there is no pressure being applied to the pedal but when

the pedal is depressed this allows for the gears to be changed as the drive plate is not connected

to the flywheel. The ability of a clutch to function properly and transmit torque relies on the

following factors:

• Applied Pressure.

• Coefficient of friction of clutch frictional surfaces.

• Surface area of frictional surfaces.

• Internal and external diameter of driven disc (Thiessen, 1996).

27
 BAJA SAE 2014- 2015

Figure 10: Clutch Function (Ebsco, 2014)

Clutch Components
A clutch is comprised of multiple components that allow the power of the engine to be

delivered to the drive wheels. These components are as follows:

• Flywheel.

• Clutch Disc.

• Pressure Plate.

• Control Linkages (Thiessen, 1996).

Flywheel

The flywheel is an essential part of the clutch and the system delivering power to the

transmission. First and foremost the flywheel is located on the back of the engine and is bolted

onto the crankshaft and is responsible for absorbing vibrations and provide momentum for

continuous engine operation while the clutch is disengaged. The flywheel has a flat surface that

is machined so the clutch disc and pressure plate can be attached allowing the transmission and

engine to be connected and disconnected.

28
 BAJA SAE 2014- 2015

Clutch Disc

The importance of the clutch disc is that this is the part of the clutch that provides the

friction to the flywheel providing the power from the engine to the transmission. The clutch disc

is a flat piece of metal with multiple facings that are wear resistant and have facing that are heat

resistant because of the high heat production of friction. The disc as well utilizes steel segments

that are twisted to create a gradual contact when the disc and fly wheel make contact minimizing

the vibration. Minimizing the vibration in the crankshaft that comes from the clutch disc is a

major concern because if not eliminated will cause the vibration to reach the powertrain, so a

flexible center is used around the crankshaft to absorb the torsional vibration. (Thiessen, 1996)

Pressure Plate

The pressure plate is primarily designed to produce a constant force that is applied

against the clutch disc holding the disc tight to the flywheel allowing for the power of the engine

to go from the engine to the transmission. The pressure pate housing is mounted to the flywheel

on the engine and the assembly inside contains the pressure plate that can be released from its

tight fit against the flywheel using a release lever. Either coil springs or diaphragm springs

produce the pressure of clutch disc against the flywheel. (Thiessen, 1996)

Control Linkages

Now that the components of the clutch are explained, the way these components are

activated and either engaged or disengaged are described as;

• Mechanical Clutch Activation.

• Hydraulic Clutch Activation.

29
 BAJA SAE 2014- 2015

These two activation methods provide distinct advantages and disadvantages specifically

to the implementation in the SAE Baja vehicle (Thiessen, 96).

A mechanical clutch, Figure 11, is much cheaper than that of a pneumatic or hydraulic

clutches. The decrease in price comes with the decrease in range of torque application ability.

More commonly than not mechanical clutch activation is used when the clutch itself is located

close to the pedal because there is a series of either cables or rods directly connected to the

release bearing lever. The distance however can be an issue because the friction loss may

become high. A direct mechanical linkage is preferred over a cable one because of the immediate

feedback received. Additionally, the state of wear on the clutch can be felt by driver, because the

pedal free play indicates the need for clutch replacement. (Ebsco, 2014)

Figure 11: Mechanical Clutch Linkage (Ebsco, 2014)

Hydraulic clutch activation utilizes a master and slave cylinder to deactivate the pressure

plate. The main purpose of this type of activation, shown in Figure 12, is because of the unique

Figure 12: Hydraulic Clutch Activation (Eaton, 2014)

30
 BAJA SAE 2014- 2015

ability of the hydraulic system to self-adjust its linkage system. This system requires a smaller

applied force by the driver than that of a mechanical system. A hydraulic system is more

compactable because the use of the fluid, but the loss of pedal free play is a disadvantage.

(Eaton, 2014)

31
 BAJA SAE 2014- 2015

Throttle Research and Analysis

One of the most curious systems within SAE Baja buggies is the throttle assembly. This

system includes a very intricate pedal system and a less intricate cable system to transfer the

pedal motion to the throttle on the engine. Research shows that many teams spend a considerable

amount of design time on the pedal assembly, but not enough on the cable assembly. An example

of this can be observed within a post from a user on the SAE-Baja forums. A question is posed as

to what is the most common area of failure within Baja buggies, and a post simply responds,

“throttle cable… probably because it rarely [gets] the design time it deserves.” (BajaSAE

Forums, 2014). In order to avoid this area of failure, our team plans to give the entire throttle

system the necessary design time.

Throttle Cable
The throttle cable must be covered from the front pedal back to the engine (BajaSAE

Forums, 2013). There are three practical options for our buggies throttle cable including basic

bike cable, push/pull cable, or fully assembled throttle cable. Each cable has its own pros and

cons as will be discussed.

Basic Bike Cable

Research from the SAE Baja forums revealed that many teams opt to use bicycle brake

cable as their throttle cable. Bike brake cable is covered, very cheap, light, and can me modified

very easily (easy to route around the buggy and can be easily cut to length). One drawback with

this cable is mounting it to the pedal and engine throttle. Using a set screw to hold it in place has

the potential to slip and fail, but this problem can be fixed by adding a solder joint (BajaSAE

Forums, 2014).

32
 BAJA SAE 2014- 2015

Push/Pull Cable

A push/pull cable is very similar to bicycle brake cable. Instead of having the woven

cable come out from each end of the cable, it is completely sealed and has linear sliders perform

the visible movement. This cable is more durable than bicycle brake cable, and the friction

between the woven cable and the insulator is much less than within bicycle brake cable.

Jegs.com offers a completely non-friction model of this cable (Jegs.com). The linear slide can be

mounted to bolt onto the engine and work with the throttle very effectively, as seen in Figure 13.

Unfortunately, this cable is much less modifiable as it is thicker and has less freedom to bend and

be routed around the buggy. It also poses an issue with being cut. Cutting it can be done, but

requires a weld and retubing (BajaSAE Forums, 2014).

Throttle Cable

Figure 13: Push/Pull Cable Mounted to Throttle (SAEBaja Forums, 2014)

Another option for our throttle assembly is purchasing a fully assembled throttle cable.

This design was utilized by the Northern Arizona University team and they commented on the

success they had with this cable (Abdulrahman, 2014). A preassembled throttle cable saves

design and implementation time by having most of the connections already set up. Besides fitting

33
 BAJA SAE 2014- 2015

length, the cable is ready to be installed and used. The drawback with ordering throttle cable is

the price, as they are the most expensive of the three options and are not always found in the

correct length. They are also not as flexible to be fed through the buggy as the bike brake cable.

Polaris offers throttle cable at a reasonable price, but only with three available lengths (Polaris).

Lokar offers length customizable throttle cable, but is expensive (Lokar).

Selection of Throttle Cable

Polaris offers a push- pull cable to the length that the vehicle would require while still

ensuring there is enough play in the cable. Therefore, due to the sponsorship established with

Polaris and the reliability of the part, this cable will be used. A simple rig will be made to attach

the cable to the throttle on the engine and the cable will be tied off with proper service loops to

the frame.

Throttle Pedal
The SEA Baja competition mandates that only foot operated throttle controls are allowed

(SAEBaja Forums, 2014). A foot pedal assembly used in tandem with any of the throttle cables

listed above requires a pivot motion so that when the brake pedal is compressed downward, the

top of the pedal moves upward, thus pulling the cable and the throttle on the engine.

34
 BAJA SAE 2014- 2015

Polaris offers a simple gas pedal assembly off of the Polaris Ranger. It utilizes a single

pivot pedal with a return spring. A schematic of the Polaris gas pedal can be observed in Figure

14. The main issue with using this pedal assembly is its compatibility with our design. Without

specific dimensions and its throw range listed, we cannot know if this assembly will fit in our

frame and work with our engine throttle. The price of the assembly and its availability are further

issues, as no price is listed.

Figure 14: Polaris Ranger Gas Pedal (http://parts.polarisind.com/Assemblies.asp)

Many teams, such as the Northern Arizona University team, scrapped the idea of buying

and implementing an OTS pedal assembly, and decided to design and manufacture their own.

This option is the better option for us as well. The process of designing a pedal assembly is

underway that will fit the frame, work as a lever-pivot, and provide 1 3/8th inch of movement

(the movement required for our engine throttle) (Abdulrahman, 2014). The materials needed for

this design can be found in house, thus saving money.

35
 BAJA SAE 2014- 2015

Throttle Analysis
The team budgeted $200 for the throttle assembly in our original budget. Following this

research and using brake cable with a custom throttle pedal, we believe that we can assemble the

throttle assembly for much less than $200. Freeing up this money will allow us to spend more in

other important areas including the shocks and springs.

36
 BAJA SAE 2014- 2015

Transmission Research and Analysis

CVT vs. Manual Transmission
In picking the transmission the team first had to decide what type of transmission should

be included in the vehicle. For a Baja vehicle it breaks down to two main options that are

compatible with the application, a Continuously Variable Transmission (CVT) or a manually

shifted transmission.

CVT

A CVT adjusts engine torque in an infinite number of gear ratios between a pre-

determined maximum and minimum value. This infinite range allows the output shaft to spin at a

constant velocity which in turn allows the vehicle to function at the most efficient rotations per

minute (RPM’s) at any given time (Rahman, 2014). This is ideal for a small car that is looking to

save fuel efficiency or to maximize power output. The faster the engine is allowed to run means

a higher performance output at a cost of reduction in fuel efficiency or vice versa where the

slower the engine turns means less power output but much greater efficiency.

The advantages of a CVT is the variability of the tuning options. This will allow the team

to set the transmission in the position that will give out maximum power without having to burn

through fuel. Another advantage is no clutch is needed in the vehicle with this transmission

(Rahman, 2014). A simple clutch could be added in order to create a neutral position for when

the car needs to be moved without being ran but would be an easy addition to the car.

The main disadvantages of a CVT come in its components and how it is tuned. A CVT

contains a torque converter, drive-neutral-reverse gear set, a variator, an actuation system that

37
 BAJA SAE 2014- 2015

can differ between models of CVT’s, and a final drive. The tuning is done through changes of

the clamping forces of the sheaves of the main pulleys in the variator.

Figure 15 shows how the pulleys change between their minimum and maximum positions

in order to have an infinite number of gear ratios. As can be seen in the clutch variator sheaves,

the clamping forces can be manipulated in order to tune the maximum and minimum values for

the pulley. The main power loss of a CVT comes from the clamping forces that are used to tune

it (Meulen, 2012). The extra slip conditions that are generated from a higher clamping force

between the pulleys and the actuators create power loses and instabilities in the transmission that

can lead to unreliability of the system. Along with unreliability the CVT systems are used for

low torque applications in car systems. Although the Baja vehicle will only be running a 10 HP

engine the four wheel drive system that will be implemented will produce enough torque that a

CVT transmission would not hold under the conditions.

Figure 15: CVT Pulley Variability/Tuning (HighGain Tuning)

38
 BAJA SAE 2014- 2015

Manual

Manual transmissions give the user the ability to switch between numerous gear ratios

that are built into the transmission. The two main forms of manual transmissions are sequential

and non-sequential transmission. A sequential manual is most commonly found on motorcycles

and forces the driver to shift to only the previous or next ratio in the series. A non-sequential

transmission which is found in most commercial cars and ATV’s give the user the ability to

switch between any of the forward gear ratios and any point in the driving sequence. A non-

sequential transmission would give the team two key advantages over a sequential one. The first

is acceleration can be maximized by being able to rev at high RPM’s before launch because of

the option to choose the revving gear ratio. Also, a higher rpm setting can be chosen easily while

driving which would enhance the cars ability to climb hills which will add to the effectiveness of

the 4 wheel drive system (George, 2013). Another major advantage that a manual transmission

possesses is the option for a reverse gear. The team would not be able to find or afford a CVT

with a reverse gear and this would lessen our chances of succeeding if the competition contains a

rock garden event. This event would require the vehicle to pick the best possible path and

possibly have to reverse if the vehicle gets stuck at any point throughout the event. A reverse

gear would greatly increase the cars ability to receive a perfect score in this event.

The main disadvantage to a manual transmission is the loss of drivability compared to a

CVT transmission. Whereas a CVT is constantly shifting between an infinite range of gear

ratios, a manual transmission is limited to however many are built into the system. This creates

the loss in drivability and is also what leads to the manuals lower fuel efficiency (Forth, 2013).

Also, the inability to tune a manual transmission as much as you can a CVT creates a less form

fitting system. However, for Baja purposes only two forward gears, a high and low gear, will

39
 BAJA SAE 2014- 2015

have to be utilized. This means that the two best ratios can be picked from the 3-6 forward gears

that come in manual transmissions. A manual transmission, unlike a CVT, will also be able to

handle the amount of torque that will constantly put on the system. This gives the manual

transmission a much greater reliability over a long period of time (i.e. the endurance test) than a

CVT.

A manual transmission will also require a clutch system to be able to shift between gears.

This is not too much of a restraint however because there are multiple ways that this can be done.

The two simplest methods would be either a hand or foot clutch that is linked to the clutch

mechanism on the transmission by a simple cable. The choice between a hand or foot clutch

would rely almost solely on driver/ team preference and comfort level. However, space

constraints could force one of the options to be used so the team will not make a final decision

on this until further along in the build.

Final Decision
The team has decided to use a manual transmission in the Baja vehicle. A manual

transmission will have a greater reliability than a CVT. Also, the ability for a reverse gear will be

instrumental in making sure the car can receive the most points possible in any events that are

required in the 2016 competition. Also, the manual transmission will allow for a better score in

the acceleration event and any event that requires moving uphill. The loss of fuel efficiency and

tuning options will be small in comparison to the gains that we will receive from a manual

transmission.

Manual Transmission Options

Now that the team has decided on a manual transmission multiple options were looked

into. The options below were not the only transmissions considered, but they were the final

40
 BAJA SAE 2014- 2015

choices among the team. They also show the different range of manual transmissions that were

considered to ensure that we selected the proper system for our goals.

Yamaha Big Bear 400 4x4

The Yamaha Big Bear 400 4x4 Transmission is a constant mesh 5-speed manual with a

reverse gear. The transmission is advertised as a “super low” first gear ratio (the exact gear ratio

is not released by Yamaha). Although the gear ratio has not been given we have encountered

numerous reviews and reports that prove the torque output at in first gear is very high compared

to other ATV models. This will be a huge help if there is a sled pull event in the 2016

competition.

A downside to this transmission, Figure 16, was the weight of it. Because it comes off of

a 400cc four wheel drive ATV model is heavier than other transmissions that we have found.

This transmission would also have to be ordered without a case because it is a part of the engine

assembly when mounted in the ATV. If the team were to buy the engine assembly, it would be

required to remove the transmission anyways. Therefore, the best course of action would be to

buy it in either individual pieces or with the shafts already constructed as displayed in Figure 16.

An engine assembly out of the Big Bear would cost around $900.00 whereas buying individual

components will be around $400.00.

Figure 16: Big Bear 400 4x4 Transmission

41
 BAJA SAE 2014- 2015

Whether the team were to buy an engine assembly or individual components, a

transmission case will have to be made so the components can be easily mounted onto the

chassis. This transmission case will be designed by the team once the transmission is received

and dimensions can be taken. The case will be a completely enclosed structure so transmission

fluid can be properly used and will also have mounting brackets built into the design.

Mahindra Alfa
The Mahindra Alfa transmission is a 4 speed with reverse manual transmission. The Alfa

uses a 395cc on a vehicle that weighs 1015 lbs. The four gear ratios can be found in Figure 17.

Figure 17: Mahindra Alfa Gear Ratios

For Baja use the 4.6:1 first gear ratio is fairly high. This would mean that first gear would

rarely be used and acceleration would be lost by starting in second gear. This first gear will

simply add weight to the transmission that would never be used. An advantage the Alfa

transmission has over the Big Bear is the Alfa transmission comes in a transmission case that

could be used. This means no case would have to be made and the only concern would be to use

the existing mounting capabilities already found on the transmission in order to mount it to the

frame. Figure 18 shows the Mahindra Alfa transmission case.

42
 BAJA SAE 2014- 2015

Figure 18: Mahindra Alfa 4-Speed Manual Transmission

The major downside to this transmission is the pricing. The transmission alone cost

$600.00 which is the entire amount allocated by the team for a transmission. However, this part

could only be shipped from India and the shipping and handling could cost roughly another

$100.00 which would put the component over budget. Also, the transmission is known to have

some overheating and unreliability issues due to fast component wear down. This would mean

the team would have to order parts from India at the cost of high shipping and handling in order

to fix even a small problem in the transmission.

Harley Five Speed

The next transmission that we reviewed was a Harley Screamin’ Eagle five speed

transmission. This model Harley can come with both a five or six speed transmission and the

gear ratios can be found in Figure 19.

Figure 19: Harley Davidson Screamin’ Eagle Flight gear ratios

43
 BAJA SAE 2014- 2015

Throughout the Baja competition there would not be a point where the vehicle would

have to shift all the way up to a sixth gear. Also, a lower second gear ratio in the five speed

would be better for hills and acceleration so the five speed was chosen over the six speed option.

This transmission would cost the team $650.00 dollars, which is $50.00 over the allotted amount.

A Harley transmission would be extremely reliable and an extremely smooth clutch

system but there is a major drawback in this transmission. Because the transmission is found on a

motorcycle it does not have a reverse gear. With a four wheel drive vehicle, a reverse gear is

instrumental in getting the largest advantage we can on the rock crawl event which is where four

wheel drive will excel. It is possible to purchase a kit to add a reverse gear but the cheapest one

found cost $1,050.00. This means that even though we would not need a custom transmission

case, like with the Alfa transmission, in order to add a reverse we would have to spend a

significant portion of our budget.

Final Decision
The team has decided to go with the Yamaha Big Bear 400 4x4 transmission. Even with

having to design and machine a transmission case the Big Bear transmission will come in at least

$200.00 under the other two options assuming the team would only have to pay for stock for the

transmission case. Also, the low first gear ratio will allow 4 wheel drive to be fully utilized in

events such as the sled pull and rock garden events. By choosing the Big Bear transmission the

team is enhancing the areas of strength the car is designed to have in order to receive maximum

points in the large majority of events.

44
 BAJA SAE 2014- 2015

Methods
Suspension Design Process
Based on the control arm research detailed earlier both the front and rear control arm

designs would utilize a double wishbone allowing us to optimize the handling ability of the

vehicle. Figure 20 depicts the preliminary designs that utilized bushings and bolts to attach to the

frame allowing for vertical travel. A ball joint was utilized for the wheel hub attachment which

allows for vertical travel, camber, and horizontal travel. The design meets the allowable 64”

track-width whether the arms are compressed or stretched.

Figure 20: Preliminary Design and Model Front Upper/Lower Control Arms

The same concept used on the front arms was used on the back control arms just with

minor modifications to accommodate the rear geometry. The length of the arms and the width of

the upper arm were altered to maximize space at the top of the control arms and reduce the

amount of strain possible on the upper member of the frame. Figure 23 illustrates the dimensions

of the rear control arms along with the preliminary CAD design of the rear control arms.

45
 BAJA SAE 2014- 2015

Figure 23: Preliminary Design and Model Rear Upper/Lower Control Arms

The wheel hub and rotor assembly design was reliant on the flexibility of the bearings

that were utilized. The flexibility of a ball joint is critical as it provides improved handling of the

vehicle with a greater range of movement. The initial bearings that were chosen could travel up to

65 degrees, however the 75-degree movement of the ball joints that came included within the hub

of the Husqvarna HUV were viewed as a better option. Measurements of the hubs were taken

followed by the bearings being pressed out of the hub. After that measurements of the bearing

were taken to recreate it as well as make a fixture within the arm to house the bearing. These

measurements allowed us to reengineer the wheel hubs and ball joint in solidworks to properly fit

the wheel hubs and bearings shown in Figure 21 and Figure 22.

Figure 22: Wheel Hub and Rotor Assembly Figure 22: Ball Joint

46
 BAJA SAE 2014- 2015

Figure 25: First (Left) and Second (Right) Upper Arm Design

Figure 24: First (Left) and Second (Right) Arm Assembly along with Ball Joint (Center)

The design change noted in Figure 24 and Figure 25 caused for a redesign of both control

arms. The previous design had a round bar in the middle; this was changed to a rounded plate

with a hole through it so that the bearings could be pressed into the arm. This redesign occurred

for both control arms as seen in Figure 22 and Figure 25. This change in design needed minor

adjustments to dimensions in order for the wheel hub and ball joints to fit simultaneously.

The original placement of the shock in Figure 24 was problematic because of the

interference it created with the axle going through the middle of the arms. Another minor issue

was that the shocks consumed more space than originally planned for. Thus making the shocks

47
 BAJA SAE 2014- 2015

attach to the bottom control arm difficult. Initially to overcome this issue the idea was to move

the shock to the upper control arm. However this approach required an additional bar to be

placed on the frame so that the shock could be attached properly, Figure 26.

After having a design review this idea shown in Figure 26 was not feasible. Further

Figure 26: Proposed Arm Design

research of similar Polaris vehicles with similar shocks led to a concept that provided a simple

way to connect shocks to the frame while still allowing the axels to go through the middle of

both arms. The concept involved widening the control arms so the shocks could be attached to

one side of the arms with the axel going through the middle of both arms, Figure 27. The

complete view shows that the components fit into this third control arm design and provided a

robust system to connect the shocks to the frame.

48
 BAJA SAE 2014- 2015

Figure 27: Third design of Control Arms

Fourth and Fifth Design Iterations

After defining the location of the shocks the next iteration of the control arm design

mainly saw changes on how the shock was mounted to each arm. The change in mounting was

that the shocks were now mounted to two tabs that were welded onto a plate that runs in between

the bottom arm. The previous iteration had the tabs on each end of the arm. Changing how the

shocks were mounted was needed to fit the axel within the middle of the arms. The front and rear

designs can be seen in Figure 28.

49
 BAJA SAE 2014- 2015

Figure 28: Fourth Control Arm Design

Figure 29: Fifth Design Iteration (Bottom and Top Rear arms)

The fourth iteration was nearly a complete design however the only issue arose with the

rear arms not being wide enough for the axle to fit. Following that realization a fifth and final

design iteration was needed. The front control arms remained the same as the previous iteration.

However the rear arms changed quite drastically as can be seen in several bends were added to

Figure 29 widen the arms so that the rear axles would fit properly.

After finalizing the fifth design iteration the drawings of each arm were sent to Worcester

Manufacturing for bending. Afterwards the arms were sent to City Weld to be welded finalizing

50
 BAJA SAE 2014- 2015

the manufacturing process. This process is discussed in much more detail in the suspension

results section.

51
 BAJA SAE 2014- 2015

Steering Design Process

The most important criterion for the vehicles steering system was to produce a fully

functioning system at the lowest cost possible. The first step of the process involved looking at in

house components and determining if any of them were acceptable. The reason cost was so

critical was largely due to the welding of the control arms taking out a much bigger portion of

the budget than originally anticipated. Luckily after evaluating the in house components within

the SAE club shop useful components were found that would significantly lower the cost. The

main component that was found was a previously used steering rack which easily saved $200 -

$300. The next step after evaluating that the rack was functioning was to measure its dimensions

and reengineer the rack into CAD.

Once the rack was successfully transitioned into CAD the first issue in the design process

was made very clear. The first issue encountered was the extremely tight space found within the

foot well of the vehicle. This severely limited the positioning of the steering rack. The front of

the foot well was predominately taken up by the pedals while the middle was taken up by the T-

Box. In order to overcome this issue a mounting bracket was modeled in solidworks. The

mounting bracket was designed to mount directly over the T-Box to use the remaining space

within the foot well efficiently. Figure 30 shows the purple steering bracket that mounts over the

T-Box.

52
 BAJA SAE 2014- 2015

Figure 30: Steering Bracket and Tie Rod Design

After successfully positioning the steering rack within the foot well the next part of the

design process was too design tie rods, which would connect the wheel hubs to the steering rack.

Luckily the hubs that were purchased prior to the school year featured a little bracket hanging off

of the hub meant directly for a tie rod to attach too. The tie rods that were designed consisted of a

steel rod that would then have two nuts welded at each end. The nuts would then be utilized as

fixtures for the two ball joints that would be attached at each end. Two types of ball joints were

utilized for the tie rods. On the hub end a ball joint with a pre-assembled shank was utilized to

allow for vertical travel. However on the steering rack side a ball joint with a bolt through the

middle was utilized to assure the tie rods are securely fastened to the rack.

For the rear very similar tie rods were designed however instead of attaching to a rack

they were directly attached to the control arms. This locks the rear wheels in place so they cannot

rotate in any way whatsoever. In addition to these components a steering wheel was purchased

and a simple collar was turned on a lathe to attach it to the steering rod. Afterwards the steering

rod was cut to a length suitable for a driver. Once the steering wheel mount was made the

53
 BAJA SAE 2014- 2015

steering design was essentially complete. There was only one design iteration due to the

components already existing and the hubs already being made to have tie rods attach directly to

them.

54
 BAJA SAE 2014- 2015

Transmission Design Process

As discussed in the Background Research section of the report the team has decided to

use a 5 - speed manual AVT transmission out of a Yamaha Big Bear 450. The team purchased

the shafts, gear, shifting forks, and collar of the transmission from a reputable user on eBay for

$30.00. By buying the parts of the transmission without a casing meant that the team would be

required to design and build a case in order to house the transmission and transmission fluid.

This meant that complex geometries and bearing systems would have to be designed in order for

the transmission case to be able to completely operate the transmission while also sealing it so

there would be no fluid drips resulting in automatic disqualification at competition.

The original goal for the transmission case was to design and cast an aluminum casing

with the capabilities found at WPI by using the Foundry and 3-D printing technologies that can

be found on campus. In order to fully understand what this would require out of us we contacted

Pat Guida (WPI Class of 83’) who has experience in casting and automotive design and

manufacturing techniques. He instructed us that it would be possible to Green- Sand Cast a case

on campus as long as the team could design the case in a way that a 3-D model could printed and

used in the process. However, he warned us that designing a case to fit these design goals would

be a very in depth process that may not be plausible within the scope of our MQP. After further

looking into what designing a case like this would entail with the geometries and methods

involved the team decided to move away casting a case in order to stay within the budget and

time restrictions of the project.

Pat further suggested that the team attempt to find an old scrapped transmission case for

the transmission in order to be able to take dimensions and concepts off of it. This would mean

that a simpler transmission case could be manufactured from plates that would basically make a

55
 BAJA SAE 2014- 2015

box around the transmission. O-rings and rubber housing for shafts could be used along with

RFD in order to seal the case and it would be both cheaper and easier to manufacture than a

casted case. However, the team was unable find a housing for the transmission that can be

modeled off of. The major issue is that in Yamaha ATV’s the transmission is housed in the same

casted piece as the engine so it is a large block that people scrap for money if they were to have

one from a broken ATV. Also, motorsports shops are hesitant to allow us to disassemble a

working ATV.

Therefore, the team decided to manufacture a case that would essentially act as a box

housing for the transmission. In order to properly align the holes of the transmission iterations of

laser cut acrylic was used to ensure that the final CNC milling of the case would be done

correctly. Figure 32and Figure 31 show the models that were used to laser cut the acrylic mock

ups.

Figure 32: Front Lasercut Transmission Model Figure 31: Rear Lasercut Transmission Model

56
 BAJA SAE 2014- 2015

Oil seals, rubber housings, and sealed bearings were still used in order to seal fluid into

the case to ensure that there would be no leaks from the transmission case. The final design

would consist of bearings ordered directly from Yamaha to ensure they fit the required shafts and

also standard bearings used where shafts were altered or had to be extended. Design

considerations for the transmission case also had to be taken into account for the new drivetrain

design which is described below in Drivetrain Design Process. The final SolidWorks assembly

of the transmission case was then competed to include major shafts and gears to insurance

properly toleranced fits and gear meshing.

57
 BAJA SAE 2014- 2015

Drivetrain Design Process

The drivetrain required the vehicle to power all four wheels in a way that would keep the

maximum efficiency of engine output as well as ensuring that the driver was safe in the case of

an unforeseen shaft failure or joint rupture. Therefore, multiple iterations had to be completed to

ensure driver safety and efficiency throughout the vehicle while still maintaining the overall goal

of a four wheel drive Baja vehicle.

Initially, the plan for the driveshaft was to run to either the left or right side of the driver.

This would require multiple U-joints or CV joints to divert the axle around the seat while also

accessing the transmission. This would require the main driveshaft to be driven by one of the two

90 degree output shafts of the T boxes. That shaft would then be diverted with multiple joints to

the front T box resulting in a decrease in efficiency with each joint. The cost of the required

joints and the extreme loss of efficiency would make this an infeasible idea for the group. A new

method of power transfer had to then be determined that still utilized the two 90 degree T boxes

and the Yamaha Big Bear transmission that were major components in the vehicle design.

Through discussion with the team and consolation with Professor Planchard and

members of SAE the decision was made to use the transmission output shaft extended in both

directions as the overall vehicle driveshaft. This meant the transmission had to be altered and

other components of the vehicle had to be taken into account to ensure packaging of the vehicle

worked while also maintaining safety and efficiency.

The engine mount required a 90 degree rotation while the seat had to be raised to ensure

that the shaft could safely run under it. The transmission output shaft also had to be extended in

either direction in line with the two T boxes to ensure that it was a straight shaft without

58
 BAJA SAE 2014- 2015

unnecessary stresses and efficiency losses. Figure 33 displays the new engine mount design so

that the transmission can extend in either direction. The mount features ¼” 6061 aluminum that

is bent to 90 degrees and then welded to a base plate that is U-bolted to the frame. The

transmission sits directly below the engine.

Figure 33: Engine Mount SolidWorks

The power from the T boxes will then be distributed to the axles through spacers that

will have bushing on the insides to ensure proper fits. The team purchased Husqvarna HUV axles

because of their CV joint configuration, to minimize efficiency loss, and their length sizing

which matches the length needed. The spacers will be welded on the axle connection side and

through bolted on the T box side. This will ensure no shearing of connection points will occur

and the vehicle will operate safely. A complete overview of the design can be found in the

Drivetrain Results section of the report.

59
 BAJA SAE 2014- 2015

Wheel Adapter Design Process

The team inherited four sets of wheels from last year’s Mini Baja MQP team. The set of

wheels included two different sized tires and rims, for the front and rear of the vehicle. The

supplied rear wheels are DWT 6061 [.190] rims with AT489 [AT23 X 8-12] tires while the front

wheels are DWT 6061 [.125] rims with AT489 [AT23 X 8-10] tires. The two different rim sets

we inherited have different bolt patterns.

The team purchased Husqvarna HUV hubs to match the previously mentioned Husqvarna

HUV axles. These hubs have a different bolt pattern than either set of DWT rims. In order to

attach the wheels to the vehicle, hub adapters were designed to space the rims away from the

hubs to avoid collision and also match the varied bolt patterns. Two sets of these adapters were

designed to match both sets of rims.

The adapters were designed with quarter inch aluminum because of strength and

availability. They were made to be circular to fit inside of the rims while avoiding collision and

have holes cut in the center to allow the axle nut to be accessible. They also have holes cut to

match the bolt pattern of the rims and hubs. The holes cut to line up with the rims were

countersunk on the backside to prevent bolt collision with the brake caliper. Figure 34 shows the

SolidWorks design of the front and rear hub adapters.

60
 BAJA SAE 2014- 2015

Figure 34: Front (left) and Rear (right) Hub Adapters SolidWorks

61
 BAJA SAE 2014- 2015

Footwell Design Process

The footwell was designed to package all of the necessary components, including the

throttle pedal, brake pedal, T-box and front axles, and steering assembly, while maintaining

maximum leg and foot mobility for the driver. The first step in the design of the footwell was to

design a base, or footplate. This plate was dimensioned to overhang the frame on the left and

right side to allow it to be fastened to the frame with U-bolts. The front of the plate was tapered

to allow clearance with the front pipes of the frame.

The team decided to eliminate the clutch, thus the clutch pedal, leaving the brake and

throttle pedal to fit in the footwell. The two pedals were centered on the front of the plate;

throttle on the right and brake on the left with the brake cylinders protruding out of the front of

the vehicle. By positioning the pedals with the brake cylinders protruding out, the limited foot `

Next the T-box was placed in line with the axles and centered on the footplate. A slot was

cut into the footplate to allow the bottom mounting tab of the T-box to sit inside and be bolted on

below the plate. A mounting bracket was designed to bolt onto the footplate and top mounting

tab of the T-box, with a three inch hole in it to allow the T-box to sit inside of it. As described in

the previous Steering Design Process section of the paper, the steering rack mount was designed

to mount directly over the T-box. This mounting technique was necessary due to the tight space

encountered in the footwell. Figure 35 displays a SolidWorks depiction of the footwell assembly.

62
 BAJA SAE 2014- 2015

Figure 35: Footwell Assembl SolidWorksy

63
 BAJA SAE 2014- 2015

Brake Design Process

As previously stated in the Background Research section of the paper, caliper brakes

were selected as the optimal design choice for the vehicle. Based on the purchase of the

Husqvarna HUV hubs, Husqvarna HUV brake calipers were decided on due to their direct

mounting to the hubs.

A brake pedal and its associated cylinders were provided to the team by the WPI SAE

chapter. The brake pedal and cylinders were mounted offset left from the center of the footwell

and drove the design of the brake system. The farthest left cylinder was designed to control the

front brake calipers while the right cylinder controls the rear calipers. A “T-split” is utilized on

both cylinders to split the line to send to each caliper. No SolidWorks model of the brake line

was created.

64
 BAJA SAE 2014- 2015

Results
Suspension Results
The manufacturing of the control arms certainly did not go as planned. However the

control arms were still successfully implemented into the vehicle. The first issue experienced

with the manufacturing of the control arms was acquiring the necessary material. Originally the

plan was to create all of the arms from left over stock of 4130-steel left behind from last year’s

project. When discussing design with the head of engineering at Worcester Manufacturing, Jamie

Gilman, he critiqued the ability of bending the 4130 steel that was planned to be bent for both the

rear and front control arms. After multiple meetings with Jamie a redesign was had and the front

arms were mitered at the locations of the bends because the tight radius on the front arms would

not have been successful and crinkling of the inner radius would have occurred. Along with this

decision Worcester Manufacturing reviewed the possible use of 1010 14 gauge steel for the rear

arms. An analysis of 1010 14 gauge steel was done to ensure the material would provide

sufficient strength in the suspension before submitting the drawings of the redesign to Worcester

Manufacturing. Figure 36 below shows the jig made to weld the butt joints of the front control

arms.

Figure 36: Front arm without welds

65
 BAJA SAE 2014- 2015

Worcester Manufacturing donated the material and labor in the manufacturing of the

control arms. The next objective was to find a company or an individual that could weld the arms

together, fish mouth the control arms, mount the pivot tubes and weld tabs onto specific

locations per SolidWorks drawings. This process was in parallel with the manufacturing of the

vehicle tabs. McNamara Fabricating Co. donated their time and material to manufacture all 52

vehicle tabs. The original plan to get the welding done was to go through Howard Manufacturing

and the welding was to be done over spring break. Unfortunately due to a breakdown in

communication with Howard a set date to drop off components was never made and we had to

seek out alternatives. The first alternative that was suggested by Pat Guida, who has been one of

our contacts throughout the project suggested to the team about utilizing the services of City

Weld who are right down the street in Worcester.

Pat sat down and gave us a design review of the front and rear control arms before the

final control arms were sent out to be welded. He pointed out the weakness of the butt welds that

would be needed for the front arms and expressed his concern about what effect this could have

on the vehicle. Pat suggested the use of gussets or large plate that could be used to add fillet

welds to the arm and significantly increase its strength. One other critique Pat suggested was the

manufacturability of the arms he felt that some of the design choices specifically the ball joint

blocks made the arms more complex and expensive. In order to address these concerns

adjustments to the design of the front arms were created. The changes involved adding a large

plate to the front arms that would be welded to the bottom of the arms and a small pipe that

would be milled out to press fit the ball joint into. The small pipe would then be welded to plate

replacing the old ball joint block.

66
 BAJA SAE 2014- 2015

The ball joint block for the back was also eliminated Figure 37 below displays the
changes that were made to the arms after Pat’s suggestions.

Once the changes for the top

Figure 37: Tweaked Top and Bottom Control Arms

and bottom arms were finalized the next was

to make sure that City Weld would be able to weld and fish mouth the arms in the three to four

day timeline that we really needed. Luckily when we spoke with City Weld they were more than

willing to work with us and could get started as soon as we could send City Weld drawings as

well as some more details about what we needed to be done since we had already made jigs for

the arms.

After sending them the drawings they gave us an estimate on cost which was to not

exceed $3,000 dollars and they said the work should not take more than a week to get done.

Following the agreement with City Weld, the next step was to manufacture the plates so that they

could be welded. Fortunately the plates for the arms were made in a timely manner and were

made through the Nypro tool room as a donation to WPI. The components were dropped off and

were all welded in about four days coming to a total cost of $2,680. Figure 38 shown below

shows the arms after they were welded.

67
 BAJA SAE 2014- 2015

Figure 38: Completely Welded Control Arms on and off vehicle

Once the arms and frame were received the next step was to manufacture the pipes for the

ball joints as well as all of the bushings for the control arms. These were all made on a lathe over

68
 BAJA SAE 2014- 2015

the course of a week in one of Nypro’s machine shop. In addition to that work the ball joints

were also press fitted into the pipes through the use of a two-ton press as well as using a tig

welder to weld the pipes onto the arms. Upon completing the bushings and pipes the control

arms were complete and were placed on the vehicle. Figure 38 above shows how the arms fit

within the vehicle.

Through multiple iterations of the control arms the final control arms were manufactured

successfully. The only issues that were experienced throughout the process were design setbacks

via design reviews by industry experts and the lead time of professional manufactures. As

mentioned previously the delay in manufacturing was largely due to a breakdown in

communication with Howard manufacturing and then finding a replacement within the tight time

frame.

69
 BAJA SAE 2014- 2015

Steering Results
In the steering design process it was mentioned that a previously used steering rack was

found within the SAE shop. Due to it still being fully functional and most importantly free the

steering was designed around this rack. The first step in the realization of the vehicles steering

was to bend the 0.125” aluminum bracket to which the steering rack would attach too. The plate

was cut to the required shape and then bent manually to a 45-degree angle. The bracket is

displayed below in Figure 40.

Figure 40: Steering Rack

After the steering bracket and steering rack were mounted the next step was to

manufacture both the tie rods as well as the steering wheel mount. For the tie rods the steel stock

was bought and cut to length by the use of a lathe. After the tie rods were cut the nuts were then

welded to each end in order to properly house the ball joints. The steering wheel mount was

initiated by cutting the steering rod to a much shorter length. The next step was too mill a collar

that would attach the steering wheel to the steering rod. The steering wheel was then mounted to

the rod. The last part of the process was the rear tie rods which were cut to length welded and

then bolted directly to the rear control arms. Both the front and rear tire rods are pictured below,

Figure 41.

70
 BAJA SAE 2014- 2015

Figure 41: Front and Rear Tie Rods

Overall the steering was fully implemented as planned and was done on time as well. One

issue that arose was that the steering wheel was not fixed to be centered. In order to be properly

done this will have to be completed by next year’s team. The last issue found was that the

aluminum bracket ended up being to weak and will need to be replaced in order for competition.

71
 BAJA SAE 2014- 2015

In retrospect, the steering went pretty much as planned and functions exactly as we wanted. One

other additional issue that will need a redesign of the foot well is moving the rack forward to

minimize bump steer that is experienced by the vehicle.

72
 BAJA SAE 2014- 2015

Transmission Results
As discussed in the drivetrain methodology the decision was made to extend the

transmission out in either direction to be used as the main driveshaft. This meant that the case

must be an open system in order to extend the driveshaft while also being sealed so that no SAE

rules on leaks are broken throughout the competition. The output shaft was extended by welding

two separate shafts to either end. The shaft extending to the rear T box is ¾” OD solid low-

carbon steel shaft that was lathed to the outer diameter and depth to create a press fit to further

secure the weld. The shaft extending to the front is a 1” OD, .825” ID low carbon steel shaft that

arrived pre-sized for a tight fit on the shaft. Low carbon steel was selected for its high shear

stress capabilities and also for its ease to weld to the already low carbon and hardened steel gear

shaft. Figure 42 displays the output shaft extended in either direction out of the transmission case

which is fastened to the engine mount.

Figure 42: Transmission Extended Output Shaft

The inner components of the Big Bear transmission that were bought did not include an

input shaft but did include the input gear. Therefore, a shaft was bought and lathed down to the

ID of the input gear and then welded on to deliver power into the system. This shaft was also

73
 BAJA SAE 2014- 2015

made of low carbon steel with a 1” OD and .5” ID given a very large wall thickness to dissipate

the torque put on it from the engine. This shaft was selected with a safety factor of 1.5 to ensure

that no failure would occur in this critical part.

After the input and output components of the transmission were determined bearings

were then selected for the transmission case. The gear reduction shaft was unchanged on either

end and did not have standard shafts OD’s so the bearings out of the Yamaha transmission case

were ordered for either end. The shift collar utilized a Yamaha bearing on one end and then a

standard 1.5” ID bearing was used in order to fit the shaft that was used to extend the collar the

length of the shaft. This was done so that there would not have to be more than four walls to

enclose the transmission case in order to avoid more weak points in the geometry. Standard steel

ball bearings rated to a 1,384 dynamic stress capability were chosen for either end of the output

shaft. The input shaft utilized the same bearings as the output shaft because of the high load

capabilities and ease of purchase/ budget considerations. Each of the standard steel ball bearings

were purchased for $12.04 and met the required capabilities with a safety factor of 1.3. Figure 43

displays the bearings used within the transmission case in their proper layout within the milled

end walls.

74
 BAJA SAE 2014- 2015

Figure 43: Bearings in Transmission End Wall

The next and most crucial step was milling the end walls of the transmission case. The

hole placement is critical to assure the gears properly mesh and there is no excess stress on the

gears, shafts, and bearings in the case. Laser cut pieces of acrylic were used to ensure that the

CAD models were correct once cutting into metal. The initial plan was to cut the end walls out of

5/8” 6061 Al due to its easy machinability, welding, and strength qualities. However, the first

iteration of the end wall cuts produced a geometry where the output shaft was .030” to close to

gear reduction shaft. This meant that case would not properly assemble and a second iteration

had to be completed. The team believes that since only 1/8” acrylic was used it was deformed

when being cut and handled which gave the improper dimensions. Therefore, for the second

iteration the CAD models were fixed and re-milled in order for the transmission to properly

function.

75
 BAJA SAE 2014- 2015

These models were then imported into the CAM software Esprit to ensure nominal

dimensioning when milling these press fit holes. The bearings were all rated for a .003- .001”

interference press fit so the holes were all dimensioned to fall within that range.

Once the end plates were milled correctly the bearings were pressed in using an arbor

press. This allowed the shafts to be properly aligned and the shafts for the shifting forks pressed

into their location. The last step was to machine four plates down to the overall outside

dimension of the case to enclose the case and allow for fluid to be inserted. The case is

assembled by first inserting the shafts into the end walls. The outer plates are then bolted into the

end walls to create a tight fit and sealant is used to ensure no fluid is leaked. Figure 44 shows the

case without these outer plates and extension shafts in order to show the purchased transmission

sit within the system without alteration.

Figure 44: Transmission in Case without Extension Shafts and Outer Walls

76
 BAJA SAE 2014- 2015

Drivetrain Results
Power Distribution
The initial power output from the vehicle begins at the engine. A centrifugal clutch is

mounted to the output shaft of the engine. The clutch is a Hilliard Extreme- Duty centrifugal

clutch rated for an engagement speed of 2300 RPM’s and a max operating speed of 5000 RPM’s.

The Hilliard clutch is equipped with a 17 tooth sprocket for a #35 chain and can be seen in

Figure 45.

Figure 45: Hilliard Heavy Duty Centrifugal Clutch

The #35 chain then runs from the centrifugal clutch to a 15 tooth sprocket on the

transmission input shaft giving an initial gear reduction of 1.133. This ratio is then enlarged

through the varying gear ratios found within the transmission. Figure 46 shows the chain

engagement from the clutch to the transmission on the vehicle.

77
 BAJA SAE 2014- 2015

Figure 46: Engine to Transmission Chain Drive

Once the power is passed to the transmission it is then diverted in two directions to the

front and rear mounted T-boxes through extension shafts. The transmission output shaft then mated

with U-joints using 3/8” fasteners on either side to compensate for up and down movement when

going over bumps and landing from jumps which can be seen in Figure 47.

Figure 47: Transmission Output to U-Joint

78
 BAJA SAE 2014- 2015

The U-joints then run a galvanized steel reinforced driveshaft to both T-boxes. The main

galvanized steel driveshafts are 1” OD pipes rated for wind turbine shaft use, thus giving a safety

factor well above what was needed to ensure driver safety. The cost associated with this

increased safety factor was negated due to the shaft being donated by Industrial Communications

for our use. These driveshafts are mated to the T-boxes and U-joints using the same 3/8”

hardware as what was used for the transmission to U-joint connection.

Now that the power has been successfully transferred to the T-boxes it must then be

diverted to either axle. This is done the same in both the front and rear of the vehicle with 4130

steel spacers being used to connect the axles, purchased off a Husqvarna 4120 HUV, and the T-

box connections. The spacers interact with the T-boxes with 3/8” hardware while spacing

bushings were created and welded to the splines on the axles. These bushings were then welded

to the spacer itself and were made of a soft enough metal to roughly form into the shape of the

spline that is found on the axles. An example of the U-joint to T-box and T-box to axle spacers

can be found in Figure 48.

Figure 48: Rear T-Box to U-Joint Connection

79
 BAJA SAE 2014- 2015

The power is then distributed from the axles to the wheel hubs which are taken from the

same HUV as the axles to ensure that the splines interact perfectly. This system thus allows a

four wheel drive with optimized efficiency and safety for the driver.

Assembly
The drivetrain was design and manufactured based upon the center driveshaft decision

that was made to ensure that four wheel drive would work with the most efficiency in a way that

was also safe for the driver. This meant that the first thing placed in the vehicle was the engine

mount. The final manufactured engine mount was manufactured to the initial rotated design and

can be seen in Figure 49.

Figure 49: Assembled Engine Mount

80
 BAJA SAE 2014- 2015

The T-boxes were then placed in their mounts and centered within the vehicle so the

driveshaft runs straight along the centerline of the vehicle frame. Figure 51 and Figure 50 show

the T-boxes in their mounts and bolted to the frame to maintain position of the driveshaft.

Figure 51: Rear Mounted T-Box Figure 50: Front Mounted T-Box

Once the T-boxes were centered the transmission and engine mounts were designed to

provide linear adjustability to ensure a straight linear fit with the T-boxes. Once this linear

adjustment is made the transmission extension shafts are connected to the U-joints. The U-joints

then run the main drive shafts out of their other ends to the T-boxes which distribute power to the

axles and thus the wheels which completes the assembly of the drivetrain.

Safety Considerations
Major safety issues are brought up when having a driveshaft run directly under the driver

as it does from the transmission to the front T-box. In order to ensure that the driver is safe at all

times safety factors were taken into account for the shafts. “Safe- failures” were built into the

81
 BAJA SAE 2014- 2015

design so that if something were to break it will break in a way that does not put the driver in

immediate harm. For example, the safety factor for the main galvanized steel driveshaft was

nearly 2 because it runs directly under the driver. If a shaft were to fail it would be the one

connecting the transmission to the rear U-joint. This is the furthest shaft from the driver and

would allot the driver plenty of time to brake if it were to fail. However, a safety factor of 1.2

was still used on this shaft so it should not break even under the vehicles operating conditions in

rocky terrain that will put a lot of torque on the system.

Also, all rotating parts within the seat and footwell areas are covered with Lexan to

protect the driver from getting entangled. This is found running from the engine mount to the

front T-box and also across the top of the front T-box to axle spacers. Along with these

precautions, the seat is raised 4” to allot for the required 6” head clearance from the top of the

frame that SAE requires while also being furthest away from the rotating shaft. The underside of

the seat is made from a steel plate as an extra aspect of precaution to protect the driver. Figure 52

displays the raised seat that is used to protect the driver. The Lexan covers were removed for this

picture to show the driveshaft clearance from the seat.

Figure 52: Raised Seat Assembly and Driveshaft Clearance

82
 BAJA SAE 2014- 2015

Wheel Adapter Results

The wheel adapters were manufactured out of quarter inch aluminum. Two 9x9 inch and

two 7x7 inch square plates were cut and a 2.5 inch hole was cut into the center of each. The

plates were then milled on a turn table to be circles with radii of 9 and 7 inches each. The holes

for both bolt patterns were then cut into the plates using the mill. To finish the adapter plates, one

side of the rim bolt pattern holes were countersunk. Figure 53 displays one of the completed rear

hub adapter plates.

Figure 53: Rear Hub Adapter Plate

After manufacturing the adapters, spacers were lathed out to space the rim away from the

hub and prevent interference. These spacers were lathed out of steel pipe and were dimensioned

to be 1.1 inches and 1.55 inches for the rear and front respectively. The final modification

needed for the wheels was modifying the front rims. The bolt pattern of the front rim and hub

83
 BAJA SAE 2014- 2015

both fall within the wall of the rim, meaning that holes needed to be drilled in the rim to allow

lug nut clearance. Figure 54 depicts the final wheel assembly for the front and rear tires.

Figure 54: Front Wheel Assembly and Rear Wheel Assembly

84
 BAJA SAE 2014- 2015

Footwell Results
The first step in assembling the footwell was to cut out an unnecessary pipe running over

the top of the footwell space. Once this was removed, the footplate was cut to size out of quarter

inch aluminum and mounted to the frame using U-bolts. Once in place, the pedals were mounted

to the plate and the slot for the T-box was cut out. The T-box bracket was made out of 1/8 inch

aluminum and was cut, drilled, and bent to size. It and the T-box were then mounted to the

footplate. After this, the steering rack bracket was mounted directly over the T-box. Finally, and

not in the initial design, slots were cut out on the sides of the plate for the axles to prevent

interference when rotating. Figure 55 displays the completed footwell assembly.

Figure 55: Footwell Front-view and Top-view

85
 BAJA SAE 2014- 2015

Brake Results
The brake calipers were mounted onto the hubs using the provided hardware and fit

perfectly because of the Husqvarna compatibility. Brake line was run from each cylinder to “T-

splitters” where the brake lines then went to each caliper. The brake line was bent and formed

using a brake line bending tool and the ends were flared using a brake line flaring tool. Flexible

brake line was used for the connection to the calipers to allow movement with the suspension.

The brake cylinders were filled with brake fluid and the brakes were then bled. Figure 56

displays the connected front and rear brake calipers.

Figure 56: Front and Rear Brake Calipers

86
 BAJA SAE 2014- 2015

Throttle Results
The WPI SAE chapter provided the team with a throttle pedal that had a throttle cable

already attached. This cable was utilized and mounted to run from the pedal in the front to the

rear of the car. An attachment was made to connect the throttle cable to the throttle on the

engine. A return spring was added because of the simplicity of the provided cable. Figure 57

displays the throttle cable to engine connection.

Figure 57: Throttle Cable Connection

87
 BAJA SAE 2014- 2015

Knowledge Acquired
Feasibility
The design process became a real test of imaginative and ambitious ideas that were

turned into practical drawings that then could be implemented correctly. We experienced designs

that proved to have a relative degree of being easily done and others that proved to be very

difficult and time consuming. This lesson learnt was most evident when we came to the

mammoth task of designing a transmission case around the gears itself of a Yamaha Big Bear

400cc transmission. We spent many man-hours trying to track down a previous transmission case

that would provide a design once reversed engineered. Also many hours were spent researching

and communicating with experts on campus of the feasibility of sand casting either at Worcester

Polytechnic Institute or the Palmer Foundry via investment casting or sand casting.

Although an educationally exciting opportunity to reverse engineer and aluminum cast

our transmission case, the feasibility of such a task was unrealistic within the time frame of our

project and the current location our project was within our Gantt chart. We were ambitious at

first and it had been a valuable lesson learnt, that something may be the best approach

fundamentally, however there are other constraints such as time that make that specific approach

impractical.

Parallel Plans
Throughout the research and purchasing of specific systems within the Baja SAE vehicle

many original plans had to be scrapped due to change in price or change in the general design

requiring other changes in other systems. It became evident the need to have parallel plans

88
 BAJA SAE 2014- 2015

alongside “plan 1a” there had to be a feasible “plan 1b” that would of accomplished the same

design goals and objectives in a slightly different way.

The design of the front and rear control arms experienced the use of a parallel design

plan. The preliminary design was based off the preconceived size of the shocks that we were

receiving. However the size of the shocks hindered the ability for the axle, control arms and

wheel hubs to line up correctly. This however although an issue was quickly addressed as a

parallel design, shifting over the shocks and changing the mounting points, already existed in the

case this event had happened.

Design Review Sessions

On multiple occasions throughout the semester the use of a design review proved to be a

valuable resource that allowed us to address fundamental problems within our design in a more

direct and efficient manner. We held a design review session with the Worcester Polytechnic

Institute chapter of Society of Automotive Engineers. We presented our design that had a

fundamental problem with diverting power from the rear T-box to the front drive axles of the

vehicle. Through discussion with the SAE organization it was decided to move the center

driveshaft in line with the transmission output shaft along the centerline of the vehicle. This

allows the transmission output shaft to be extended in both directions to the front and rear T-

boxes that then split the power to the left and right drive axles. Although a simple fix this only

came about because of the new perspective provided by the WPI SAE chapter members.

89
 BAJA SAE 2014- 2015

Future MQP Recommendations

Vehicle Improvements
• Establish proper spline connection between the axles and T-boxes.

• Purchase and install proper front rims and adaptors.

• Reinforce steering mount bracket.

• Add structural support to rear frame shock tabs.

• Design and install body panels for vehicle.

• Include reverse gear in transmission.

• Optimize differentials to increase steering capability.

Testing
A series of tests both static and dynamic need to be undertaken. All systems of the

vehicle should be tested to ensure safety and reliability before the vehicle can be handed over to

the WPI SAE chapter to be used in future Baja SAE competitions starting in 2015-2016

academic year. Other tests to establish the specific capability of the vehicle to the set

requirements specified by SAE international for endurance, suspension and traction and hill

climb are all feasible tests. In order to do this effectively a detailed testing protocol will need to

be established abiding by SAE international rules and regulations. This will ensure that the static

and dynamic tests are organized and efficiently conducted.

90
 BAJA SAE 2014- 2015

Appendix A: SAE Rules and Regulations

ARTICLE 11: BRAKING SYSTEM

B11.1 FOOT BRAKE

The vehicle must have hydraulic braking system that acts on all wheels and is operated by a
single foot pedal. The pedal must directly actuate the master cylinder through a rigid link
(i.e., cables are not allowed). The brake system must be capable of locking ALL FOUR
wheels, both in a static condition as well as from speed on pavement AND on unpaved
surfaces.

B11.2 INDEPENDENT BRAKE CIRCUITS

The braking system must be segregated into at least two (2) independent hydraulic circuits
such that in case of a leak or failure at any point in the system, effective braking power shall
be maintained on at least two wheels. Each hydraulic circuit must have its own fluid reserve
either through separate reservoirs or by the use of a dammed, OEM-style reservoir.
Note: Plastic brake lines are not allowed

B11.3 BRAKE(S) LOCATION

The brake(s) on the driven axle must operate through the final drive. Inboard braking through
universal joints is permitted. Braking on a jackshaft through an intermediate reduction stage
is prohibited

B11.4 CUTTING BRAKES

Hand or feet operated “cutting brakes” are permitted provided the section (B11.1) on “foot
brakes” is also satisfied. A primary brake must be able to lock all four wheels with a single
foot. If using two separate pedals to lock 2 wheels apiece; the pedals must be close enough to
use one foot to lock all four wheels. No brake, including cutting brakes, may operate without
lighting the brake light.

91
 BAJA SAE 2014- 2015

Appendix B: Polaris Shocks and Springs Price

Comparison
Shocks and Springs Description University Discount Retail Price

Price

Front Suspension:

7043761 Shock – SACHS 16.3" $68.00 $112.99

(Ext) x 5.3" (Stroke) - 2.0" Body
7043809-458 Spring 115#/IN, $21.00 $51.99
11.75" Length, 2.06" ID, Black
525376 Cam, Adjusting Spring $2.00 $4.66

5251753 Retainer Spring $3.00 $5.99

Rear Suspension:

7043759 Shock – SACHS 19.0" $50.00 $81.99

(Ext) x 6.7" (Stroke) - 2.0" Body
7043760-458 Spring, 185#/IN, $32.00 $78.99
12.25" Length, 2.06" ID, Red
5253768 Cam, Adjusting, Spring $2.00 $4.66

5251753 Retainer, Spring $3.00 $5.99

Total: $181.00*2 = $362.00 $347.26*2 = $694.52

92
 BAJA SAE 2014- 2015

Appendix C: Fox Springs and Shocks Price and Size

Chart

Description and Size: Part Number: Price:

FLOAT 13.0” X 2.8” 830-10-200 $521.25 (SET)

FLOAT 16.2” X 4.5” 830-10-201 $521.25 (SET)

FLOAT 19.8” X 6.2” 830-52-200 $521.25 (SET)

93
 BAJA SAE 2014- 2015

Appendix D: Suitable Spring and Shock Calculations

Front & Rear Loads:

(Total Weight – 600 lbs) * (Weight Percentage - 0.60) = 360 lbs - Rear load

(Total Weight – 600 lbs) * (Weight Percentage - 0.40) = 240 lbs - Front load

Individual Spring Load:

(Rear Load – 360 lbs) / (Number of Springs - 2) = 180 lbs Per Spring

(Front Load – 240 lbs) / (Number of Springs - 2) = 120 lbs Per Spring

94
 BAJA SAE 2014- 2015

Works Cited
"Clutch and Manual Transmission." EbscoHost. N.p., n.d. Web. 10 Oct. 2014.
<http://arrc.ebscohost.com/ebsco_static/repair-
tips/8852CH20_How_the_Clutch_Works.htm>.
"Hydraulic Clutch Linkage: Keeping in touch with the clutch." Hydraulic Clutch Linkage:
Keeping in touch with the clutch. N.p., n.d. Web. 13 Oct. 2014.
<http://www.eaton.com/Eaton/ProductsServices/Truck/Expert-Articles/hydraulic-clutch-
linkage/index.htm>.
"Mechanical Clutches Information." on GlobalSpec. N.p., n.d. Web. 13 Oct. 2014.
<http://www.globalspec.com/learnmore/motion_controls/clutches_brakes/mechanical_cl
utches>.
Abdulrahman Almuflih, Andrew Perryman, Caizhi Ming, Zan Zhu, & Ruoheng Pan. (2014,
Spring). SAE Mini Baja Drivetrain Mid-Point Review. www.cefns.nau.edu.
RetrievedSeptember 26, 2014, from
http://www.cefns.nau.edu/capstone/projects/ME/2014/SAE-MiniBaja/team_02/team_02-
midpoint-review-report.pdf

Atamer, B., Enjamio, J., Oliveira, S., Dale, T. V., & Wong, J. (2014, May 10). 2013-2014 WPI
SAE Baja Vehicle . www.WPI.edu. Retrieved October 2, 2014, from
https://www.wpi.edu/Pubs/E-project/Available/E-project-043014-
170937/unrestricted/Final_Baja_MQP_Report.pdf
Beardmore, R. (2013, January 20). Flat Belts. RoyMech. Retrieved October 6, 2014, from
http://www.roymech.co.uk/Useful_Tables/Drive/Flat_belts.html
Beardmore, R. (2013, January 22). Roller /Transmission Chains. RoyMech. Retrieved October 6,
2014, from http://www.roymech.co.uk/Useful_Tables/Drive/Roller_chain.html
Brake Shoe and Pad Fundamentals (Automobile).). Retrieved 10/4/14, from http://what-when-
how.com/automobile/brake-shoe-and-pad-fundamentals-automobile/
Chandler, C., Cofer, J., Eramian, N., Hauris, F., & Wong, J. (n.d.). OLD DOMINION
UNIVERSITY SAE BAJA DESIGN. http://dasp.mem.odu.edu/. Retrieved October 2,
2014, from http://dasp.mem.odu.edu:8080/~baja_fa11/FPR.pdf
der Meulen, S. v. (2012). Improving Continuously Variable Transmission Efficiency With
Extremum Seeking Control. Control Systems Technology, IEEE Transactions, 20(5).
Retrieved September 15, 2014
Engineers, S. o. A. (2014). 2014 Collegiate Design Series Baja SAE Rules.
Forth, A. (2013). Transmission Technologies Intelligence Service. Just-Auto, 20, 1-99. Retrieved
September 14, 2014

George, B., & Basava, V. B. (2013). Identification and Optimization of Diagonal Shift Failure in

95
 BAJA SAE 2014- 2015

Manual Transmission Using Simulation Software. Journal of Failure Analysis and

Prevention, 13(4). Retrieved September 14, 2014
Hinojosa, R. (n.d.). 2013 Bearcats Baja Front Suspension System. https://drc.libraries.uc.edu.
Retrieved October 2, 2014, from
https://drc.libraries.uc.edu/bitstream/handle/2374.UC/701664/MET2013_Hinojosa_Rica
rdo.pdf?sequence=1
History of Mini Baja East. Retrieved Novemeber, 2014, 2014, from
http://students.sae.org/cds/bajasae/history.pdf

Limpert, R. (1999). Brake Design and Safety: Society of Automotive Engineers.

McCausland, M., Watkins, M., Masterson, I., & Sommer, A. (2010). SAE Baja: Final Drive
Gearbox . California Polytechnic State University, 1. Retrieved October 5, 2014, from
http://digitalcommons.calpoly.edu/cgi/
Number One Point of Failure. (2014, May 7). BajaSAE Forums. Retrieved September 26, 2014,
from http://forums.bajasae.net/forum/number-one-point-of-
failure_topic1727_post18456.html?KW=throttle#18456
Nutt, J. (n.d.). Control Arm Basics. Control Arms. Retrieved October 5, 2014, from
http://www.1aauto.com/content/articles/control-arms
Push Pull Throttle Cable. (2010, May 4). BajaSAE Forums. Retrieved September 26, 2014,
from http://forums.bajasae.net/forum/push-pull-throttle-
cable_topic387_post15702.html?KW=throttle#15702
Q. Riley Enterprises, LLC.. (n.d.). Automobile Ride, Handling, and Suspension Design.
Automobile Ride, Handling, and Suspension Design. Retrieved October 2, 2014, from
http://www.rqriley.com/suspensn.htm
Rahman, A., Shari, S. B., Mohiudin, A., Rashid, M., & Hosain, A. (2014). Energy Efficient
Electromagnetic Actuated CVT System. Journal of Mechanical Science and
Technology, 28(4). Retrieved September 14, 2014
SAE, "Baja SAE Rules and Regulations," SAE, [Online]. Available:
http://www.sae.org/students/mbrules.pdf. [Accessed 1 October 2014].
SIT - Chan Drives. (n.d.). SIT Chain Drive Catalogue. Retrieved October 5, 2014, from
http://www.sitspa.it/1152.pdf
Stubbs, John A. (1994),"Camshaft drive belt failure", Industrial Lubrication and Tribology, Vol.
46 Iss 6 pp. 7 – 8. Retrieved October 5, 2014, from
http://dx.doi.org/10.1108/00368799410781179
Thiessen, F. J., and D. N. Dales. Automotive drive trains: automatic and manual. 2nd ed.
Englewood Cliffs, N.J.: Prentice Hall, 1996. Print.
Throttle Mechanism. (2013, May 24). BajaSAE Forums. Retrieved September 26, 2014, from
http://forums.bajasae.net/forum/throttlemechanism_topic1353_post15949.html?KW=thro
ttle#15949

96
 BAJA SAE 2014- 2015

Vivekanandan, N., Gunaki, A., Acharya, C., Gilbert, S., & Bodake, R. (2014). DESIGN,
ANALYSIS AND SIMULATION OF DOUBLE WISHBONE SUSPENSION
SYSTEM. IPASJ International Journal of Mechanical Engineering , 2(6), 1-7. Retrieved
October 2, 2014, from http://ipasj.org/IIJME/Volume2Issue6/IIJME-2014-06-04-033.pdf
Wan, M. (2000). Suspension Geometry (Cont'l). AutoZine Technical School. Retrieved October
2, 2014, from
http://www.autozine.org/technical_school/suspension/tech_suspension21.htm
Wood, K. (2014, February 3). Composite leaf springs: Saving weight in production suspension
systems : CompositesWorld. Composite leaf springs: Saving weight in production
suspension systems : CompositesWorld. Retrieved October 5, 2014, from
http://www.compositesworld.com/articles/composite-leaf-springs-saving-weight-in-
production-suspension-systems

Atamer, Bertan, Enjamio, Julian, Oliviera, Stephen, Van Dale, Travis, & Wong, Jeff. (2014).
2013-2014 WPI SAE Baja Vehicle (M. Engineering, Trans.) (pp. 88): Worcester
Polytechnic Institute.

Engineers, Society of Automive. (2014). 2014 Collegiate Design Series Baja SAE Rules.
History of Mini Baja East.). Retrieved Novemeber, 2014, 2014, from
http://students.sae.org/cds/bajasae/history.pdf

Analysis of heat conduction in a disk brake system - Faramarz Talati and Salman Jalalifar -
Received: 3 July 2008 / Accepted: 5 January 2009 / Published online: 27 January 2009_
Springer-Verlag 2009

97