TEAM ZENITH

BAJA Virtuals-2015

TEAM ID : 15071
G.B. Pant Engineering College
Old Team ID : 14083
Car number : 36
Total Score: 234.56
Rank : 84

RULEBOOK SALIENT POINTS

B7.2 Lateral Space: The drivers helmet shall have 152 mm (6 in.) clearance, while the drivers shoulders, torso,
hips, thighs, knees, arms, elbows, and hands shall have 76 mm (3 in.) clearance.
B9.1.2 Safety Harness Expiration: All driver restraint systems must meet either SFI Specification 16.5/16.1, or FIA
specification 8853/98.
B12.2 Fasteners Captive: Fasteners must be made captive through the use of NYLON locknuts, cottered nuts or
safety wired bolts. Lock washers or thread sealants do not meet this requirement.
B12.3:Fastener Grade Requirements: Threaded fasteners utilized must meet or exceed either, SAE Grade 5, Metric
Grade 8.8 and/or AN/MS specifications.
B7.3.12 Roll Cage & Bracing Materials:(B) A steel shape with bending stiffness and bending strength exceeding that
of circular steel tubing with an outside diameter of 25mm (1 in.) and a wall thickness of 3 mm (0.120 in.) and a carbon
content of 0.18%.The wall thickness must be at least 1.57 mm (0.062 in.).
ARTICLE 4: TOWING HITCH POINT:B4.1 :Each vehicle must have towing hitch points at the front and rear,
along its longitudinal centerline.
B3.3.2 Kill Switch Locations and Orientation (A) Cockpit Switch & B) External Switch The external switch
must be mounted on the drivers right side of the vehicle.
The Kill switch must not de-energize the Brake Light and Reverse Light.
B3.4 Brake Light:B3.4.1 The vehicle must be equipped with a red brake light that is SAE S or U rated.
B3.6 Reverse Light and Alarm: Vehicles with reverse must be equipped with a backup light marked with an SAE
R on the lens and be equal to, or exceed the SAE standard J759.
B2.5.14 Engine Governor: GOVERNOR SETTING NOT TO EXCEED 3800 RPM.
The governor spring must be placed in hole # 6.

VEHICLE SPECIFICATIONS
Baja 2015

Baja 2014
Engine-Briggs & Stratton 20S332 003
DISPLACEMENT
: 305 cc
MAX POWER : 10hp@3800 RPM
MAX-TORQUE :
19.6 Nm @2800RPM

Frame
Type : Tubular space frame

Engine-Briggs & Stratton 20S332 003

DISPLACEMENT
: 305 cc
MAX POWER : 10hp@3800 RPM
MAX-TORQUE : 19.6 Nm @2800RPM

Frame
Type :Tubular space frame

Baja 2015

Baja 2014

Steering System
Steering Type : Rack and Pinion

Steering System
Steering Type : Rack and Pinion

Turning Radius : 2.87m(9.4 ft)

Wheel base :68
Track width :52

Turning Radius : 4.33m(14.21 ft)

Wheel base:72
Track width:50

Suspension Type
Front
Type
Double Wishbone
Shock Type
FOX Air shocks
Ground clearance 12 inch

Suspension Type
Rear
Double Wishbone
FOX Air shocks
11inch

Front
Rear
Type
Double Wishbone Double Wishbone
Shock Type
Custom coil spring Custom coil spring
Ground clearance
8 inch
8inch

Baja 2015

Baja 2014

Target Performance

Performance achieved

Max speed
Acceleration
Deceleration
Weight
Gradeability
Stopping distance
Ground clearance
Total Length
Total Width

Max speed
Acceleration
Deceleration
Weight
Gradeability
Stopping distance
Ground clearance
Total Length
Total Width

:56.4kmph
:2.4m/s2
:0.750g
:280kg
:43
:16.67 m at max speed
:11.5
:92
:58

:45.kmph
:1.7m/s2
:0.75g
:370kg
:38
:10.61 m at max speed
:8
:89
:60

Transmission
Type
:
Cvtech CVT(series 5600)
Final drive ratio
:
12.8 : 1

Transmission
Type
:
Manual Transmission
Final drive ratio
:
19.2:1

Tires
Front tire size
21/7/R10
Rear tire size
21/7/R10
Aluminum Alloy Rims

Tires
Front tire size
25/8/R12
Rear tire size
25/10/R12
Pressed steel Rims

Brake System
Type
:
Disk type :

Brake System
Type
:
Disk type :

Hydraulic disc brake both front and rear

6 inch Solid disk

Hydraulic disc brake both front and rear

8.5 inch Solid disk.

ROLL CAGE
Last Year

This Year

Length : 82 inches

Length: 74 inches

Width: 47 inches

Width: 30 inches

Height : 50 inches

Height : 50 inches

Weight : 74 kgs

Weight : 36 kgs

Weld Length : 676.6 23.66

inches

Weld Length: 440.12 15

inches

BAJA 2014

Ergonomical Data

Cockpit Dimensions
Cockpit
Length

40 inches

Hip to Heel
point

39.73 inches

Foot pedal
angle

75

Back rest
angle

12

Knee angle

13315

Steering
Wheel dia.

12 inches

Forearm Angle

964

Elbow angle

362

BAJA 2015

Ergonomically designed according to 95th % Indian Male.

Compact and light weight.
Less Weld Length.
Percentage weight reduced-51.35%.
Use of bending of tubes.
Reference from 61517181-Indian Anthropometric
Dimensions by Mr. Debkhmar Chakrabarti

TUBE SELECTION
Last Year

Problems Faced

This Year

Improvements

Material : AISI 1030

Yield strength 440 Mpa.

Too heavy.

Material : AISI 4130

Yield strength 460 MPa.

More yield strength at

same density and weight.

Crossection :
Primary and Secondary
both 1inch OD and 3mm
wall thickness

More than required

strength of roll cage,
more weight.

Crossection:
Primary 1.25inch and
2mm thickness
Secondary 1.25inch and
1mm thickness

11.5% weight reduction

in primary member.
63.7% weight reduction
in secondary member.

Bending Strength of
467.164 Nm.

Bending strength per

unit mass is lesser.

Bending strength 602.18

Nm.

28.90 % more bending

strength.

Study of
Ergonomics

Rulebook
constraints

Final
Design

Passed

Finite
Element
Analysis

Tube
Selection
Frame
Designing
and modeling

fa Fail
ct ed
or /
o f Lo
sa w
fe
ty

Design Methodology:

Considerations
and
Calculations

Iterations to
accommodate
other subassemblies

FINITE ELEMENT ANALYSIS

Front Head on collision @ force of 2450 N.
200.2 Mpa max Stress induced
Factor of safety 2.29

Rear impact by another vehicle @ force of

1600 N.
237.72 Mpa max Stress induced
Factor of safety 1.93

Side collision @ force of 1600 N.

157.69 Mpa max Stress induced
Factor of safety 2.91

Roll over impact @ force of 4212.01 N.

202.89 Mpa max Stress induced
Factor of safety 2.29

SUSPENSION

BASIC GEOMETRY CALCULATIONS

FRONT GEOMETRY
REAR GEOMETRY

TARGETS:
High Performance.
Effective Ride & Handling.
Improved Stability.
Optimum Comfort Levels.

DESIGN CONSIDERATIONS

1. WHEELTRACK, WHEELBASE.
2. WHEEL GEOMETRY i.e. TOE,
CAMBER, CASTER, KPI.
3. GROUND CLEARANCE,ROLL
CENTER, ROLL AXIS.
4. MOTION RATIO, WHEEL
TRAVEL, SHOCK TRAVEL,
SPRING RATE etc.
5. DOUBLE WISHBONE
GEOMETRY AND FEA

PARAMETER

FRONT

REAR

CAMBER

-1.5 degree

0 degree

TOE

1/16

LOWER A-ARMS

16.01

17.1

UPPER A-ARMS

16.07

15.88

MOTION RATIO

0.7

0.65

SHOCK TRAVEL
and SHOCK ANGLE

12
23 from vertical

8.5
30 from vertical

WHEEL TRAVEL

10.07(Bump)
5.7(Droop)

7.74(Bump)
3.58(Droop)

KPI

+8 Degrees

+8 Degrees

CASTOR

+5 Degrees

+0 Degrees

SCRUB RADIUS

50mm

55mm

10

SUSPENSION
PARAMETER
FRONT and REAR
UPPER ARMS

PROBLEMS (BAJA 2014)

Fixed Length, wheel geometry non

adjustable.
Less strength to weight ratio (AISI 1030)

IMPROVEMENT (BAJA 2015)

Adjustable Wheel Geometry.

AISI 4130, More strength to weight ratio
Skewed Pivot Type with Heim Joint

FRONT and REAR

SHOCK ABSORBERS

COIL SPRING: Fixed spring rate, preload

and damping rate

FOX AIR SHOCK: Infinite Spring Rate,

Adjustable Rebound and Compression Rate

REAR WHEEL
TRAVEL

Short A-Arms(6), Half Shafts angle High

Longer A-arms(around 16), More shock

travel, Small angle of Half shaft

REAR LOWER A-ARM

FOS=3.07 for Single wheel

landing.
SIMULATION ON SUSPENSION
ANALYZER

MAX VON MISSES STRESS MAX DISPLACEMENT=0.376

INDUCED = 150 MPa
mm

11

STEERING
Objectives :
Promote straight line stability.
Reduce the net unsprung mass.

Provide quick return to steering mechanism.

Reduce the minimum turning radius.

Minimize tire wear.

Provide better ride quality.

Last Year

This Year

Side mounted Rack and Pinion of steering ratio 17:1. Number

of turns required to rotate the wheel from lock to lock = 3.2
U-V joint was used to make the system centrally aligned and
thus the net steering effort required was increased.

Centre mounted Rack and Pinion of steering ratio of

12:1 and of end to end length of 14.The number of turns
required to move the steering wheel from lock to lock is 1.5
with rack travel of 4.25 .

Modified Maruti 800 Steering Knuckle was used both at front

and rear which weighed 2.55 kgs.

Custom made Knuckle will be used. The rear knuckle

weighs 0.495 kgs and the front knuckle weighs 0.835kgs.

The Unsprung mass contributed by the steering knuckles was

10.2 kgs.

The unsprung mass is reduced by 7.56 kgs i.e. 74% weight

reduction contributed by knuckle.

The rear knuckle required a toe link.

No toe link required at the rear knuckle.

Last year the knuckle used was in front configuration and so

the safety was a concern to the front impact.

This year Steering knuckle in reverse configuration will be

used which ensures more protection to steering arm.

Design Considerations for Steering Mechanism :

A centre mounted Rack and Pinion is chosen because of its high feedback and less steering effort requirement. Its
positioning, tie rod sleeve length and angle is decided according to :Ackermann Geometry Avoidance of Bump Steer

12
Turning Radius = 2.87 meters( 9.4 feet)
Lock to lock angles : Outer Wheel = 26 degrees Inner Wheel : 36 degrees.

Front Knuckle

Rear Knuckle

The Design of knuckle is based on following parameters and dimensions :

King pin Inclination Calliper Mounts Distance Bump Steer
Caster Angle
Bearing Outer Diameter
Ackermann geometry
The designing and FEA is done on Solidworks . The Material used is Aluminium 6061 T6(SS) of Yield Strength 275
MPa.
Rear Knuckle
Front Knuckle
von Mises Stress = 69.6 Mpa

von Mises Stress = 95.1 Mpa

Max. Deflection = 0.023 mm

Max. Deflection = 0.035 mm

Min. FOS = 3.96

Min. FOS = 2.89

Previous year the braking achieved was

sufficiently high but the only drawback
was the excess weight of the brake
assembly. So our main target is overall
weight reduction of the brake assembly
which has been shown in the subsequent
table.

Design
Considerations:
Total Weight
Brake Force
Developed
Heat Flux Induced

Previous years
vehicle

This years vehicle

Maruti rotor - 2.5 kg

Custom made rotor - 150gm.

Maruti hub - 2.2 kg

Maruti calliper -3.75

kg approx.

Custom made hub- approx. 1kg

Stopping Distance(m)

BRAKING

13

20

13.1

15
10

4.71 8.39

5
0

0.52
2.1
10 20

Pedal ratio - 6.2:1

Total Weight- 30 Kg

Total Weight- 9 Kg
(70% Weight Reduction)

30

40

50

60

70

Speed (km/hr)
Braking Specification

Pedal Force

375 N

Pedal Ratio

6.2 : 1

Dia Master Cylinder

2 cm

Dia Calliper Piston

2.54 cm

LML Euro 200 Geared Scooter

calliper - approx 600 gm

Pedal ratio - 4:1

18.79

While Braking
Brake torque generated

245 Nm

Maximum deceleration

0.75g

Stopping distance

16.67 m at max speed

Weight transfer

60:40

Material

Factor of safety

Weight

Grey Cast Iron

4.3

350g

AISI 316 Stainless

Steel

4.67

390g

Aluminium 6061 T-6

6.218

130g

Max Von-Mises Stress induced in

rotor while braking, 45.02 Mpa

14

Conclusion:
Best material for rotor and hub
after analysis is Aluminium
6061 T-6

Structural analysis of rotor gave 6.21

Minimum Factor of Safety.

Structural analysis of hub gave

minimum Factor of Safety 3.911

Thermal analysis of rotor while

braking.

Max Von-Mises Stress

induced in Hub 63.922 Mpa

POWER TRAIN

Baja 2015 Drive Train

10hp Briggs and Stratton OHV Intek engine
coupled with IBC-Cvtech CVT.
chain & sprocket drive system.
Customised Mahindra Alfa Differential.

DESIGN CONSIDERATIONS:
1. Achieve Better Acceleration, Top Speed, Manoeuvrability,
Gradeability.
2. Achieve Better Fuel-Efficiency.
3. Proper Design Validation and Analysis of all the Components
Manufactured, Customized or Procured.
4. Overcome all the Issues and Limitations faced in previous
year and major improvements in each aspect.

15

Drawbacks of Last years vehicle

Improvements in this years vehicle

Manual transmission has lower Fuel Efficiency.

By using properly calibrated CVT we will increase the

fuel efficiency.

Manual shifting, lack of drivers focus, unwanted shifting

of gears due to vibrations and mud during endurance.

Automatic shifting of gears enhancing drivers focus on

driving.

Low Torque Output, higher losses in transaxle and low

power to weight ratio.

High Torque Output (calibrated drive ratios) and better

power to weight ratio.

Max gradeability of 38

Improved Max gradeability to 43

Lack of design validation resulting in unequal lengths of

the half-shafts and mismanagement of engine compartment
space.

Proper design validation and CAD modelling

accommodating the entire drive train within a defined
space.

Top Speed 42 km/hr and Acceleration 1.7 m/s2.

Increased Top Speed 56 km/hr and Acceleration 2.44 m/s 2

Continuous load led to overheating of clutch plates.

CVT and chain drive with specialized focused-air cooling

system will be used.

Total weight of transmission 26 kg.

Weight reduced to approximately 18 Kg.

16

Larger Sprocket FEA

with maximum stress
induced 50.8 Mpa and
FOS 12.2

Smaller Sprocket FEA

with max stress induced
109 Mpa and FOS 4.2

Important Calculations and data regarding drive train

CVT under drive ratio

3.5:1

Top speed (at 3600

rpm)

56 km/ hr

Average acceleration

2.44 m/s

Design layout for 2015 Baja

Vehicle
Chain and sprocket reduction specs

Diameter of
smaller sprocket

2.1

43

Diameter of larger
sprocket

6.4

Torque at wheels ( at
2800 rpm)

355 N-m

Chain type

Pitch 12.7 mm
No.420

Tractive factor ( at
2800 rpm)

0.453

Center to Center
distance

CVT over drive ratio

0.5:1

Chain Sprocket ratio

3.07:1

Gradeability

Differential ratio

4.17:1

Final drive ratio

12.8:1

17

DESIGN VALIDATION
Roll-Cage

Drivetrain

Braking

Suspension

Steering

Miscellaneous

Revised
Calculations &
Considerations.

Revised Strength
calculations of
Sprocket and chain
drive.

Revised
calculations and
considerations.

A Arms
consideration,
calculations and
Finite Element
Analysis.

Design
calculations,
considerations and
Finite element
Analysis.

Weight check
after fabrication
on a scale.

Destructive
testing of weld
joints/Buckling
test on UTM.

Finite Elements of
sprockets and chain
Analysis using
ANSYS.

Strength and
Thermal analysis
on ANSYS & FOS
kept above 3.

Destructive
testing and
strength test of A
arms on UTM.

Turning radius,
lock to lock angle
check by
measurement.

Electronics
check with and
without kill
switch pushed
off.

Jigs and fixtures

to get accurate
angles.

Drive testing for

acceleration, max
speed, and
greadability.

Panic brake testing

by checking wheels
lock.

Ground clearance
and shock travel
check by
measurement.

Camber and toe

check by wheel
alignment test.

Kill switch
testing by
stopping engine
by kill switch.

Vehicle
simulation and
FEA using
ANSYS.

Oil and other fluid

leakages while
climbing a grade

Leakage checks in
brake lines.

Fixtures for the

accuracy of angles
of A arms.

Tie rod angle and

rack position check
to avoid bump
steer.

Driver exit time

check.

18

DESIGN FAILURE MODE EFFECT ANALYSIS

Failure

Cause of
Failure

Effect

Actions Taken

D RPN

Frame

Poor
calculations.

Failure of structural
integrity of vehicle.

Ext. research of forces on

frame & to get F.O.S
above 2.

1
0

90

Frame

Degraded
quality of
tubing material

Failure of structural
integrity of vehicle

Market research &

Material Testing on UTM
& BHN.

1
0

140

Braking
System

Improper Pipe
Connection, Air
Intrusion

Improper Brake
Force Generation,
Brake Fade

Appropriate Linkage
Design & Proper Brake
Bleeding

112

Braking
System

Overheating of
Discs

Insufficient Venting,

Good material for the

disc with better heat
dissipation.

42

Cvt

Breaking of belt

Inability to operate

High F.O.S

32

Chain sprocket

Unprotected drive

Chain wear & Teeth wear

Selection of Chain.

18

Steering
Knuckle

Fluctuating
Dynamic Stresses

Vehicle Unstable

FEA with high FOS

1
0

100

Rack
Mounting

Excessive Dynamic
Forces

Leads to Serious
Accidents

Use of proper Clamps &

Fasteners

1
0

60

Ball Joint

Improper Wheel
Geometry & Fitting

Vehicle Unstable

Tapered Hole in Knuckle

& Including Ball Joint
Sleeve

1
0

140

Shock Bracket
& Arm Bracket

5G Loading

Unstable + Wheel
Detached

FEA

1
0

160

FINANCING OF PROJECT

(In Lacs)

300000

3Lacs
1.5 Lacs

200000

19

2 Lacs

100000
0

Funds from
College

COST EVALUATION

Total Cost : 5,72,000

Collection from Sponsorship

Team Members

Weight Distribution

Total Weight: 185Kg (Excuding Driver and Fluids)

TEAM COMPOSITION AND WORK ALLOCATION

20

Braking

Work
Allocated

Roll Cage

Work
Allocated

Steering

Work
Allocated

T Mani Teja

FEA +
Fabrication

Gagan
Dhawan

CAD Modeling +
Fabrication

Saarthak
Gupta

CAD Modeling +
Fabrication

Rituraj Jangid

Calculations+
Fabrication

Palash
Kaushik

Deepak
Kukreja

Market Research
+ Fabrication

Ashish Krishna

Market research

Finite Element
Analysis +
Fabrication

Pankaj Verma

FEA

Vivek Kr.
Choudhary

Material
Analysis+
Fabrication

Power
Train
Ankit Sharma

Work
CAD
Modeling

Tube Selection+
Fabrication

Yatendra Singh

Calculations

Kunal Gautam

Ergonomics study

Suspension

Work
Allocated

Amal George

CAD Modeling +
Fabrication

Saarthak
Gupta

FEA +
Fabrication

Anubhav
Bansal

Calculations +
Fabrication

Pranay
Agrawal
Tire
&

Market
Research
Work
Allocated

Faculty Advisors

Allocated

Vardaan Bhatia

FEA + Fabrication

Prashant Gupta

Calculations +
Fabrication

Amanpreet
Singh

CAD Modeling

Krishan Vallabh

Market Research

Pushkar
Pandey

Transmission
Selection

ECM/BCM

Work
Allocated

T Mani Teja

Safety
Equipments +
Fabrication

Vivek Kr
Choudhary

Rishabh
Kakkar

Electricals +
Fabrication

Mr. Deepak Sharma

Mr. Urfi Khan
Miscellaneous

Work Allocated

Deepak Kukreja

Sponsorship Head

Varun Chandiok

Marketing Head

Rishabh Kakkar

Finance handling

Tejash Raj

Treasurer

Anubhav
Bansal

Quality Check
Head

Wheels
Tejash Raj
Varun Chandiok

Go-Green

Tire Selection +
Fabrication
Rim Selection
Work Allocated

Gurpreet
Marwah

Theoretical
Research +
Fabrication

Drishtant

Market Research

21

COLLEGE WORKSHOP FACILITIES

CNC TURNING

PRECISION LATHE

CNC LATHE

HYDRAULIC PRESS

CNC VERTICAL
MILLING

POWER SHEAR

SLOTTER

SHAPER

DRILLING MACHINE

UNIVERSAL TESTING
MACHINE

MIG MAG WELDING

MACHINE

CNC WIRE CUTTER