The document describes the design of an all-terrain vehicle created by Team Juggernaut Racing for the Baja Student India competition. Key aspects of the design include the roll cage, which was analyzed for strength and safety. The suspension and steering systems were optimized for off-road performance. Components like the brakes, drivetrain, and chassis were selected and analyzed using modeling software. The goal was to create a vehicle that can easily handle rugged terrain at high speeds while keeping the driver safe.

1. 1 | P a g e
Copyright © 2017 BAJA STUDENT INDIA
ABSTRACT
"BAJA STUDENT INDIA" is a competition organized by Delta Inc. which
gathers students from different universities of India. BAJA STUDENT
INDIA 2017 Competition's objective is to design and fabricate an all-
terrain vehicle that could be manufactured for consumer sale. Team
JUGGERNAUT RACING has accepted the challenge to participate in the
event and manufacture a vehicle with optimum performance in rugged
terrains. An aspect of this event to compose a design documentation
report that creates an overview of the vehicles’ construction element.
The team focused on improving every single system on the car to
enhance performance and handling. As a result of the design and
construction process, the members learned the challenges and
rewards of real world engineering projects.
Introduction
Designing an off-road vehicle intended for the non-professional
weekend off-road enthusiast is the general mission of the Baja
competition that is achieved throughout the production year. The
overall objective is to have a vehicle that will maneuver through
rugged terrain with ease. The team focused on increasing the quality
and optimizing the vehicle weight. We also focused on maximizing
strength and optimizing effectiveness under limited resources.
Creating an off road vehicle that is faster, more maneuverable, and
easier to manufacture required improvements in every aspect of the
car
Frame Design
Objective:
The roll cage is the sub-system responsible for supporting all other
vehicles’ subsystems with the addition of taking care of the driver
safety at all time. The chassis design need to be prepared for impacts
created in any crash or rollover. It must be strong and durable taking
always in account the weight distribution for a better performance
Design Methodology
The Roll cage design complies with all the rules mentioned in the Rule
Book. During the design and implementation of the chassis the
principal aspects focused on were:
“Driver safety, Suspension and drive train integration, Structural
Rigidity, optimization of weight, Ergonomics and Aesthetics.”
Table 1:- Dimensions of roll cage member
Member Dimension
Primary 31.75mm OD, 1.65mmthickness
Secondary 25.4mm OD, 1.65 mm thickness
2017 BAJA STUDENT INDIA
TEAM JUGGERNAUT RACING DESIGN REPORT
Adarsh Singh, Abhilash Mohanty, Rajat Panday ,
Niladri Sanyal, Varun Asthna, Aswini Kr Shah,
Achyut Srivastava, Shivnath Karmakar, V.Yashvant
Material Selection
To choose the optimal material an extensive study was done
on the property of different carbon steel. AISI 1018, AISI 4130
were under consideration.
Property AISI 1018 AISI 4130
Yield strength (MPa) 370 721.40
Tensile strength
(MPa)
440 760
Elongation (%) 15.0 20.50
Density(gm./ cm^3) 7.87 7.85
Bending moment
(N-m)
387.3 804.77
Bending stiffness
(N-m^2)
2763.12 3632.6
Table 2:-Comparison of different grade roll cage material
The above Material Matrix shows AISI 4130 just better and
henceforth it was chosen.
Welding
MIG welding was chosen for its uniform weld bead, reduces a slag-
free weld bead. It allows welding in all position .It allows long welds
to be made without starts or stops.
Since MIG uses a shielding gas to protect the arc, there is very
little loss of alloying elements as the metal transfers across the
arc. The continuously fed wire keeps both hands free for MIG
welding, which improves the welding speed, quality of the weld
and overall control.
Finite Element Analysis
Analysis of the roll cage was performed in Ansys 13.5 using the
co-ordinates obtained from CATIA V5 and SolidWorks 2015.
Table:-3 Different analysis with maximum deformation and
factor of safety
Analysis Force
Maximum
Deformation
FOS
Front Impact 4G 4.314 mm 2.42
Rear Impact 4G 3.22 mm 2.58
Side Impact 4G 6.84 mm 2.44
Torsional 4G 2.84 mm 4.86
Roll Over 3G 2.49 mm 8.81

2. 2 | P a g e
Steering
True Ackerman steering geometry was chosen due to its benficial
effects at lower speeds. This geometry allows the tires to roll freely
without any slip angles because the wheels are steered to track a
common centre, also reducing tire wear. It is seen that less slip angle is
required at lighter loads to reach the peak of cornering force curve.
Hence, using the geometry ensures that maximum grip can be
extracted from the front inside tire as well. Another advantage is that
this geometry gives a small turning radius, ideal for tight turns. With
such a geometry, steering torques tend to increase with steer angle,
thus providing the driver with a natural feel in the feedback through
the steering wheel.
Analysis of Tie Rod
Several forces will act on tie rod
1) Axial Compressive force (which is reaction of steering force) of
magnitude 544.88 N
2) Bump force (which will act perpendicular to axial force) of
magnitude 1.5G (4267.35 N)
Alloy steel is selected as material of tie rod having yield strength
250MPa. Tie rod analysis by using ANSYS software shows that the
maximum deformation is 1.92 mm and equivalent stress (Von-misses
stress) is 63.83MPa which is less than tensile and compressive yield
strength i.e. 250MPa.
Table 4:- Steering parameters
Particulars Values
Turning radius 3.13 m
Max. Turning
Angle(degrees)
40
Ackerman
Angle(degrees)
20.44
Steering ratio 6.83:1
Suspension
The suspension is responsible for dissipating the energy obtained
from the impacts absorbed by the shocks. These impacts are
caused by the uneven terrain. It is also responsible for maintaining
the vehicle's stability and ride height when managing obstacles.
Another point is to reduce vibration for the vehicle's durability and
driver's comfort. With its high capability of shock absorbing
suspension system helps to run on any type of terrain with full
comfort and efficiently.
Design Methodology
The main objective of this year’s design was to make the vehicle
dynamically more agile around corners, while maintaining a certain
level of comfort for the driver as well. The ultimate goal is to
formulate a system that can run over any terrain efficiently and
comfortably. Tire scrub across the track surface through
compression or droop in either cornering or bump travel can cause
loss in traction, we completed this obobjective by doing extensive
research on the front suspension arm’s gegeometry to help reduce
as much body roll as possible.
Proper camber and caster angles were provided to the front wheels.
Thorough analysis was done on Lotus Suspension Analysis.
Particulars Values
Static Camber -2.2 ˚
Static Caster +2 ˚
Static Toe -1.5 ˚(front), +2˚( rear)
KPI Angle 7˚
Front Suspension
For our front suspension we chose one with a double arm wishbone
type suspension (unequal and non-parallel arms).
∑ It provides a spacious mounting position, load bearing capacity
besides better camber recovery.
∑ By inclining the link pivot axes with respect to each other we
can place the roll center wherever we please to.
∑ Front roll center will always be higher than the rear, for best
acceleration out of a corner, as well as for better turn entry.
This also makes the front understeer, since more of the roll
couple will be resisted on the front.
FLOAT R shocks feature an Infinite adjustable air spring, velocity-
sensitive damping control, external rebound damping adjustment
and an ultra-light weight of 2 to 2.25lbs depending on size.
Rear Suspension
In the rear we have chosen semi trailing link/arm suspension
system with camber links.
∑ Trailing arm suspension consists of an arm connecting the
frame and the wheel, with the arm in front of the wheel so that
it is “trailing”.
∑ Semi trailing arm was used due to its ease of installation and
proper damper mounting points, while maintaining a good
installation ratio. The camber links help in modifying the
camber characteristics in the corners. It is also light weight and
compact.

3. 3 | P a g e
FLOAT X EVOL shocks feature a main air chamber with an infinite
adjustable air spring, velocity-sensitive damping control, additional
air volume chamber (EVOL) for bottom-out adjustment, external
rebound adjustment, external low & high speed compression
damping adjustment, and an ultra-light weight of 4 to 4.5lbs
depending on size.
Brakes
Objective:
The objective of the braking system is to provide a reliable and prompt
deceleration for the vehicle. More importantly the brakes must be
capable of locking up all four wheels while on the pavement and on an
unpaved surface which is one of the requirements stated by the SAE
Rules.
Design
In order to achieve “Optimum Brake Balance” or to achieve 100%
brake efficiency, the ratio of the front to rear dynamic braking forces
should be equal to the ratio of the front to rear vertical forces (axial
weight).
The braking system which we are implementing on our ATV this year
consists of a four individual circuit master cylinder brake pedal
assembly. The dual master cylinder setup completely isolates the two
hydraulic systems. The primary reason which is under our
consideration for using a dual master cylinder assembly is to ensure
that the braking system would still be able to perform even if one were
to fail.
The master cylinder that we are using consists of a 40 mm diameter
piston. The front disc diameter is 190.5mm and the rear brakes disc
diameter 165.1 mm and a brake pad of area 1848.71mm sq. Each
wheel has a separate brake disc to have better braking efficiency. A
brake pedal of pedal ratio of 5:1 was chosen. The analysis of the brake
disc and the brake pedal were done in ANSYS13.0.
Drive-Train
Objective:
Our goal is to design a power transmission system that efficiently and
effectively transfers power from a 10hp Briggs & Stratton engine to the
wheel. An effective design will provide the vehicle with a high amount
of wheel torque while allowing us to reach speeds in excess of 60
km/hr.
For this year’s vehicle it is desired to be able to climb a 30 degree
slope while carrying the heaviest of the teams’ driver.
Design
Several different automatic transmissions were compared to find the
one that would best fit for our vehicle. The prime objective was to
have a wide range of reduction ratio. A continuously variable
transmission (CVT) was choose along with a tuning kit, with the help
of this we can able to change its performance as per the event
demand. To enhance the performance a 2 stage speed reduction
customized gearbox was coupled, which would meet the traction
demand for off-roading.
CONCLUSION:-
The process of designing a vehicle is not a simple task; as a matter of
fact it takes a lot of effort from all members of the team to achieve
a successful design.
The final prototype was the product of a collaborative
multidisciplinary team design. The goal of the project was to create
an off road recreational vehicle that met the SAE regulations for
safety, durability and maintenance, as well as to achieve a vehicle
performance, aesthetics and comfort that would have mass market
appeal for the off-road enthusiast. All of the design decisions were
made keeping these goals in mind.
The selection of components were made using engineering
knowledge achieved through with off-road enthusiast and
engineering advisors, taking as parameters first of all safety,
performance, weight, reliability and last of all cost.
Being part of a project of this nature is an experience as it allows the
engineering student to exploit all of his/her knowledge while gaining
knowledge in project management, team work, accounting and
even marketing sales.
ACKNOWLEDGEMENTS:-
For our project for the event BAJA STUDENT INDIA by SAE INDIA.,
we would like to thank The School of Mechanical Engineering,
Kalinga Institute of Industrial Technology for their enormous
support. We would also like to thank our Faculty Advisor for his
constant support and help without which this would not be possible.
We would like to extend our thanks and appreciation to our vendors
AUDI Bhubaneswar Flameproof Equipment Pvt.Ltd, CVTech,
Scholarian Racing, and KIIT UNIVERSITY.
Lastly we would like to thank Briggs & Stratton for their help and all
of the people without whom the project would not have started.
References
1. Milliken, William F. and Douglas L., “Race Car Vehicle dynamics”,
SAE Warren dale, PA 1995
2. Smith, Carol, "Tune to win”, Aero Publisher, Inc. Fallbrook, CA
1978.
3. Automobile Mechanics - Dr. N.K. Giri.
Particulars Values
Tractive Effort 2255.25 N
Total Forward Reduction Ratio 44.88:1
Max. Gradability 39% @ 30°
Top Speed 60 km/hr
Max. acceleration 3.72 m/sec
2

4. 4 | P a g e
Front view of vehicle
Side view of vehicle

5. 5 | P a g e
Kingpin vs. Wheel Travel
Castor vs. Wheel Travel
Camber vs. Wheel Travel
Toe VS Bump Travel
Castor vs. Wheel Travel Toe VS Bump Travel
Top view of vehicle

6. 6 | P a g e
Ansys Reports:-
Customized Hub, Upright and Rotors

7. 7 | P a g e
A
R
N
O
3-D View of Vehicle