Team Stratos B.I.
T
ABOUT THE EVENT
The objectives of the Baja SAEINDIA 2010 competition
are to design and manufacture a fun, versatile, safe,
durable, and high performance off road vehicle.
Team members must ensure that the vehicle satisfies
the limits of set rules, while also generating financial
support for the project, and managing their educational
responsibilities.
This vehicle must be capable of negotiating the most
extreme terrain with ease.
INTRODUCTION
Baja SAEINDIA is a collegiate design competition
sponsored by the Society of Automotive Engineers (SAE)
that attracts engineering student teams from all over
India.
Each team’s goal is to design, build, test, promote, and
race a prototype of a single seat off-road vehicle
hypothetically intended for production and eventual sale
to the weekend off-road enthusiast.
Team Stratos comprises of 20 students of mechanical
engineering from the BANGALORE INSTITUTE OF
TECHNOLOGY, BANGALORE.
Team Stratos’ main design objective was to ensure its
vehicle design is able to complete all tasks without any
breakdowns, whilst being an appealing vehicle to
potential customers.
Team Stratos met its design objectives by dividing the
vehicle into major component subsystems. The team
was divided into groups, with each group being
responsible for a specific subsystem that was designed
according to the team objectives and within set rules.
An open source approach was adopted for all the
designing and analyzing work. Hence, contributions from
other members of the collegiate club were also
encouraged.
Design Report
Manish.O
Team Captain
Dr. T. Jagadish
Faculty Advisors
INNOVATION
RACE ERGONOMICS – A wide field of vision will be
incorporated by increasing distance between A-pillars.
This will allow ease of maneuverability and cornering
ability.
DRIVER ERGONOMICS – A spacious driver cabin will
allow easy ingress and egress from the vehicle and a
riding position designed for maximum driver comfort.
FRAME - A light and rigid chassis will ensure good
vehicle handling while increasing driver safety in a race.
SUSPENSION – An independent double wishbone
suspension at front and rear intended to give a
comfortable ride whilst not compromising on shock
absorption in an off-road terrain.
STEERING – Rack & pinion steering assembly to
minimize force feedback from track conditions. Disc
brakes installed in front will enable quick braking.
POWERTRAIN – Spacious engine bay for easy
serviceability and repairs under intense track conditions.
Directly coupled (4+1 reverse) transmission.
MAIN SECTION
FRAME DESIGN
Initially the general shape of the frame was sketched
using sketcher software (Google Sketch Up). Different
shapes and sizes were considered. Finally a frame
shape was chosen with form and function in mind. (Fig 1)
Before the chassis design was finalized, a 1:1 mock up
of the frame was built out of bamboo.
The mock up allowed the team to visualize the frame in
3D, as well as mock up the powertrain, steering, and
brake systems to ensure that there is adequate space.
1
1

(Fig 3)
(Fig 1)
After studying the mock-up and making necessary
changes to the frame, a CAD model of the frame was
made with a view to perform finite element analysis and
testing. (Fig 4, 5, 6)

(Fig 2)

Basic geometrical calculations were done to obtain

vehicle dimensions. All main chassis members were (Fig 4)
scrutinized to ensure compliance with set competition
rules. An optimum riding position and driver leg room
was finalized.

Position of steering wheel, control pedals, side impact

members, and seat were considered with a view to
maximize cabin room and driver comfort.

Horizontal spacing between A-pillars was maximized at

the base to improve the driver’s field of vision.

Engine bay area was enlarged to fit powertrain members

and leave space for easy servicing.

Different hard points for location of suspension, springs,

steering, etc were considered. (Fig 3)

2
 (Fig 5) In the frontal impact analysis, a 5KN force was used as
it was assumed impact would be with a stationary object.
The deformation was minimal and proved the frame was
rigid enough to withstand a crash. (Fig 8)

1
NODAL SOLUTION
JUN 6 2009
STEP=1
15:58:05
SUB =1
TIME=1
USUM (AVG)
RSYS=0
DMX =.178595
SMX =.178595 MX

Z
Y MN
X

(Fig 6) 0
.019844
.039688
.059532
.079376
.09922
.119064
.138908
.158752
.178595

In the CAD model, the final geometrical specifications of

the vehicle were implemented. (Fig 8)

Adequate bracing was given to reduce stresses in main In side impact, hypothetically with another Baja vehicle,
chassis members and ensure proper transmitting of a 3KN force was applied to the side impact member.
forces to chassis. All corners of the roll cage were Deformation was again in the roll cage. (Fig 9)
braced as shown.
1
NODAL SOLUTION
The CAD model was analyzed using ANSYS FEA STEP=1 JUN 6 2009
15:26:44
SUB =1
software for static analysis under self-weight, frontal TIME=1
USUM (AVG)
impact, side impact, and roll-over impact as well as RSYS=0
DMX =.125745
natural frequency and torsion analysis. FEA model used SMX =.125745
MX
beam elements.

Under self-weight, the frame was deforming very little.

Stress was maximum in the front of the roll hoops and
firewall members. The firewall itself will act as additional
bracing here. (Fig 7)
Z
1
NODAL SOLUTION YMN X
STEP=1 JUN 4 2009
SUB =1 20:22:57
TIME=1 0 .027943 .055887 .08383 .111773
USUM (AVG) .013972 .041915 .069858 .097802 .125745
RSYS=0 TEAM STRATOS-BIT
DMX =.173767
SMX =.173767

(Fig 9)
MX

The natural frequency was analyzed using modal

analysis in 3 sub-steps. Maximum vibrations and
consequently displacements were occurring again in the
roll cage members. Deformation was within limits, but
Z
powertrain etc will be well isolated using rubber bushings
Y MN
X to cancel vibrations. (Fig 10, 11, 12)

0 .038615 .07723 .115844 .154459

.019307 .057922 .096537 .135152 .173767

(Fig 7)

3
1 1
NODAL SOLUTION NODAL SOLUTION
JUN 6 2009 STEP=1 JUN 12 2009
STEP=1 16:40:52
SUB =1 15:10:32 SUB =1
FREQ=1.463 TIME=1
USUM (AVG) USUM (AVG)
RSYS=0
RSYS=0
DMX =.768523
DMX =.579717
MX SMX =.768523
SMX =.579717
MX

Z
Y MN
X
Z
Y MN
X

0 .170783 .341566 .512349 .683132

.085391 .256174 .426957 .59774 .768523
0 .128826 .257652 .386478 .515304
.064413 .193239 .322065 .450891 .579717

(Fig 13)
1
NODAL SOLUTION
STEP=1
JUN 6 2009
15:10:50
In rollover analysis, a 2KN force was applied at an
SUB =2
FREQ=2.22
USUM (AVG)
angle to the top front of the roll hoop. The Maximum
RSYS=0
DMX =.647407
deflection was observed in the roll hoop (fig 13).
SMX =.647407

1
MX NODAL SOLUTION
STEP=1 JUN 12 2009
16:46:35
SUB =1
TIME=1
USUM (AVG)
RSYS=0
DMX =5.146 MX
SMX =5.146

Z
Y MN
X

0 .143868 .287736 .431605 .575473

.071934 .215802 .359671 .503539 .647407 Z
Y MN
X

1
NODAL SOLUTION
STEP=1 JUN 6 2009
15:11:11
SUB =3
0 1.144 2.287 3.431 4.574
FREQ=2.479 .571784 1.715 2.859 4.002 5.146
USUM (AVG)
RSYS=0 MX
DMX =.345517
SMX =.345517
(Fig 14)

The design was also tested for torsional loading and

was found to be stable enough to withstand a load of
10KN.This was applied as a couple on the extreme
ends( in side view perpendicular to the plane of the
Z paper) .
Y MN
X

0 .076782 .153563 .230345 .307126

.038391 .115172 .191954 .268735 .345517

(Fig 10, 11, 12)

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 SUSPENSION:

TENTATIVE DIMENSIONS FOR THE WISHBONES:

Upper wishbone length: 405.11 mm

Upper wishbone angle: 30.23 degrees
Lower wishbone length: 438.72 mm
Lower wishbone angle: 15.87 degrees
Distance between mounting points on hub: 141 mm
Distance between mounting points on chassis: 236 mm
SAL (distance between the intersection of the hubs and
the wishbones): 514 mm

STEERING AND BRAKES:

Steering used on the vehicle will be a rack and pinion

(Fig 15) type.

For analyzing the wishbones, the A-arms that support the Brakes will be single rotor disc brakes with single/multi
shock absorbers were chosen. These were the lower calipers, depending on the braking force required the no
arm in front and the upper arm at the back. A force of of calipers will be decided/
800N in Y direction and a force of 400N in Z direction
was applied. (Fig 16b) POWERTRAIN:

The Differential gearbox is a 4 forward 1 reverse type

from a Mahindra Alfa. It will be directly coupled onto the
final driveshaft. This can be done by using universal
couplings.

GEAR TRAIN:

The Gear train will be a synchro-mesh type.

SAFETY AND ACCESSORIES:

The front part of the vehicle has provisions to incorporate

a crumple zone before eventual manufacture and sale to
the consumer. This is apart from the fire extinguisher
and the firewall already provided. A 4/5 point seatbelt, an
adjustable bucket seat setup, Specification tail lamp and
1
NODAL SOLUTION headlights. Foam padding on the roll cage.
JUN 11 2009
STEP=1
SUB =1 20:42:28
TIME=1
USUM (AVG)
MX
MATERIAL USED:
RSYS=0
MN
DMX =.006191
SMX =.006191
All the analysis has been done using SAE 1020 carbon
steel as the frame material. We have chosen this steel
because it is a general purpose mild steel, low-carbon
machinery steel, having good over-all mechanical
properties. Easily machinable and weldable. It has a
nominal carbon content of 0.20% with approximately
0.50% manganese

0 .001376 .002751 .004127 .005503

.688E-03 .002064 .003439 .004815 .006191

(Fig 16a & b)

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FINAL MODEL

(With tentative specifications)

Ground Clearance for now has been calculated as 12”

Height of the vehicle 55”

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CONCLUSION:

The final design of the vehicle is as shown above.

The figures provided in the analyses and the
dimension lists have been approximated to the
least extent possible. These have been made
keeping into account the fact that there might be
changes to the design in later stages of the
competition. A sincere effort has been made to
keep the report simple and extensive.

APPENDIX:

Page No.

Ergonomics 01

Introduction 01

Innovation 01

Frame design 02

Model analysis 03

04

05

Final Specifications with model 06

Suspension 01

05

Steering and Brakes 05

Powertrain 05

Material used 05