UNIVERSITY OF PORTLAND

SCHOOL OF ENGINEERING
ME 482 Senior Project

26 April 2007

Submitted To:
Dr. K. Lulay, ME 482 Instructor
Dr. P. Chamberlain, Technical Advisor
Mr. R. Jefferis, Industrial Representative

Submitted By:

Pilot Racing
Andrew Beehler
Kelsi Craig
Will Rossi
Ted Schlanser

2
TABLE OF CONTENTS
0.0

Common Abbreviations

1.0

Executive Summary

2.0

Introduction

3.0

Background

4.0

Discussion

4.1

General

4.2

Drive Train

11

4.3

Suspension

14

4.4

Braking System

18

4.5

Steering

19

4.6

Business

21

5.0

Conclusion

23

6.0

References

24

7.0

Appendices
7.1

Drive Train

26

7.2

Suspension

49

7.3

Brakes

55

7.4

Steering

58

7.5

Business

61

7.6

E-Mail Updates

85

7.7

Schedule

97

7.8

SAE Design Report

105

7.9

SAE Cost Report

116

7.10

Project Proposal and Charter

208

7.11

Fall 2006 Baja Design Report

222

7.12

2007 SAE Baja Rules

250

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LIST OF FIGURES AND TABLES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9

2004 UP Baja Vehicle

2007 Baja Frame
The 2007 University of Portland Baja vehicle
Disassembled gearbox assembly
Completed front suspension
Completed rear suspension
Rear suspension problem
Typical Turn with 100% Ackerman
Rack and Pinion Steering

8
10
11
13
16
17
18
20
20

Figure A1.1
Figure A1.2
Figure A1.3
Figure A1.4
Figure A1.5
Figure A1.6
Figure A1.7
Figure A1.8
Figure A1.9
Figure A1.10
Figure A2.1
Figure A2.2
Figure A2.3
Figure A2.4
Figure A2.5
Figure A2.6
Figure A2.7
Figure A2.8
Figure A3.1
Figure A3.2
Figure A3.3
Figure A3.4
Figure A4.1
Figure A4.2
Figure A4.3

Preliminary gearbox layout

Part Detail
Shift cam cylinder model
Complete gearbox assembly model
Conceptual Rapid Prototypes
Casing RP models
Shift Forks and shift cam
Drive Train layout
Driven CVT half
Plan B Polaris Gearbox
Front lower a-arms
Front upper a-arms
Front knuckles
Rear lower a-arms
Rear upper suspension arms
Rear uprights
Bilstein shock absorbers with coil over springs
Front clevis
CNC Brake pedal assembly
Brake lines and connectors
Front knuckles with brake discs and calipers
Rear uprights with brake discs and calipers
Steering components
Tie rod with steering linkage
Vehicle while turning

27
28
29
29
30
30
31
31
32
32
50
50
51
51
52
52
53
54
56
56
57
57
59
59
60

Table 1
Table 2
Table 3
Table A1.1

Competition Points Breakdown

Design consideration table
Overall design criteria
Assembly Part Identification

7
8
9
28

0.0 COMMON ABBREVIATIONS

ATV
CV
CVT
OSU
RP
SAE
SLA
UHMWPE
UP

All Terrain Vehicle

Constant Velocity
Continuously Variable Transmission
Oregon State University
Rapid Prototype
Society of Automotive Engineers
Short-Long Arm
Ultra High Molecular Weight Polyethylene
University of Portland

1.0 EXECUTIVE SUMMARY

The second semester of the SAE Baja Project at the University of Portland has been
completed. The design included applications of extensive engineering analysis,
teamwork, project management, and development of conceptual ideas. These ideas were
then converted into viable concepts ready for fabrication. Construction of the vehicle
revealed some conceptual shortcomings that led to re-design throughout the fabrication
process.
Pilot Racing was asked to select a senior project and design a solution. The chosen
project was to participate in the SAE Baja competition. The assigned task was to design
and build an off-road vehicle to compete in the events held in Rapid City, South Dakota
on May 23-26. The vehicle functionality and performance will be evaluated with respect
to acceleration, traction, maneuverability, and endurance. It will also be evaluated in a
rock crawl event. Each team member was challenged to weigh the many positive and
negative aspects that emerged throughout the design process to arrive at cohesive
solutions. Pilot Racing decided to focus on the endurance event because of its high point
value. This led to an increased attention on the drive train with reliable designs for
suspension, brakes, and steering. The fabrication of all of these designs has been the
focus of this semesters work.
The final drive train of the vehicle consists of the required 10 horsepower Briggs and
Stratton motor with a differential gear reduction combination and a CVT. The suspension
was chosen to be four wheel independent, parallel SLA with shock absorbers and coilover springs. The braking system consists of four wheel disc brakes. Steering consists of
a simple rack and pinion and Ackerman geometry.
A great deal of research and careful design analysis resulted in a vehicle that the team is
confident will perform at the competition in May 2007. Fabrication is nearly completed
and the team is prepared and excited to complete a successful Baja vehicle.

2.0 INTRODUCTION
The goals of the Senior Design Project at the University of Portland are to gain valuable
engineering experience and attain real-world analytical skills. More importantly,
teamwork and project management will provide students with the tools to succeed as
engineers in the workplace. Pilot Racing has been working on the design and
construction of an SAE Baja Vehicle for the 2007 South Dakota competition. Design
work completed last semester encompassed the following subsystems: drive train,
suspension, brakes, and steering. This report contains an overview of the design work for
each of the subsystems in addition to the details of the fabrication process and any
redesign that was completed. The Project Proposal and Project Charter can be found in
Appendix 10. A copy of the design report that was submitted last semester can be found
in Appendix 11.

3.0 BACKGROUND
The Baja car (formerly Mini-Baja) is a small, single seated, off-road buggy suitable for
traversing extreme terrain. There are three competitions annually in the United States as
well as several International competitions all hosted by SAE. The American competitions
are generally divided into three geographic regions: West, Mid-West, and East. Hundreds
of teams from universities throughout the World participate in the competitions.
Engineering students are challenged to design and build a vehicle with numerous
constraints and expectations. Each team is judged based on vehicle functionality and
performance through several events including: acceleration, traction, maneuverability,
endurance, and rock crawl. The teams are also judged based on their design report, cost
report, and presentation. Table 1 specifies the point breakdown of the competition.
Table 1 - Competition Points Breakdown
EVENT
POINTS
STATIC
300
Design Report
50
Design Evaluation 100
Cost Report
15
Production Cost
85
Presentation
50
DYNAMIC
700
Acceleration
75
Pulling
75
Maneuverability
75
Rock Crawl
75
Endurance
400
TOTAL
1000

Participation in SAE Baja has been historically inconsistent at the University of Portland.
Some efforts have been very successful whereas others have been non-existent. The last
year that UP participated in the competition was in 2004. A picture of this vehicle can be
found in Figure 1. This car broke in the first lap of the endurance race due to drive train
misalignment. This Purple Car has been used as a case study for the 2007 team by
examining the many shortcomings of the design.

Figure 1 - 2004 UP Baja Vehicle

The design consideration table (Table 2) was used as a guideline for establishing the
design criteria for the 2007 vehicle which can be found in Section 4.1.1 of this design
report.
Table 2 - Design Consideration Table
Design
Consideration
Performance
Serviceability
Economic
Environmental
Sustainability
Manufacturability
Ethical
Health and Safety
Social
Political

Significantly
affects this
design?
Yes
Yes
Yes
No
No
Yes
No
Yes
No
No

Where
discussed
4.0
4.1.1
Table 4
4.1.1
4.1.1
-

4.0 DISCUSSION
4.1

GENERAL

4.1.1 DESIGN OBJECTIVES

When setting out to design the vehicle, Pilot Racing compiled three main goals. The first
and most important focus was to keep the cars concept as simple as possible while also
offering high performance components. This would ensure that the vehicle would operate
properly and be manufacturable. The second goal was to be able to participate in the Baja
West competition. Too many senior projects end up falling short of expectations and Pilot
Racing believes that going to the competition would be a significant accomplishment.
The design criteria for the vehicle can be found below in Table 3.
Table 3 - Overall Design Criteria
No. Criterion
Priority
1
Easy Operation
Essential
2
Feasibility of Design
Essential
3
Lightweight
High
4
Compact
High
5
Manufacturability
High
6
Reliability
High
7
Serviceability
High
8
Low Cost
Desired
9
Aesthetically Pleasing
Desired
In addition to designing the 2007 vehicle, the team has been working to establish a Baja
program at the University of Portland that will carry on in following years. The team
currently has approximately four underclassmen who have been helping out with the
physical labor in the fabrication phase of the project. The team has kept the
underclassmen involved by sending periodic updates and gathering at the weekly Baja
meetings to discuss progress. The team is also going to bring underclassmen along to the
competition in South Dakota.
The 2007 Baja frame was designed and fabricated during the 2005/2006 school year by a
team consisting only of volunteers. The volunteer team did not complete the car for the
2006 competition, so the 2007 vehicle was built around the frame shown in Figure 2. A
main consideration in the frame design was ease of serviceability which was continued as
an overall concept in the 2007 vehicle. The space for the engine and drive train was made
as large as possible while staying within the restrictions of the SAE rules. When
implemented properly, this will allow the engine and drive train components to be
removed as one piece with only a few simple steps.

10

Figure 2 - 2007 Baja Frame

Many safety features have been integrated into the vehicle as required by the competition
rules. The driver will be required to wear a helmet, neck brace, a five-point harness, and
protective clothing. Additionally, the vehicle will be equipped with a fire extinguisher,
two engine kill switches, a brake light, reverse light, reverse alarm, and a firewall to act
as a barrier between the driver and the engine compartment.
4.1.2 RESULTS
Fabrication of the 2007 Baja car is nearly complete. Although this report focuses on the
main subsystems of the vehicle, there were many features of the vehicle that required
careful consideration even though they were not part of any particular sub-system.
For the construction modifications of the frame, close attention was paid to the
orientation of the members. The original design called for engine mounting members to
be directly behind the driver and extending backwards towards the rear bumper. It was
observed that during a rear end impact, these members could potentially harm the driver.
These members were modified so that the force during such an impact would be directed
to the outer edge of the roll hoop. Similar logic was used throughout the design and
construction of the frame to ensure driver safety.
The frame has undergone some modifications in order to implement the various
subsystems. Brackets were added in order to provide attachment points for the suspension
arms and coil-over shocks. Bracing members were added in some locations to support the
additional loads of the suspension. Frame gussets were also added in strategic locations in
order to brace weak members or members that will experience high loading. Front and
rear bumpers were added per the rules in order to protect the vehicle in the event of a
front or rear impact.
Body panels were added per the rules of SAE in order to prevent debris from striking the
driver and to provide a location for sponsor recognition and a prominent location for the
car number. These panels were made from thin aluminum and were secured using spring-

11
loaded quick release fasteners. Panels will also be added above the engine compartment
to display cut-outs of the car number.
A skid plate was added so that the car will slide over any large rocks without damaging
the underside of the vehicle. The team decided to use a sheet of 3/8 thick UHMWPE
that was cut to the shape of the frame. This material was chosen over steel and aluminum
because it has extremely high wear resistance and is very slick. This material is used
under snowmobiles for the same purpose.
There are a few vehicle features that need to be finished before the team departs for South
Dakota on May 20. The frame will be painted a very dark purple in order to properly
represent the University of Portlands school colors. A photograph of the nearly
completed vehicle can be found in Figure 3.

Figure 3 - The 2007 University of Portland Baja vehicle

4.2

DRIVE TRAIN

4.2.1 PREVIOUS WORK

It was desired that power be transferred from the engine shaft through a CVT into a
compact multi-speed gear reduction with open differential. The teams objective was to
permit easy removal of all drive train components from the vehicle chassis. Therefore, it

12
was also desired to contain the differential and reduction gears within the same housing
using parallel shafts. This eliminates the need for a bevel or hyphoid crown wheel on the
differential and allows the engine crankshaft to be side mounted. The gear ratios were to
be optimized for this specific application and a reverse gear was considered important.
Design work during the previous semester produced a functional gear and differential
layout in SolidWorks, thus determining a working set of gear ratios, in addition to
producing a viable shifting mechanism concept. This served as an intermediate iteration
of the final gearbox design.
4.2.2 CONTINUED ANALYSIS
Design continued in order to solidify the interaction between the gear layout, the gear
housing, and the lubrication system. Numerous changes were made to optimize these
interactions. To begin, the selected differential was not a good choice for incorporation
into the same housing as the gear reduction because it was large and heavy. This required
that the differential be mounted in an awkward place relative to the gears, thus
complicating housing design. This can be seen in the design shown in Figure A1.1. As a
result, an alternative differential was sought out that was compact enough to be placed in
a central location, thus improving layout symmetry. The output shafts were re-designed
to fit this setup so that the newly selected CV joints could be coupled to them.
Furthermore, shaft location was adjusted on numerous occasions in order to provide what
was considered appropriate gear lubrication in the oil bath. Bearings were researched and
selected for both the shaft-to-case interface as well as the gear-to-shaft interface in gears
1 and 5. Little attention was given to bearing load situations because the shaft size, as
required by transmitted torque, mandated bearings large enough to easily withstand the
generated thrust and separation forces.
After slight gear ratio changes, work was begun to design a housing for all of the
components to be contained in. This needed to easily mount to the car, be compatible
with purchased shifting components, retain as little fluid as possible while still providing
lubrication, and be robust enough to transmit shock loadings. Special attention was also
given to serviceability of the gearbox. As a result, the casing splits parallel to the gear
rotation plane and all of the gears are easily removable. The internals of the gearbox as
shown in their removable state can be seen in Figure 4 and all of the parts are labeled by
Figure A1.2 and Table A1.1. A standard wall thickness was used throughout the case and
ribs were placed around the bearing housings and in other areas where high stresses were
expected. A-365 T6 was selected for the material because of its good all around
properties. Shafts and gears were slightly modified when needed.

13

Figure 4 - Disassembled gearbox assembly

Once the casing and shaft geometry was nearly finalized, the movement of the shift forks
was optimized to avoid mechanical binding. The required tracks to guide the movement
were generated around the outer circumference of the shift cam cylinder. With the track
positions known, material was removed from unnecessary areas of the cylinder. A picture
of the cylinder model can be found in Figure A1.3. The final gearbox design can be seen
in Figure A1.4.
4.2.3 FABRICATION
Once the design was acceptably completed, drawings were made of all of the shafts and
gears which were submitted to Linn Gear Company to be machined. These can be found
in Appendix 1. With the aid of ESCO Corporation, the two shift forks, the shift cam
cylinder, and the two case halves were investment cast by SeaCast Inc. To accomplish
this end, conceptual Rapid Prototypes (RPs) were made for all of the parts out of a plaster
material using a Z Corporation 3D Printer [1] at ESCOs facility. These models inspired
a number of small design changes and can be seen in Figure A1.5. After changes were
made, investment casting molds were made using special rapid prototyping technologies.
The RPs of the two shift forks and the shift cam cylinder were made using the same ZCorp 3D Printer, but with a starch material that was later dipped in wax. As for the two
case halves, their size mandated that the mold be contracted to Dependable Pattern Works
to be built on a Stratasys Fused Deposition Modeling (FDM) Machine [2] in ABS
Plastic. The casing molds can be seen in Figures A1.6. The fabrication of some of the
components is still currently underway. These include the two case halves, the shafts, and
the gears. Further fabrication includes finishing of the case casting and subsequent

14
machining, remaining fabrication of the gears and shafts, and mounting bracket
fabrication.
4.2.4 RESULTS
The car is using a Polaris P-90 CVT and the gear ratio range was found to be from 3.83:1
to 0.76:1 [3]. The driving half of the CVT had to be bored and a keyway broached in
order to fit over the engine driveshaft. Low, high and reverse gears are available with the
respective ratios 10:1, 7.1:1 and 7.2:1. The predicted maximum speed of the vehicle is 35
mph in high and 12 mph in low. The internals from a 2007 Yamaha Grizzly 700 front
differential were incorporated into the gearbox and gear selection is facilitated using a
selector from a 2006 Sportsman 500. The shift forks and shift cam are finished and can
be seen in Figure A1.7. The gear and shaft material will be 4140 with hardened surfaces
for abrasion resistance. This was chosen due to high tensile strength and good toughness.
Timken bearings were selected for their high quality. CV joints will transfer power to the
wheels. The engine and gearbox both fasten to a plate that mounts on two rubber isolated
horizontal members in the rear end of the chassis, thus allowing the entire drive train,
with the exception of the CV joints, to be removed as one unit. Removal can be
accomplished by removing the CVT cover, unbolting the mount plate, removing the CV
joints, unbolting the upper shock mount, disconnecting the throttle, shift linkages and all
electrical connections, and lifting the engine out. A representation of the assembly can be
found in Figure A1.8.
In realization of the engineering complexity of such an undertaking, a backup drive train
was designed using almost all off-the-shelf components. Although the gear ratios are less
than optimum for this application, it should suffice in the event of a serious failure during
testing or manufacturing. The same CVT is being used to transmit power from the engine
to a 2003 Polaris Trail Boss 330 gearbox. The driven half of the CVT, as shown in Figure
A1.9, mates with the gearbox with no modifications necessary. The gearbox shown in
Figure A1.10 is hard coupled to the same 2007 Yamaha Grizzly differential with a
custom made 4140 steel coupler. Space confinements required that this coupler be as
small as possible and therefore custom made. In order to insure proper alignment between
the gearbox and the differential the two components are to be mounted to each other and
aligned before being attached to the frame. The interface allows that the two drive train
systems can be interchanged by simply reorienting the engine so that the crankshaft
points forward and swapping mounting brackets and CV shafts.

4.3

SUSPENSION

4.3.1 PREVIOUS WORK

The primary objective of the suspension was to allow adequate wheel travel while
providing ground clearance and minimizing the degree of camber. Particularly in offroad applications, wheel travel and ground clearance are essential parameters due to the
extreme nature of the terrain. It is important that the camber is minimized so as to

15
maximize the contact area between the tire and the road. This provides better traction
control, even tire wear, and increases the performance of the brake system [4].
Following these objectives, an independent suspension was chosen for design.
Independent suspensions allow each wheel to articulate without affecting the motion of
the opposite wheel and provide more room for engine mounting [5]. The most common
form of independent suspension used today is the double wishbone independent
suspension [6]; this is where countless years of vehicle development has led us [7].
Based on the geometry of frame, the selected suspension type for the 2007 Baja vehicle
was four wheel parallel SLA.
Several parameters were established to analyze the suspension geometry. The mounting
points on the vehicle frame were known and fixed as well as the dimensions of the
knuckles (connecting suspension arms to the wheels). It was also known that the width of
the vehicle would need to be maximized while keeping within SAEs restrictions. These
parameters were imputed into SolidWorks to allow the lengths of the suspension arms to
be determined. Once the suspension geometries were known, the spring rate could be
calculated based on weight estimations of the vehicle.
All lengths and angles for the suspension were calculated at static ride height. For the
front suspension, the lengths of the short and long arm were designed to be 13 inches and
16.7 inches, respectively. The maximum travel of the suspension will be 12 inches with a
spring rate of 162 lb/in. For the rear suspension, the designed lengths of the short and
long arms were 15.9 inches and 17 inches, respectively. The maximum travel of the
suspension will be 10 inches with a spring rate of 240 lb/in. Based on recommendations
from OSU Baja, the team will be using Bilstein shock absorbers.
4.3.2 FABRICATION
A majority of the fabrication time focused on the manufacturing of the suspension. Each
arm was fabricated from 4130 steel stock of 1 outer diameter and 0.065 wall thickness.
The design required the joining of circular tubing, so notching the tubes was essential in
creating a weldable joint. For notching tubes at an angle greater than 45 degrees, the
milling machine was used. This produced a great finish but due to a maintenance issue
with the equipment, another method was pursued for tighter angles. A hole-saw attached
to a drill press was used in conjunction with a pipe-notching fixture to cut all tubes that
required an angle less than 45 degrees. All mounting brackets were fabricated using
1.25 square tube with a 0.125 wall thickness. Two sides were milled out and holes
were drilled through the others. This allowed for a shoulder bolt to be used to attach the
heim joints at the end of the suspension arms to the brackets.
The bottom front suspension arms were the first to be fabricated. Each of these consisted
of two 1 tubes notched at a steep angle and mated to a 1.25 tube. A 1 horizontal
support was also added. Because the shock absorbers were to be mounted to these arms,
a bracket manufactured from square tubing was welded to the 1.25 member. It was
found that this design did not allow for a significant amount of adjustment which would

16
be essential for tuning the suspension. Consequently, the original design for the front
upper arms was revised slightly to allow for more adjustment. The original design was
extremely similar to the one for the lower suspension arms where the heim joints were
attached collinearly to the suspension member. Because these joints did not intersect the
shoulder bolt perpendicularly, any adjustment slightly changed the entire suspension
geometry. The design was modified so that the joints did have a perpendicular relation
with the shoulder bolt so that adjusting would be significantly less complicated. A photo
of the completed front suspension set-up can be found in Figure 5. Photos of the
unassembled front suspension arms can be found in Figure A2.1 and Figure A2.2.

Figure 5 - Completed front suspension

Both of the front suspension arms met at the wheel interface where a large heim joint was
attached to a knuckle. A photo of the front knuckles can be found in Figure A2.3. The
original design of the knuckles did not allow for large amounts of suspension travel and
sufficient turning capabilities so an extension piece was added. A rod clevis taken from a
pneumatic cylinder manufacturer was modified and used on the top of the knuckle.
However, still another solution was needed on the bottom due to clearance issues with the
brake disc. A custom clevis was manufactured in-house that accommodated the 12
inches of travel and desired turning radius without interfering with the brake disc. The
modified clevises can be seen in Figure A2.3 and a drawing of the custom clevises can be
found in Figure A2.8.

17
The rear suspension differed from the front suspension due to the fact that the rear wheels
are non-steering. A photo of the completed rear suspension set-up can be found in Figure
6. Both the upper and lower arms were fabricated as designed with the exception of a
few modifications to avoid clearance issues with the backup drive train. A bracket
manufactured from square tubing was welded to the upper arm for mounting of the shock
absorber. Photos of the unassembled rear suspension arms can be found in Figure A.2.4
and Figure A.2.5. It was later found that there was a problem because the suspension
arms pivoted on a different axis relative to the frame than they did with respect to the
upright (Figure A2.6). This caused the members to move side to side where they attached
to the frame. This movement is demonstrated in Figure 7. This problem was solved by
changing the mount points and lengths of suspension members so that the vertical plane
through the mount points was parallel to the vertical plane through the upright.

Figure 6 - Completed rear suspension

18

Figure 7 - Rear suspension problem

Bilstein shock absorbers with coil-over kits were purchased for all four wheels of the
vehicle. Springs with a rate of 150 pounds per inch were used for the front and a spring
rate of 200 pounds per inch was used in the rear. Small springs, 50 pounds per inch, were
added to each shock to create a progressive spring rate. A photo of the coil-over shock
absorbers can be found in Figure A2.7.
4.3.3 RESULTS
The suspension fabrication and assembly is complete with a front suspension travel of 12
inches and a rear travel of 10 inches. The team did have the opportunity to test the
suspension in the parking lot behind the Engineering Building at the University of
Portland. It was able to handle curbs, parking medians, and planting areas with little
difficulty.

4.4

BRAKING SYSTEM

4.4.1 PREVIOUS WORK

The objective of the braking system is to provide the driver a safe and consistent means
of slowing down. When the brakes are activated, the driver needs to have complete
control over the car. This is essential to this system.
When designing the braking system, several options were available. The two most
common types of brakes are drum and disc. Both of these systems work by converting
kinetic energy of the car into thermal energy that is dissipated into the air. When the
driver pushes the brake pedal, the master cylinder is displaced which pressurizes a line of
fluid sent to the brakes. Drum brakes utilize a cylindrical shell that spins with the wheel
of the vehicle. Inside, the shoe is pressed against the drum when the brakes are activated,
thus slowing it down. Disc brakes rely on a caliper that squeezes the spinning disc. Since
disc brakes are not enclosed, the thermal energy is more effectively dissipated which
leads to better performance [8]. Disc brakes are also more compact than drum brakes, but
more expensive. After extensive research, it was apparent that disc brakes have taken

19
over as the braking standard in most applications including ATVs. Based on these
factors, it was determined that disc brakes would be used at all four wheels of the vehicle.
When searching for brake disc and caliper assemblies, it was found that many ATVs
have only one rear disc brake since they have a solid rear axel. This made it very difficult
to find a proper setup. When the ill-fated 2006 UP Baja team picked out braking parts,
this was something that was overlooked. Some parts were ordered for the rear
suspension, but cannot accommodate dual rear brakes. These parts will not be used on the
2007 car. However, some parts such as the front knuckles and brakes (Figure A3.3) will
be used on the new vehicle.
To incorporate front to rear braking bias, a Dual Cylinder Brake Pedal Assembly (Figure
A3.1) was purchased from CNC, Inc. This is a compact unit that encompasses all that is
required by the Baja car. It also has two master cylinders built into the unit.
For the rear brakes, an ATV with dual rear disc brakes was found: the 2007 Yamaha
Grizzly 700. The discs and calipers (Figure A3.4) were ordered through Yamaha.
Matching suspension components (rear uprights, hubs, and CV joints) were also
purchased.
4.4.2 FABRICATION
Many small components were purchased to ease installation of the braking system. The
brake pedal assembly incorporates two master cylinders and a front-to-rear adjustment
bias bar. Flexible braided brake lines were purchased to connect to each of the four
wheels. This will allow the brake lines to flex as the suspension articulates. All
connectors and special adapters for the brake line plumbing (Figure A3.2) have been
purchased and are ready to be installed. The brake disks and calipers for each wheel have
already been purchased and are installed as part of each respective knuckle assembly.
4.4.3 RESULTS
The braking system will provide adequate stopping power for the driver throughout the
Baja competition. Having four wheel disk brakes is a big accomplishment because they
have never been used on a Baja car at the University of Portland. The team should expect
high reliability from this system since it is much simpler and more effective than those
used in the past.

4.5

STEERING

4.5.1 DESIGN OBJECTIVES

The key objective of the steering system is to provide a reliable means of turning the car.
There are many competing factors that make steering design difficult. An ideal steering
system would provide a tight turning radius while exhibiting Ackerman geometry.

20
Ackerman geometry (Figure 8) in cornering occurs when the inside wheel is steered to a
greater angle than the outside wheel [5].

Figure 8. Typical Turn with 100% Ackerman [9]

The system must also perform when the suspension is fully articulating. This is difficult
to accomplish without affecting the orientation of the wheels. The system also must
accommodate room for the drivers feet as well as other vehicle subsystems.
The two main types of steering are rack and pinion and recirculating ball. Rack and
pinion steering has several advantages including its simple construction and easy
operation [10]. There is also an ease in assembly of the steering system because the tie
rods can be connected directly to the steering rack as shown in Figure 9.

Figure 9. Rack and Pinion Steering [11]

Recirculating ball steering is much more complicated than the rack and pinion type
because it requires additional linkages. Due to this complexity, it is also much more
expensive [10]. This reasoning led Pilot Racing to choose a rack and pinion type steering
system for the 2007 Baja vehicle.
A steering model was set up based on several known parameters in SolidWorks.
Dimensions of the front knuckles were known since they were ordered last year.
Wheelbase and vehicle width were also known. Restraints were placed on the model
based on 100% Ackerman geometry. Based on these limitations, the necessary lengths of
the tie rods were found as well as the ideal location of the rack and pinion.

21
4.5.2 FABRICATION
When assembly and fabrication of the steering system began, it was quickly realized that
there would be many complications. Clearance between the tie rod and lower steering
arm was a major concern since these two should never come into contact with any
combination of suspension articulation or steering angle. Driver comfort was important
because certain locations of the rack and pinion would limit foot room. The tie rod would
have to be parallel to the suspension arms to ensure that the steering would perform
similarly when the suspension was articulated to a high degree. The steering column
leading out of the rack and pinion needed to be oriented such that the U-joints would not
exceed their maximum misalignment angle.
There was not a specific location that could optimize all steering parameters involved, so
compromises were made to accommodate most of the constraints. Once the location of
the rack and pinion was set, tie rods were fabricated from
tubing. End caps and heim
joints were purchased for the tie rod so that its length would be adjustable. The steering
column included two U-joints and a removable steering wheel.
4.5.3 RESULTS
The rack and pinion used with the 2007 Baja vehicle is the C42-340 from Pro-Works. It
has a length of 11.25 inches, 12:1 ratio, 1.75 total pinion rotations, and a total rack travel
of 4.5 inches [12]. A photo of the steering components is shown in Figure A4.1. The
steering accomplishes a 10 foot turning radius, which is what the team was hoping to
achieve. Bump steer and camber angles appear to have been minimized throughout the
motion of the turn and as the suspension articulates. Slight positive Ackerman geometry
has been observed, and there is adequate leg room remaining to accommodate most
drivers.

4.6

BUSINESS

4.6.1 TRAVEL ITINERARY

The final purpose of this project is to compete in the SAE Baja Competition hosted by the
South Dakota School of Mines in Rapid City, South Dakota. The competition will be held
May 23-26, 2007. Presently, there will be eleven students, two faculty advisors, and one
sponsor attending the competition in Rapid City. Travel arrangements had to be made for
all people attending the competition.
Five of the students will be driving from Portland, Oregon to Rapid City, South Dakota.
Driving was chosen as the mode of transportation because the Baja vehicle is quite large,
and the team will need tools and supplies for the competition. Driving is the most cost
effective means of transporting all of this equipment along with people. Due to the length
of the trip, the group will drive from Portland, Oregon to Rapid City, South Dakota in
three days, and will make the return trip in another three days. Details for the trip

22
including driving legs, times, distances, and hotel information can be found in Appendix
5.
There are also nine people flying from Portland, Oregon (PDX) to Rapid City, South
Dakota (RAP). Due to personal scheduling conflicts seven will be flying from PDX to
RAP on 22 May, 2007, and the remaining two will follow on the next day, 23 May, 2007.
All members of the group who are flying will make the return trip on the same flight
from RAP to PDX on 27 May 2007. A complete Travel Plan along with individual travel
itineraries from Delta Airlines can be found in Appendix 5.
Hotel rooms were reserved for all fourteen members of the group staying in Rapid City,
South Dakota. The two faculty advisors and the sponsor were each given their own room,
and the remaining group members will share a room with one other person. Contact
information for the hotel can be found in Appendix 5.
4.6.2 BUDGET
For the competition, the Society of Automotive Engineers (SAE) requires a cost report.
The full cost report that was submitted can be found in Appendix 9. This report is a
record of how much it should have cost to produce the Baja vehicle. All teams use the
same manufacturing and labor costs, and must use the Manufacturers Suggested Retail
Price (MSPR) for all components on the car. This report is judged, and teams are
penalized for excessive costs. Teams will have to decide whether or not certain
performance upgrades are worth the extra cost. Teams must also report the cost of items
that were donated or reused from previous years.
The cost report is a very extensive document. Every component of the car was
documented and given a price. If an item was manufactured in-house, standard material
and labor costs were used to calculate the components final cost value. The report calls
for documentation of all parts that were purchased and their MSRP. Most of Pilot
racings documentation comes from one of the three supplied standard price sources
from the SAE competition web site.
While Pilot Racing had a very large budget and was able to afford high performance
components, the team attempted to find the best value product. The team designed and
built a vehicle that was easily manufacturable and used common off-the-shelf
components, making it possible to achieve maximum overall performance at the
competition.

23

5.0

CONCLUSION

The design and construction of the 2007 SAE Baja has proven to be a very challenging
project for such a small team. Many aspects of the fabrication required much more time
and attention than was initially anticipated. A project of this magnitude requires
excessive man hours and continues to extend far beyond the requirements for a two credit
course. The team, in total, spent nearly 600 hours just in the shop. This does not include
time spent in meetings, writing weekly updates, running errands for parts, talking to
vendors, writing the cost report, or writing the SAE design report. Clearly, such an
undertaking should require a larger project team. The team is confident with the work
that has been completed thus far and is sure that they will successfully compete in the
competition. Although the road to South Dakota is very long and bumpy, the team feels
confident that Will can finish the drivetrain in the back of the trailer.

24

6.0 REFERENCES
[1] www.zcorp.com
[2] www.stratasys.com
[3] Seda Joseph B. Drive Train Paper Report August. Paper #1 UPRM Mini Baja
2006-2007. SAE. 2006.
[4] http://en.wikipedia.org/wiki/Suspension_%28vehicle%29
[5] Gillespie, Thomas D., Fundamentals of Vehicle Dynamics. Warrendale: SAE. 1992.
[6] Smith, Carroll. Tune To Win. Fallbrook: Aero Publishers Inc. 1978.
[7] Lerner, Preston. Going Nowhere Fast. Popular Science. November 2006.
[8] http://en.wikipedia.org/wiki/Drum_brakes
[9] Thompson, Dale. Ackerman? Anti-Ackerman? Or Parallel Steering? Racing Car
Technology, 2006.
[10] Reimpell, Jornsen., et all. The Automotive Chassis: Engineering Principles. 2nd ed.
Oxford: Butterworth-Heinemann. 2001.
[11] http://www.imperialclub.com/Repair/Steering/rack.jpg
[12] http://www.pro-werks.com/detail.php?name=RACK-N-PINION

Additional Sources:
Dixon, John C. Tires, Suspension, and Handling. 2nd ed. Warrendale. SAE. 1996.
Dudley, Darle W. Handbook of Practical Gear Design. New York: McGraw-Hill Inc.
1984.
Hagerman, John. Pointed the Right Way. Grassroots Motorsports. Winter 2006.
http://www.swayaway.com/suspension%20frameset.htm
http://www.whiteline.com.au/images/diag/camber2.gif
Lingaiah, K. Machine Design Data Handbook. New York: McGraw-Hill Inc. 1994.

25
Lynwander, Peter. Gear Drive Systems. New York: Marcel Dekker Inc. 1983.
Milliken, Doug L., Milliken, William F. Race Car Vehicle Dynamics. Warrendale: SAE.
1995.
Parmley, Robert O., ed. Mechanical Components Handbook. New York: Mc-Graw Hill
Inc. 1985.
Smith, Carroll. Racing Chassis and Suspension Design. Warrendale: SAE. 2004.
Smith, Carroll. Prepare to Win. Fallbrook: Aero Publishers Inc. 1975.
Stokes, Alec. Manual Gearbox Design. Oxford: Butterworth-Heinemann Ltd. 1992.