Mini-baja 90% Complete

Department of Mechanical and Materials Engineering Florida International University, Miami, FL

EML 4551

A SENIOR DESIGN PROJECT

PREPARED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR

THE DEGREE OF BACHELOR OF SCIENCE

IN MECHANICAL ENGINEERING

Team Mini Baja

Final Report Submitted by: ______________ Jorge Posada Team Leader ______________ Richard Badali ______________ Elena Pizano ______________ Avi Sharir ______________ Nick Gimbel ______________ Ricardo Urbina

__________________ Faculty Advisor

Dr. Ibrahim Tansel April 15, 2007

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Table of Contents List of Tables and Figures ....................................................................................................... 2 Team Statement.......................................................................................................................... 3 Ethical Design Statement ........................................................................................................ 3 Environmental Impact Statement .......................................................................................... 3 Project Statement ...................................................................................................................... 3 Literature Review ....................................................................................................................... 4 Design Phase................................................................................................................................... 7 Design Specifications ............................................................................................................... 7 Functional Specifications ........................................................................................................ 8 Proposed Design Summary .................................................................................................... 9 Drawing Tree ............................................................................................................................. 11 Bill of Material and Preliminary Cost Analysis (BOM) ................................................... 12 Failure Modes and Effects Analysis (FMEA) .................................................................... 13 Engineering Analysis Summary........................................................................................... 16 Project Timeline and Task Breakdown .............................................................................. 17 Frame Design ............................................................................................................................ 18 Rear Suspension ...................................................................................................................... 25 Flotation...................................................................................................................................... 27 Transmission............................................................................................................................. 29 Build Phase ................................................................................................................................... 30 Team Meetings and Progress ............................................................................................... 30 Testing........................................................................................................................................... 46 Appendix A: Sponsorship Proposal .................................................................................. 52

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List of Tables and Figures Table 1 ............................................................................................................................................ 8 Figure 1 ........................................................................................................................................... 9 Figure 2 ......................................................................................................................................... 10 Table 2 .......................................................................................................................................... 12 Table 3 .......................................................................................................................................... 15 Figure 4 ......................................................................................................................................... 17 Table 4 .......................................................................................................................................... 19 Figure 5 ......................................................................................................................................... 20 Figure 6 ......................................................................................................................................... 21 Figure 7 ......................................................................................................................................... 22 Figure 8 ......................................................................................................................................... 23 Figure 9 ......................................................................................................................................... 24 Figure 10 ....................................................................................................................................... 24 Figure 11 ....................................................................................................................................... 25 Figure 12 ....................................................................................................................................... 26 Figure 13 ....................................................................................................................................... 27 Figure 14 ....................................................................................................................................... 28 Figure 15 ....................................................................................................................................... 28 Figure 16 ....................................................................................................................................... 28 Figure 17 ....................................................................................................................................... 30 Figure 18 ....................................................................................................................................... 31 Figure 19 ....................................................................................................................................... 33 Figure 20 ....................................................................................................................................... 34 Figure 21 ....................................................................................................................................... 35 Figure 22 ....................................................................................................................................... 35 Figure 23 ....................................................................................................................................... 36 Figure 24 ....................................................................................................................................... 36 Figure 25 ....................................................................................................................................... 37 Figure 26 ....................................................................................................................................... 37 Figure 27 ....................................................................................................................................... 38 Figure 28 ....................................................................................................................................... 39 Figure 29 ....................................................................................................................................... 39 Figure 30 ....................................................................................................................................... 40 Figure 31 ....................................................................................................................................... 40 Figure 32 ....................................................................................................................................... 41 Figure 33 ....................................................................................................................................... 41 Figure 34 ....................................................................................................................................... 42 Figure 35 ....................................................................................................................................... 42 Figure 36 ....................................................................................................................................... 43 Figure 37 ....................................................................................................................................... 43 Actual detail of cost: ..................................................................................................................... 56

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Team Statement We are a dedicated group of students seeking a Bachelor in Science of Mechanical

Engineering that share a passion for motor sports and outdoors activities. We will design keeping

in mind concepts for Fit, Form and Function while being able to comply with all of the

requirements that SAE has laid out in order to create a functional yet safe and reliable vehicle.

Ethical Design Statement This project is being executed and analyzed in accordance to the NSPE Code of Ethics

for all purposes of design and prototyping of all components and assemblies that will be created

as part of this design concept.

Environmental Impact Statement The design and testing of the prototype is being manufactured in such manner that the

impact that it will have to the surrounding environment is minimum and has no permanent

adverse effects on the community.

Project Statement

The SAE Mini Baja competition includes over 120 teams from various universities who

design, build, and compete in Mini-Baja style off-road vehicles that must survive rough terrain

and water. This competition focuses on the chassis and suspension design of the car, restricting

the motor to a standard ten horsepower Briggs and Stratton. We are challenged to design a

rugged and reliable off-road capable car, while still keeping cost and maintenance affordable for

the theoretical consumer. Competition is focused on the design and innovation of cost effective

parts, as well as dynamic events that test the real world function of these vehicles. The cars must

follow strict safety and cost regulations, making the design of these cars challenging for student

engineers.

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Literature Review [1] Beer, F., Johnston, R., and Dewolf, J., 2006, “Mechanics of Materials”, McGraw-Hill Companies, Inc. [2] Shigly, J., Mischke, C., and Budynas, R., 2004, “Mechanical Engineering Design”, McGraw-Hill Companies, Inc. This textbook used in many of our classes is an excellent source. From understanding load and stress analysis to failure resulting from loading, the book gives us all the tools necessary to design our vehicle. The Mini-Baja vehicle is a project that is started from scratch and thus all the different components must be analyzed and computed. This textbook gives us many of the formulas and techniques we need to construct our vehicle. [3] Nelson, C.A., and Davis, T.B., 2004, “Millwights and Mechanics Guide”, Wiley Publishing, Inc. [4] Miller, R. and Miller, M.R., 2004, “Machine Shop Tools & Operations”, Wiley Publishing, Inc. [5] Den Hartog, J.P., 1977, “Strength of Materials”, Dover Publications, Inc. [6] Oberg, E., Jones, F.D., Horton, H.L., and Ryffel, H.H., 2004, “Machinery’s Handbook, Industrial Press”, Industrial Press, Inc.

[7] Vickers, M., 2006, “Smooth Ride: ATV Suspension Market Report”,http://www.atv-industry.com/features/may06/suspension/index.html.

[8] Gears Manufacturers, http://www.gears-manufacturers.com/.

[9] West Coast Differentials, http://www.differentials.com/.

[10] Gillespie, T.D., 1992, “Fundamentals of Vehicle Dynamics”, SAE International.

[11] Dempsey, P.K., 1994, “How to Repair Briggs and Stratton Engines”, McGraw-Hill Professional.

The book “How to Repair Briggs and Stratton Engines” is one of the top five sources of

the 20 sources we found as a group. This source is important to the success of our project

because it will help us perform better with the Briggs & Stratton engine which is to be used in

this SAE competition. It will give us an advantage both when working on putting the engine

together with the car and once we are at the competition if some repair needs to be done to the

engine, we have the manual. The topics covered in the book are as follows: Introduction Safety

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Considerations, The Product Range, Troubleshooting, Ignition Systems, The Fuel System,

Starters, Charging Systems, and Engine Mechanics. With this in our hands our knowledge of the

engine will be at its best.

[12] RockCrawler.com, http://www.rockcrawler.com/.

[13] Dixon, J.C., 1999, “The Shock Absorber Handbook”, SAE International. [14] SAE Gear and Spline Technical Committee, “Gear Design Manufacturing and Inspection Manual”, SAE International. [15] Arrowhead: Custom Fiberglass Molding and Plastic Vacuum Forming, http://www.arrowheadinc.com/. [16] Petroski, H., 2006, “Success Through Failure”, Princeton University Press. “Success Through Failure” shows us that making something better by anticipating failure

is what invention and design are all about. This book shows that all designs have some form of

failure. The Mini-Baja has many different design choices. Understanding that a good design is

one that has failed several times, we can build a better vehicle than our former team. This book

gives us the confidence to build and design a Mini-Baja vehicle with the understanding that

failure is part of the process.

[17] Staniforth, A., 1999, “Competition Car Suspension: Design, Construction, Tuning”, Haynes Publishing.

The team thinks that this particular component to the integrity and reliability of the car

are extremely important, not only to the design portion of this system, but also to the proper

selection of the adequate components to make this system. Even though there are many aspects

for designing a suspension, only those aspects that relate directly to the scope of this project will

be considered and thus further investigation about such components must be performed. Since

the team has a time constraint issue due to the amount of time there is before the competition, we

as a team are trying to identify those aspects of the design that are of the utmost importance so

that the proper time management can be allocated to this components.

[18] Donkin, C., 1935, “The Elements of Motor Vehicle Design”, Oxford University Press. [19] Barker, R., and Harding, A., 1992, “Automotive Design”, Pennsylvania: Society of Automotive Engineers.

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[20] Twigg, P., 2004, “The Science of Motor Vehicle Design”, Elsevier Limited.

“The Science of Motor Vehicle Design” textbook is a great source because it contains all

of the engineering used in the process of designing a car. It combines the sciences required and

the actual parts of a car. For example, in Chapter 2, it explains forces and moments, and then in

the last section it describes the design of framework with regards to the forces studied in the

previous section. Its content includes everything from distortion of materials, motion, power,

work, thermodynamics, metals, electricity, and control and instrumentation. Since we will be

designing and assembling the Mini-Baja car from scratch, this book will be a great guide for us.

[21] Nickless, S., 1993, “The Anatomy & Development of the Formula Ford Racecar”, Wisconsin: Motorbooks International. [22] Car Design Online, www.cardesignonline.com. [23] Rao, S., 2003, “Mechanical Vibrations”, Prentice Hall.

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Design Phase Design Specifications Vehicle Design

• Attractive to customers

• Easily operated

• Easy to manufacture and maintain

• Safety to the highest degree

Dimensions and Configurations

• Have four or more wheels

• Carry one person 190 cm (6’3”) tall weighing 113 kg (250 lbs) at minimum

• No more than 162 cm (64 in) at the widest point

• No maximum length for vehicle; however, SAE recommends the car be no longer than

108 in. in length

Capability

• Safe operation over rough land terrain, including but not limited to rocks, sand, jumps,

steep inclines, mud and shallow water

• Safe operation over any type of weather including but not limited to rain, snow, or ice

• Adequate ground clearance, minimum 8 inches

• Amphibious, able to move over water

Engine

• Briggs & Stratton 10 hp OHV Intek Model 205432 Type 0035-el

Vehicle Identification

• Transponder

• Team number

• School name/initials

• Sponsor Logo’s

o Briggs and Stratton

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o SAE

o Other sponsors

Functional Specifications

This portion of the design describes the objective of the project as the function. The sub-

functions of this project describe the constraints set forth by the Society of Automotive

Engineers, the engineering authority proposing the competition. The means of the functional

analysis describes the processes that were considered in the design of the Mini-Baja.

Function Sub function Means 1 Means 2

The frame must withstand a minimum additional weight of 250 pounds and must accommodate a

person with a height of 6'3".

A strong frame

Max. Allowable length and width

The drive train must be durable and effective enough to transfer the

power from the engine to the wheels under harsh conditions and rugged terrain, including but not

limited to rocks, sand, jumps, steep inclines, mud and shallow water.

A two speed transmission that allows

for a high torque and high horsepower.

CVT, gear ratio selection

The suspension of the prototype must travel enough to provide maximum clearance on a hill

climb, maintain stability in harsh road conditions, provide maximum

transfer of power and maintain center of gravity.

Bolting the front wheels to a pair of A-arms and

the rear two trailing arms to provide a

reasonable suspension travel in off road

conditions.

Selecting the optimal suspension settings, spring and damping

rates.

The steering of the prototype must be durable enough to withstand

some flying objects and the ratio between the steering wheel and

tires must provide a quick transfer from lock to lock and allow the

driver to keep the prototype straight at high speeds on rugged

terrain.

A steering wheel will input the motion into the steering column

transferring the motion through the rack and

pinion to the CV joints

Connecting steering

wheel assembly directly to the front wheel hubs.

Design and build a prototype of a rugged single seat, off-road

vehicle

The components of the car must be in a way to allow the driver to exit within 5 seconds, components such as throttle and brake levers must be adjustable to accommodate various

sized drivers, and the driver and certain components of the

prototype must be protected from flying debris.

A safety harness and bucket seat to maintain

the driver securely while riding, with a roll

cage and full floor.

Quick release steering wheel to provide

adequate clearance in exiting vehicle.

Table 1

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Proposed Design Summary The figures below are the drawings of the suspension and frame of the Mini-Baja. Figure 1

shows the different views for the A-Arm Suspension system that was designed to be incorporated

into the Mini-Baja. Figure 2 shows the structural frame (external sheet metal not present in

drawing for a more complete view) that is going to be used in the production of the Mini-Baja.

Figure 1

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Figure 2

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Drawing Tree In this portion of the design the design of the different components of the proto-type are

broken down into different categories to keep a more efficient record of the different physical

parameters of the system in order to overcome the obstacles that will be set by SAE.

Structural S

Drive Train DT

Suspension SU

Steering ST

Design Project Org.

Frame SF

Brackets SF2

Joints SF1

Supports SF3

Engine DTE

CVT (Torque Converter)

DTC

Transmission

Springs SU1

A-Arms SU3

Shock Absorbers

SU2

Trailing Arms SU4

Rack & Pinion ST1

Steering Column

ST3

CV Joints ST2

Steering Wheel ST4

Project Concepts

Final Report

Progress Reports

Final Presentation

Mini Baja Competition 2006

Figure 3

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Bill of Material and Preliminary Cost Analysis (BOM) The table below describes lists the different parts required in the Mini-Baja in order to achieve an

efficient design. The table also describes the aspects of the Mini-Baja that it will be used in,

whether it needs to be made or bought, the material its made from, the vendor, and the cost of

getting the material needed from its retailer to in order to construct the prototype.

Table 2

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Failure Modes and Effects Analysis (FMEA) Due to the vast quantity of separate parts in the Mini-Baja the failure modes were broken

down into separate categories (e.g. mechanical, structural, etc.). The structural failures of the

Mini-Baja were deemed to have the greatest priority considering its function, to protect the

driver from oncoming debris, in some cases the driver him/herself, and it is the platform on

which the entire system is mounted. The second most critical aspect to the design would be the

safety failures.

Item Name

Failure Mode

Failure Cause

Operation Effects/ Hazard

Safety Effects/Hazards Safeguards/Backups Actions

Frame Structural / Safety

Too much load or shock applied leading to excess axial stress

The frame bends or breaks

The driver could fall out of the Mini-Baja leading to serious injury or death

Relatively high factor of safety to ensure structural integrity

Relatively high factor of safety and diligent testing

Hardware Structural


Mechanical and structural components damaged leading to inability of use

Can lead to serious injury or death



Brackets Structural

Excess load or vibration causing excess bearing and yielding stress

Mechanical and structural components damaged leading to inability of use




Supports Structural


Structural damage leading to inability of use




Flotation Material Materials

Lack of structural integrity Mini-Baja sinks

Driver could drown



Engine Mechanical

Lack of clean air and fuel to maintain operation

Possibility of explosion; inability to operate

Can lead to serious injury in explosion case

Placement in area to minimize risk to driver N/A

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CVT Mechanical

Lack of structural integrity under cyclic loading

Inability to operate N/A

Relatively high factor of safety to ensure mechanical integrity Diligent Testing

Transmission Mechanical

Lack of structural integrity under cyclic loading


Verification of desired specifications of component Diligent Testing

A-Arms Mechanical


Suspension compromised

Can lead to serious injury

Relatively high factor of safety to ensure mechanical integrity


Trailing Arms Mechanical






Springs Mechanical

Wrong spring chosen for application



Diligent testing to ensure functionality


Shock Absorbers Mechanical

Debris damaging component




Rack & Pinion Mechanical

Obstruction in travel of system

Inability to steer N/A


CV Joints Mechanical

Excess torque applied



Steering Column Mechanical

Debris damaging component

Inability to steer




Brake System Kit Mechanical

Inability to provide sufficient braking force

Extensive damage to Mini-Baja in undesired scenario

Can lead to serious injury in undesired scenario



Pedals Mechanical

Excess load applied by driver to component

Inability to operate

Can lead to serious injury in undesired scenario



Steering Wheel Mechanical

Excess load applied by driver to component

Inability to steer N/A


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Transponder Electrical

Water damage to component

Disqualification of competition

Can cause electric shock

Insulation to avoid shock driver Diligent Testing

Driver Seat Safety

Excess load leading to bearing yield

Driver's safety compromised

Can lead to serious injury of driver


Warning placed on frame of weight range

Tires Mechanical Puncture by debris



Rims Mechanical Damaged by debris



Radio Kit Electrical

Water damage to component


Can cause electric shock

Insulation to avoid shock driver Diligent Testing

Goggles Safety Damaged by debris


Can cause serious injury

Verification of desired specifications of component N/A

Gloves Safety

Cuts caused by sharp edges of Mini-Baja N/A Can cause injury


Helmet Safety Damaged by debris N/A

Can cause serious injury or death


Wrapping Foam Safety

Damage during transport

Aesthetical damage N/A leave alone N/A

Fire Extinguisher Safety

Lack of maintenance

Can lead to excess fire damage

Can lead to serious injury Constant checking N/A

Flotation Device Mechanical

Lack of buoyancy Mini-Baja sinks

Driver could drown

Diligent testing to ensure functionality Diligent Testing

Table 3

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Engineering Analysis Summary Stress & Strain Analysis of the Frame

The frame must be checked for the stress and strain exerted as a result of static and dynamic

forces, forces that may come from bending moments due to the torque transferred by the drive

train will be exerting on the support point, forces and bending moments due to impact and due to

car dynamics. The analysis will determine the maximum allowable stress and reactions at joints

along the frame, also providing insight of the weakest portion of the design due to contours or

geometric shape; ultimately discovering those portions of the frame that lack support. This will

also aid determine the thickness of the tube and the rigidity of the frame while the forces are

being exerted.

Analysis of Suspension Components

The suspension system is dependant on three main factors – force magnitude, dampening ratios,

and kinematics analysis of the control arms as they interact with the rest of the suspension

components. The analysis will determine the maximum allowable force magnitude the control

arms can handle before failing (failing due to bottoming out, fracture or over damped system),

the correct spring rate and damper combination will be determined through a combination of

simulated analysis and actual testing of the components; ultimately finding the optimal range of

suspension travel.

Gear Analysis for Drive Train Selection

The selection of the gear system is important to maximize the transmission of power from the

engine to the rear wheels. The result of the analysis will determine the amount of power and

torque applied to the wheels.

Buoyancy of the Flotation Device

The buoyancy force of the vehicle must be determined in order to find the optimal depth of the

vehicle submerged in water. The critical parameters would include the maximum weight of the

vehicle and its weight distribution. These parameters are required to verify the correct volume,

distribution, and type of flotation material.

Project Timeline and Task Breakdown

Figure 4

Frame Design The purpose of the frame is to create a three dimensional space for the driver to fit within

the steel roll cage while driving the car and still be in a safe environment. SAE provides all

teams with a list of requirements that must be met in order to pass the technical inspection that

the car will be subjected to upon initiation of competition activities. The requirements to be met

range from material constraints to space limitations, making the material and solid model

challenging to design, all of these conditions must be met while keeping in mind off road race

cars concepts such as horsepower to weight ratio, car’s center of gravity, ground clearance,

vehicle dynamics, height, width and length amongst many other concepts.

With this head start the material selection was originally made. In off road race car

construction there are only a few common materials used due to factors such as cost, machine

ability, density, hardness and materials properties such as tensile strength and modulus of

elasticity. SAE also provides a list of minimum requirements that must be met for the material,

namely they are the bending stiffness and bending strength that have to be calculated about an

axis that gives the lowest value.

Since the bending stiffness is directly proportional to the EI product of the material and

the bending stiffness of the material is given by equation (#), only those parameters that will

have an effect on the strength and integrity of the frame will be considered for the material

selection of the tubing. Since the weight of the car must also be considered to be a limiting factor

for the material selection as well, the material density will also be compared against the

previously selected materials in order to optimize the selection while keeping in mind the price

of the raw material. The material selection is summarized on table (#) which contains all relevant

information such as yield strength, Young’s modulus of elasticity, material density and cost per

foot for three different types of steel, AISI 1018, AISI 1020 and AISI 4130.

cIS y Equation (#)

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Where: E = The modulus of elasticity. I = The second moment of area for the cross section about the axis giving the lowest value. Sy = The yield strength of material in units of force per unit area. c = The distance from the neutral axis to the extreme fiber.

Description OD

(in)

Wall

Thickness

(in)

E

GPA

Sy

MPA

Р

g/in3 Price/feet Miscellaneous Rating

AISI 1080 1 .120 200 400 0.28359 3.50

Easy to buy,

standard sizes, easy

to machine

7

AISI 1020 1 .120 200 380 0.28359 3.46

Easy to buy,


to machine

7.5

AISI 4130 1 ¼ .065 205 670 0.28359 3.99

Easy to buy,


to machine

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Table 4

Since chrome moly is very common on the industry of chassis design because of its

mechanical properties such as high ultimate yield strength @ 670 MPA and because of its

hardness @ 197 on the Brinell scale when compared to the other carbon mild steels such AISI

1018 and AISI 1020, it is the selection that will be chosen for the manufacturing of the roll cage

assembly. Even though the price of the material is more expensive than the other mild steels, it

was highly recommended when consulted to race car drivers; it is a very good shock resistant

material and is really good for welding purposes due to a thinner wall thickness when compared

to the other two steels.

The frame will be welded using TIG (Tungsten Inert Gas) welding equipment and will be

using 4130 filler rods with 3/16”. This type of welding was chosen because it allows for deeper

penetration on the metal when doing this type of geometry, also the welding process is clean and

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allows for detailed precision where most needed, namely on the joints for the front bracing and

the rear roll hoop. This type of welding is allowing for stronger, higher quality welds. However,

TIG is comparatively more complex and difficult to master, and furthermore, it is significantly

slower than most other welding techniques.

Frame alternate designs:

2006 Mini Baja team:

Figure 5

This concept was the one that was used for the 2006 Spring FIU Mini Baja team, it was

analyzed and used as a staring point, and most of the base lines were used from the overall

length, width and height. Since the model was already constructed and it was tested, an

investigation was performed to find ways to shorten the car and to find out ways to correct the

dynamics of the car. Some of the problems that were reported from the previous team were the

following:

1. Car weighted more than 700 lbs

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2. Overall length more than 105 in (Max .SAE recommended)

3. Small W/L ratio

4. Narrow turning radius

5. 73 in tall

With these basic concepts the other three models were constructed.

First draft for spring 2007 FIU Mini Baja team:

Figure 6

The rules and regulations were carefully reviewed in order to understand the scope of the

roll cage, then an initial draft was drawn in order to capture all of the requirements prescribed by

the competition while at the same time the problems that were reported from lasts years’ team

were addressed. Some of the problems that were found with this model were the following:

1. Overall length anticipated to be more than 105 in

2. Non functional tapered bottom member

3. Difficult manufacturability

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4. Rear roll hoop (Firewall) bent too high, wasted space that could be utilized for the

flotation system

With an initial draft the model was constructed out of PVC in order to have real time

representation of the model, the prototype reaffirmed the problems mentioned above.

Second draft for spring 2007 FIU Mini Baja team:

Figure 7

With a prototype already built, changes were starting to take place in order to address all

of the issues that the team has been discovering in regards to manufacturability and vehicle

dynamics. The second draft came directly from chopping off and creating different ways to do

the same, yet in a different manner. With this model already made, the final draft was modeled,

and then manufacturing of the frame will take place.

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Final draft for spring 2007 FIU Mini Baja team:

Figure 8

This model has many advantages as described below:

1. Shorter in length and height while making it wider for better stability

2. Designed for manufacturability

3. Limited number of welds makes manufacturing easier and faster

4. Structural integrity kept to the highest degree by keeping shorter and uncut

members by creating bents or reinforcing bracing.

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Actual frame design for spring 2007 FIU Mini Baja team:

Figure 9

Figure 10

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Figure 11

Figure 11 and 12 depict the configuration for the drive train, the tubing is made in such as way that the welding will be minimized while keeping the integrity of the tubing intact by avoiding unnecessary cutting. Rear Suspension In analyzing the possible design applications for the Mini-Baja there are many

possibilities which can be chosen in order to ensure the Mini-Baja will be able to perform

adequately off-road. The possible choices allowable for this design include a solid rear axle with

leaf-spring or coil springs, or an independent rear suspension with the possible choices

mentioned above. Each of these suspension types have there advantages and disadvantages

which ultimately influenced the group on the final design.

The solid rear axle has the advantage that the power can be easily transferred from the

engine to the rear tires evenly and efficiently through a clutch placed at the center of the rear

tires. The suspension advantage is that it allows for an easy set up with having much problem.

The disadvantage to this design is that with a solid rear axle reduces the allowed clearance

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between the debris and the bottom of the Mini-Baja because the axle rides lower than the actual

frame itself and at a complete horizontal.

Having an independent rear suspension compensates for the disadvantage of the solid rear

axle by raising the contact point of the trailing arms the ground clearance becomes

approximately similar to that of the bottom of the Mini-Baja. Having a leaf-spring suspension

although effective would add more weight to the overall design which is counter productive to

the goal of the design of a light and durable frame. The coil springs disadvantage is that remains

somewhat exposed to the debris unless it is placed behind the frame to protect it from the

oncoming debris.

Figure 12

The minimum desired suspension travel is 10 inches to allow for a wide range of travel

under many different circumstances. With the trailing arms angled outwards on the frame this

also allows for greater stability while reducing the rollover.

When designing the trailing arm suspension the resulting moment effects have to be

calculated to make sure that the dimensions of the cross-section in the trailing arms in order to

ensure that the supporting arms are not going to experience plastic deformation in a range of

foreseeable events that may occur. The coil spring and damper calculations are applied in order

to measure a static displacement when the Mini-Baja is not moving and to ensure a ride that is as

smooth as possible when driving on the rough terrain.

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Flotation One of the many tests in the Mini Baja competition is to traverse a large body of water, such as a

lake. The Mini Baja car must be designed to include a flotation device that will aid its

expedition. The competition requires that the largest driver be in the car at the time of the test

and that the vehicle may demonstrate a range of static roll stability of at least 30 degrees.

Figure 13

In order for the car to float, extensive research was done on buoyancy forces. The Archimedes

principle is considered when calculating the amount and allocation of the flotation device. It

states that any body partially or completely submerged in a fluid is buoyed up by a force equal to

the weight of the fluid displaced by the body. Density is used to relate the weight and the

displacement since it is defined as weight per volume. If the density of the object is less than the

density of water, then it will float on the surface on the water, and the object is considered to

have positive buoyancy. If the density of the object exceeds the density of water, it will sink,

and the object is considered to have negative buoyancy.

The buoyant force of an object is:

VgFbuoyant ρ=

where ρ is the density of the water, V is the volume of the object submerged, and g is gravity,

which is equal to 9.81 m/s2 on earth.

The design of the flotation will greatly depend on the weight of the car (including the weight of

the heaviest driver) and the material used. The flotation will be made of foam. The foam will be

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then coated will a material that is capable of maintaining the foam’s shape. Some examples of

flotation designs are shown below.

Figure 14

Figure 15 Another aspect of the flotation device that is important is the allocation of the material

throughout the car. The center of gravity is the point where all of the mass is considered

concentrated. It is important because the material needs to be placed in a way so that the car is

balanced at all ends. Like a boat, our car will lift slightly in the front because our motor is

located in the back.

Figure 16

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A front bumper, as shown in the image above, will be used to aid the car’s travel through the

water.

Transmission The transmission chosen to drive our vehicle is a continuously variable transmission

(CVT). This transmission operates by changing the ratio of the rotational speeds of the shafts

driving it, thus allowing a variance and an infinite number of possible gear ratios. The CVT

works within a finite operating range, but within that range there is an infinite number of gear

ratios, therefore allowing the vehicle to be driven at high speeds or at high torque, depending on

the application of the vehicle. This transmission choice allows the engine to run efficiently at

any speed within the given range.

As with any mechanical element, there are many advantages and many disadvantages to this

transmission, as compared to other transmissions, specifically hydraulic automatic transmissions.

The advantages are as follows:

• Variable vehicle speeds, allowing peak engine efficiency, resulting in improved fuel

economy and exhaust emissions;

• Prevent torque converter losses; and,

• A smooth, non-jerking operation.

The only major disadvantage of using a CVT is that it is limited in its torque handling

capability. The torque produced is restricted by the strength of the belt or chain used, and their

ability to withstand friction wear between the source of torque and the medium used in the

transmission box. This then limits the application of suck transmissions to low powered vehicles

and other light duty applications.

For our purposes, a CVT employs all the necessary elements to successfully operate our

vehicle. The transmission we will use on our Mini Baja vehicle has a custom built 9:1 gear ratio.

In combination with the CVT, at low speeds with a ratio of 3.34:1 will allow for increased torque

and thus faster car acceleration; and, at higher speeds with a ratio of 8:1 will allow for increased

30

speed therefore maximizing the top speed of the vehicle. This CVT will permit us to compete in

every part of the Mini Baja competition, and to contend at maximum effectiveness.

Build Phase Team Meetings and Progress December 13, 2006

Nick and Richard met with Stephanie Strange and Avy Weberman to discuss potential

sponsorship opportunities. The meeting was to reevaluate our proposal with Avy and to

determine what corporations could be used as sponsors for the 2007 Mini Baja competition.

December 28, 2006

During the team meeting, in the Student Machine shop, a workshop was conducted in

order to determine the skills of each member for the overall fabrication process. The skills tested

during this workshop involved taking accurate measurements, notching, and cutting.

Figure 17

31

In this workshop the members had to measure certain peaces at the given specifications in

order to accurately determine the skills of the members based on dimensional accuracy of the

desired final product. At the end of the workshop it was determined that Ricardo, Jorge and Avi

were determined as the ones in charge of the cutting and notching processes.

January 6, 2007

The team held another workshop to determine the members that would be in charge of

the welding process of fabrication. In order to conduct the workshop properly without damaging

the equipment an experienced welder, Francisco Rodriguez, to teach the members the

fundamentals of welding to the members and so he could accurately judge the welds by the given

members. At the end of the day, it was determined that Nick and Richard are going to be in

charge of welding.

Figure 18

January 10, 2007

The group met to distribute the tasks of the Mini Baja vehicle design. The tasks were

divided as follows:

• Elena and Ricardo – Flotation

• Avi – Rear Suspension

32

• Richard – Transmission and Motor Design

• Jorge – Frame Design and Front Suspension

• Nick – Brake System

January 12, 2007

Materials for the prototype were purchased:

• 100 feet of 1” outer diameter PVC

• Duct Tape

• PVC Glue

January 13, 2007

The team members in charge of the fabrication processes met in order to fabricate the

frame that was our first design from the previous semester which was modeled by Jorge. To

improve manufacturability modifications to the frame were required.

January 14, 2007

Richard, Ricardo and Avi came to the Student Machine Shop to redesign the previous

frame. It was found that a box bottom to the frame would be easier for fabrication and

proportionally provided for good base dimension in space conservation in the cockpit.

January 16, 2007

Nick and Avi met in the Student Machine Shop in order to determine if the modeled

frame was able to meet the desired regulations set forth by the Society of Automotive Engineers.

• Height: The roll cage must be six inches above the tallest driver’s head with the helmet

• Shoulder width: 3” of clearance from the driver’s shoulder to the vertical roll bar bracing

• Driver’s comfort

This concluded that additional modifications could be made to the frame to reduce the

overall length and improve the vehicle dynamics.

January 17, 2007

Richard, Ricardo and Avi went the Student Machine Shop to complete the prototype.

The overall height and length of the prototype was able to be reduced 5” vertical and 4” in

length.

33

Figure 19

January 18, 2007 Nick Gimbel: Internet – Brake Research

http://zjtongshun.en.alibaba.com/product/50228279/51224371/Motorcycle_Parts/ATV_Brake_A

ssembly.html

Possible brake design

Brake assembly parameters:

1) Max. operation pressure: 8MPa

2) Master cylinder diameter (hand brake): 12.7mm

3) Master cylinder diameter (foot brake): 19mm

4) Mounting position of caliper (F/L): left/right

5) Mounting position of caliper (R): right

6) Length of oil pipe (F/L): 1,850mm

7) Length of oil pipe (R): 600mm

8) Length of oil pipe (foot brake): 880mm

9) Length of oil pipe (foot brake R): 1,500mm

Brake disc parameters:

1) Rear disc:

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a) O.D.: 190mm

b) I.D: 91mm

2) Front disc:

a) O.D.: 190mm

b) I.D.: 58mm

January 19, 2007

Ricardo and Jorge completed the Solid Works drawings of the new, updated, redesigned

prototype.

January 22, 2007

Nick Gimbel: Sponsorship – seeking and visiting potential sponsors, sent an email with

the proposal attached to various potential sponsors in the South Florida area and visited with one

sponsor to discuss proposal, CH Perez & Associates.

February 2, 2007

Jorge, Ricardo and Avi traveled to Engineering Chassis in order to pick up the stock and

bent tubing for the rear roll hoop and to begin the fabrication of the frame.

Figure 20 February 3, 2007

Jorge, Ricardo, Nick and Avi completed the rear roll hoop (with exception to inner

welds), along with the welds joining the bottom support of the frame to the rear roll hoop.

35

Figure 21

February 8, 2007

Avi picked up tubing from Chassis Engineering. Tubes were bent to specified radii.

Supplies were left in the shop.

February 10, 2007

Jorge, Avi, Richard, Ricardo completed the bottom chassis with supports (not welded, cut

to size and notched). Cut the supports to the Rear Roll Hoop and cut the Side Impact Members.

Figure 22

36

February 11, 2007

Jorge, Avi, Richard, Ricardo, and Nick completed the bottom chassis including welded

bracing. Rear Roll Hoop bracing welded on. Side Impact member notched.


Avi met with Professor Zicarelli in order to obtain advice in the manufacturing of the

frame, to which he then purchased a cobalt-roughing-end-mill in order to complete the

fabrication process in a timely fashion.

Figure 24

37

February 16-17, 2007

Richard, Ricardo and Avi completed the bracing for side impact member along with the

horizontal bracing of the front bracket on the frame.

Figure 25


Ricardo ordered the components for the front suspension and drive-train.

38

February 20, 2007

Ricardo placed placed an order for the following components:

Helmet: FX-85 Blue Medium Goggles: Answer Racing Blue Front Rims: Douglas .125 Blue Label 10x5 Front Tires: Maxxis iRAZR 22x7-10 Rear Rims: Douglas .125 Blue Label 8x8 Rear Tires: Maxxis Sur Trak 22x11-8

February 23, 2007

Ricardo and Elena presented at the Engineering Gala for the middle and elementary

school students.

February 27, 2007

Richard brought the Briggs and Stratton 10 HP engine to the shop.

Figure 27

March 1, 2007

Ricardo brought the front dampers and springs to the shop. Avi cut out the blank from

the aluminum sheet metal that covers the gap between the side impact member and the bottom of

the frame.

39

Figure 28

Figure 29

40

March 2, 2007

Avi cut out the blank from the aluminum sheet metal for the rear roll hoop and bottom of

the frame.

Figure 30

Figure 31

March 3, 2007

The team modeled Briggs and Stratton 10 HP Engine in Solid Works.

March 5, 2007

Nick and Jorge began modeled the CV joints and steering components in Solid Works.

March 6, 2007

Jorge and Nick modeled the front dampers in Solid Works. Avi cut out tabs from 1/8”

chrome moly as tabs for the aluminum sides.

41

Figure 32

March 8, 2007

Elena was able to find sponsors for the remaining money necessary to complete the

project. Ricardo received the transmission and brought it to the student machine shop and along

with the rest of the team began modeling the rear roll hoop that will allow for foam positioning,

clearance with trailing arms and rigidity.

Figure 33

March 02 – 08 – 12, 2007

Most of the components that were purchased thought EMPI and Team Mot were received

and were allocated in the student machine shop and almost all of the remaining components that

were on order with the exception to the CV Driver side and the stub axles.

42

Figure 34

Figure 35

March 10, 2007

The team modeled many of the remaining components in solid works.

March 11, 2007

Richard brought the rear dampers and springs to the shop from last year’s car, the coil

over on the springs will be decompressed to avoid an over damped rear suspension.

March 12, 2007

Richard brought a set of rear suspension springs as spares and also to try different

configurations on the car to make sure that we can optimize the configurations and set ups of the

components in the car. Since most of the components are in house the assembly of the parts will

be taking place during the next two weeks to finalize the functional part of the car, the next steps

are to finalize the configuration and construction of the flotation device.

43

Figure 36

Figure 37

44

Components fully assembled as of March 13, 2007:

• Front suspension

o Front Shocks

o Front A – Arms

o Hubs, Spindles, Brake calipers, brake rotors

o Tires and rims

• Transmission

o CV joints

o CV shafts

o Trailing Arms

Components fully assembled as of March 25, 2007:

• Steering

o Rack and pinion

o Steering shaft and U-joints

o Connecting rods and misalignment spacers

o Steering wheel and quick release

o Steering support

o Rack and pinion support

• Brakes

o Brake pedal

o Front and rear brake lines

o Brake pedal support

• Sheet metal

o Front panels

o Side panels

o Firewall

o Bottom panel

• Rear suspension

o Rear trailing arms assembled and mounted

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o Brake pedal support

Components fully assembled as of April 11, 2007:

• Flotation

o Remaining components fabricated

o Supporting brackets

o Front flotation mounted

o Bottom and side flotation mounted

o Rear “dove tail” flotation mounted

o Trailing arms flotation mounted

• Drive train

o Morse cables (Transmission and engine)

o CVT belt mounted and aligned

o Engine mount welded and braced

o Transmission mounted and tranny mounts welded

46

Testing

Suspension:

Camber: The camber of the front suspension was tested by means of locking the steering

in one direction and then verifying that the suspension response was both adequate as well as

responsive. Then the car was verified on a static position and a driver fully strapped into the car

with all of the gear and all of the components of the car fully assembled, the purpose of this test

was to make sure that on a static position the front tires are perfectly perpendicular to the ground;

making the suspension pivot at a perfect plane providing the full range of motion on the

suspension. The car was then test driven in order to make sure that the tread wear was evenly

distributed on both front tires, the car was used on concrete so that

Suspension travel: The suspension travel will be determined by means of maximum

deflection of the control arms and appropriate spring adjustments to make sure that the spring

return is appropriate.

Damping: The damping of the front and rear shock absorbers needed to be

47

Drive train: Engine tuning (governor plate) Morse cables adjustments Collision verification Transmission – Engine alignment Top Speed

48

Steering:

Connecting rods: During the initial stages of the testing phase, this was one of the

components that required the most attention due to the fragility and high impact location in

which it was located. Initially the rods where made out of mild steel 1018 with an outside

diameter of 3/8” extending from the clevis to the female ball joint, during the first testing

sessions, the rods had bent and they were already jeopardizing the steering system by showing

signs of striped treats and potential cracking at the welded portions of the rods. The system was

strengthen by increasing the diameter of the shaft to 1” and using bigger female ball joints of ½”

– 20 providing more contact surface as well as better resistance to bending due to the oversized

shaft; as a result the steering became very responsive.

Ball joints: The original ball joints that were purchased for the car where for 5/16 bolts,

and for ¼” inside diameter for the misalignment spacers, since the shaft was oversized a

combination of bigger inside diameter for the misalignment spacers and treated bolt was

required, thus the ball joint used is a grade 8 ½” – 20 threat pattern with an inside diameter of

3/8” for the misalignment spacers and the spindle connector. Adding extra support, rigidity to the

system and making the steering very solid.

Steering responsiveness: Using bigger components provided better rigidity on the

system, but it also allowed for weaker components to be exposed to the full range of forces that

the steering was being damaged by, as a result the supporting brackets that were holding the rack

and pinion were sheared off from the tubing, in order to compensate for the damaged bracing a

double layer bracing was applied in a manner that it will have compressive forces holding it in

place at all times; as a result stronger support aiding to the steering responsiveness.

49

Structural Integrity:

Cracks – Fractures: After several rounds of testing for different types of failure modes,

the car was disassembled completely for inspection of weld penetration and weld integrity;

mainly at those locations that will be supporting the wheels, shocks, and engine compartment.

The car was tested under extreme conditions, top speeds in order to create as much vibration as

possible on drive train components to analyze their behavior, ramping off hills and roll over. It

was found that the car had several portions which required additional supporting due to the

design of the rear roll hoop and the engine supports design, it was discovered that during testing

that portion of the frame had cracks created by the bending moment of the car when landing due

to high impact drops when ramped off hills. It was also discovered that the engine support plate

was undertaking excessive unsupported vibrations and it was causing the welds to crack, it was

then addressed by supporting the bottom portion with angle plates. All other cracks were

addressed by adding supports on the bottom section so that the force will be dissipated amongst

many components that are redundantly supported rather than single points of contact.

Roll over testing: This test was inadvertently performed but was of great help in order to

confirm the limitations and strength of the components of the car and the integrity of the frame.

This test was performed by rolling the car 180o while doing high speeds, this allowed for the

frame to stop the car at impact while using only a single point of contact and being able to

withstand high levels of forces and bending moments, no damage was noted on the car, the frame

withstood the impact without bending, cracking or compromising the safety of the driver;

ultimately conforming to the design intent of the car. The frame has proven to be extremely

strong for collisions while doing top speeds, it has also proven that the safety features that the

frame was built upon had rewarded the safety of the design and last but not least it is a durable

long lasting frame that will provide enough support to undertake the rough terrain and conditions

of the competition.

Additional supporting: During inspection of the frame integrity it was discovered that

the rear roll hoop supporting all of the drive train components required additional supporting in

order to absorb the bending moment that was being created by the twisting motion that was

50

caused by high impact landing on less that all four wheels touching the ground at once. This was

achieved by adding bracing that will aid dissipate the impact force to those components that were

connected to the major components of the frame, namely the fire wall of the car which its design

makes it very rigid and structural compact. Additional bracing was added to the front suspension

extension bars in which they are single supported by the bottom piece of the frame, two

additional bars were connected in order to absorb some of the force magnitude caused by

jumping and hard landings; also for head on collisions that the car may encounter.

Braking:

Full lock up of wheels: Adjusting of brake pedal to provide proper ratio of braking

force; 60% front, 40% rear, talk about the difference of having used a 2 piston caliper vs a

regular ATV single piston caliper. Problems encountered at time of competition and other teams

configurations.

Brake adjustments: Purging of lines, pressure tests, full lock up force required on the

pedal, also the fact that we used a custom made rotor, the surfaces burned the original pads due

to the nature of the rough surface until it was removed….etc

51

Flotation:

Preliminary testing: Talk about the testing performed with the tires and a sample of the

foam to be used on the car and compared to calculated results.

Final testing: Final results of the flotation on a lake and race.

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Appendix A: Sponsorship Proposal Dear Sir or Madam:

It is my great pleasure to present to you the Florida International University 2006-2007

Mini Baja Competition Team.

This year GPR will be traveling to Ocala, Florida to compete at the Society of

Automotive Engineers (SAE) East competition against other colleges and universities across

North America. The objective of the Mini Baja competition is to provide college and university

students with a challenging project that involves the planning and manufacturing tasks found

when introducing a new product to the consumer industrial market. Students must function as a

team to not only design, build, test, promote, and race a vehicle within the limits of the rules, but

also to generate financial support for their project and manage their educational priorities.

In order for us to build the Mini Baja we need your financial support. GPR plans to raise

$12,500 to build and compete at this year’s SAE East competition. We have chosen your

organization to sponsor us because you are well respected in the community as well as in our

school. We want you to have the opportunity to associate yourselves with FIU Mini Baja Team.

Becoming a sponsor will give your organization:

• Recognition in the support of higher education learning

• Media coverage in local televised news and newspapers

• National coverage through SAE

• Tax deductible donations

• Logo of the company displayed on the race car

We would appreciate if you could take the time to read our sponsorship proposal, and

seriously consider supporting the FIU Mini Baja Team. We invite you to ask us questions and

look us up on our website http://www.myspace.com/minibajafiu, for updates on the build,

sponsors and plans.

Kindest Regards,

GPR

Golden Panther Racing

53

Introduction

The Program Founded in 1905, the Society of Automotive Engineers (SAE) initiated a

dedication to enhancing the development of self-propelled machinery. Focusing on advancing

mobility in land, sea, air, and space, SAE takes an active role in the development of international

standards and in the making of cutting edge technology. Part of this commitment to the future of

the industry includes a large responsibility to ensure the next generation of engineers. Therefore,

SAE organizes student chapters at international universities and hosts the largest annual

collegiate engineering competitions in the world.

The Challenge

Mini Baja Series Competition

The SAE Mini Baja competition includes over 120 teams from various universities who

design, build, and compete in Mini-Baja style off-road vehicles that must survive rough terrain

and water. This competition focuses on the chassis and suspension design of the car, restricting

the motor to a standard ten horsepower Briggs and Stratton. Students are challenged to design a

rugged and reliable off-road capable car, while still keeping cost and maintenance affordable for

the theoretical consumer. Competition is focused on the design and innovation of cost effective

parts, as well as dynamic events that test the real world function of these vehicles. The cars must

follow strict safety and cost regulations, making the design of these cars challenging for student

engineers. These restrictions also make the events very competitive.

54

Student Benefits

The main goal of the Mini Baja competition is to provide engineering students an

opportunity to go beyond the textbook with real life design projects. From this competition,

students gain valuable experience in managing, machining, designing, and fabricating an actual

product. Students develop, engineer, and manufacture nearly every part of the vehicle. This

helps the students to learn how every decision affects the manufacturing and design process. The

project requires a significant amount of team work and cooperation in developing the Mini Baja

vehicle. Students are responsible for managing funds and running the team, which provides

them with valuable experience in business administration and management. The end result is the

opportunity to work on a dedicated team of future engineers and the sense of accomplishment

from completing this challenge.

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Budget: Mini Baja Competition Estimated Budget

Car Design & System Frame Material $500.00 Driver Seat $250.00 Tires $700.00 Engine Donated Transmission $1,000.00 Suspension $1,000.00 Brake System Kit $800.00 CVT $600.00 Transponder $300.00 Processing Materials $500.00 Controls $500.00 Total $6,150.00 Accessories Radio Kit $70.00 Goggles $50.00 Gloves $40.00 Helmet $200.00 Frame Wrapping Material $200.00 Fire Extinguisher $50.00 Flotation Device $50.00 Total $660.00 Trip Expenditures & Other Fees (6 Members) Registration Fee $500.00 Car Rental $100.00 Hotel $500.00 Per Diem $900.00 Total $2,000.00 Flotation $1,000.00 Subtotal $9,810.00 25% Contingency $2,452.50 Grand Total $12,262.50 Sponsorship Request Amount: $12,500.00

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Actual detail of cost:

Description Category Total in Dollars QtyHome depot miscellaneous tooling $67.10 1 Harbor Freigh tools tooling $41.66 1 Sears toolbox $25.00 1 Big lots paint $11.39 1 Home depot miscellaneous sheet metal $72.00 1 MotoSport wheels $29.99 2 MotoSport tires $65.99 2 MotoSport wheels $36.99 2 Motorcycle-Superstore tires $81.99 2 Motorcycle-Superstore goggles $14.99 1 Motorcycle-Superstore helmet $44.99 1 Moto Performance Products Inc Stub axle $79.95 2 Moto Performance Products Inc shipping $15.00 1 Ebay Front A-Arms $49.99 1 Ebay shipping $30.00 1 Ebay Front Hubs $96.49 1 SAE Registration $500.00 1 Ebay shipping $14.00 1 Ebay Front Shocks $232.50 1 Miscellaneous Trip Expenditures $1,000.00 1 Ebay shipping $20.00 1 Welding equipment welding equip $70.00 1 Drill bid and arbor notching equip $110.00 1 Moto-performance product inc drive train $2,830.66 1 Moto-performance product inc wire transfer $25.00 1

Transmission Detail 1 15 5/8 in AXLES,28 SPLINED,PR Detail 1 930 Boot Kit, CV JOINT KIT, NEW (VW-201) Detail 4 DRIVE FLANGE,002 TO 930,PR Detail 1 CHROME HD 36MM AXLE NUT,EA Detail 2 AXLE SPACER SET (6), IRS Detail z IRS OUTER AXLE REAR WHEEL BEARING, EACH Detail 2 IRS INNER AXLE REAR WHEEL BEARING, EACH Detail 2 CENTER HUB,RR BRK DRUM Detail 2 HD 4 WHL BRK SGL LOW SQR RES Detail 1 EMPI BILLET THROTTLE PEDAL ASSMY Detail 1 MORSE CABLE, 8 FOOT Detail 1 3/16" Ball End Detail 2 Hook Clamps Detail 2 QUICK RELEASE 4 POINT BELT W/ TWIN HARNESS EA Detail 1 BRAIDED HOSE, EACH Detail 2 Steering Quick Disconnect Detail 1 U-Joint Detail 2

57

14" Rack & Pinion Detail 1 Splined Stub Adapter Detail 3 STEERING SHAFT BEARING 7/8 in Detail 2 500 Series Drive Clutch 1" Bore Detail 1 500 Series Driven Clutch 1" Bore Detail 1 Rear Wheel Bearing Housing Detail 2 Rear Wheel Bearing Caps Detail 2 Wheel Studs 14-1.5 to 1/2-10 Detail 4 BOLT 3/8-24X2.38 in 12PT(6) Detail 4 REAR AXLE SEAL KIT Detail 4 TIE ROD KIT FOR 3147 Detail 1 FOAM S/WHL,11 3/4 in,3 3/4DISH Detail 1 EMPI 930 CV JOINT, EACH Detail 4 Trailing Arms Detail 2 Shipping/ Tracking#: Detail N/A

Chassis engineering Chassis $304.74 1 Chassis engineering Chassis $126.12 1 Summit Racing tooling $259.90 1 Chassis Shop Frame Tabs $103.00 1 Chassis Shop shipping $61.30 1 Ebay Front A-Arms $100.00 1 Ebay shipping $20.00 1 Ebay Brakes front $5.00 1 Ebay shipping $12.00 1

Sponsors up to date Boston Scientific, associate dean's office, Mechanical Engineering Department, FIU Foundation and

SGA is Pending Final Approval Total grants to date $5,500.00 Grand total of spent money $6,557.74 Total money reimbursed $5,500.00 Future expenses $1,057.74

58

Florida International University

Donations Please provide the requested information and forward your tax deductible donation to the FIU at the

following address:

Mail to:

FIU Mini Baja

10555 W Flagler Street

Florida International University

Miami, FL 33174

Make checks payable to: “Mini Baja Team” (FIU Mini Baja team on the memo line)

Contact Name: ________________________________________________________________________

Contact Phone Number: ________________________________________________________________

E-mail Address: _______________________________________________________________________

Sponsorship Donation: __________________________________________________________________

Sponsor name as it should appear on advertisement: __________________________________________

_____________________________________________________________________________________

Brief company or individual profile: _______________________________________________________

____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

Please also include a copy of your company logo if you wish it to be shown. Digital formats are preferred

and can be e-mailed to [email protected].

(Please keep a copy for your records.)

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