The vehicles we build are designed around a fairly strict set of rules to protect the driver. but here is a quick layout of the cars.
-Single seat, 1.25 4130 chromoly frame, TIG welded
-SAE rules require all teams to use 10hp Briggs and Stratton engines, a little under-powered but thats what we have to work with.
-Most are rear engine with CVT clutches going to either a CNC spur gearbox, Chaincase, or CNC planetary gearbox, all of which we design.
-The most common front suspension is a double aarm. Last year we tried a cross over long travel aram design. 21" of travel with 25" tires. Most front suspensions use cutsom spindles and 16" of travel at the wheel.
-Rear suspension is commonly double aarm with 12-15" of travel at the wheel with CNC half-shafts and bearing carriers. Right now we are running a three link solid axle setup with an modified axle out of a Polaris Ranger.
-Top speed of 35-45 mph with a two speed tranny.
-We routinely jump them 12-15 feet in the air and beat them fairly well.
In the sway bar design, we have found that a double aarm suspension reacts well to a sway bar setup. Our coilovers are set up fairly soft for most of their travel, this leads to quite a bit of body roll in some cars. with our 4 link solid axle car, the inside front wheel lifts off the ground during cornering. This comes from our front and rear roll centers not being in the same plane. the sway bar conteracts this in quick, fast turns, allowing us to keep both front wheels on the ground and keep the traction necessary to make the turn. As the inside springs go to full droop, the torsion bar transfers some of that force to the outside aarm, effectively stiffening that side. Without it, the body roll takes a lot of momentum out of the turn, causing us to understeer a little bit.
This program is sponsored by SAE and about 160 Universities accross the world compete. Feel freet o check out our site at
www.baja.mtu.edu
Thanks for clarifying that, It is late here and I missed it.