Design and fine-tuning the Steering and suspension system of SAE

Student Race Car

Project Team

Sl. No. Reg. No. Student Name

1. 22ETAE013302 Harshit Gadyal

2. 22ETAE013002 Aashish Upreti

3. 22ETAE013003 Abhishek Krishna pk

4. 22ETAEO13001 Aadarsh Babu

Supervisors:

January – 2026

[Link] in Automotive Engineering

FACULTY OF ENGINEERING AND TECHNOLOGY
M. S. RAMAIAH UNIVERSITY OF APPLIED SCIENCES
Bengaluru -560 058
 FACULTY OF ENGINEERING AND TECHNOLOGY

Certificate
This is to certify that the Project titled “Design and fine-tuning the Steering
and suspension system of SAE Student Race Car” is a Bonafide work carried
out in the Department of Engineering by (Reg. No. 22ETAE013002 AASHISH
UPRETI), (Reg. No. 22ETAE013001 AADARSH BABU), (Reg. No.
22ETAE013003 ABHISHEK KRISHNA PK), (Reg. No. 22ETAE013303 HARSHIT
GADYAL),

in partial fulfilment of requirements for the award of B. Tech. Degree in

Engineering of M.S. Ramaiah University of Applied Sciences.
January – 2026

Supervisor

Dr. Jayahar S Dr. Sarat Kumar Maharana

Head – Dept. of automotive
And aerospace
Dean-FET

External Viva
Name of the Examiners Signature with Date
1. Mr. Kiran V.R
2. [Link] S
 [Link] University of Applied Sciences – Faculty of Engineering and Technology (FET)

Declaration

Design and fine-tuning the Steering and suspension system of SAE Student
Race Car

The project work is submitted in partial fulfilment of academic requirements for the award
of B. Tech. Degree in the Department of AEROSPACE AND AUTOMOTIVE Engineering of the
Faculty of Engineering and Technology of M. S. Ramaiah University of Applied Sciences. The
project report submitted herewith is a result of our own work and in conformance to the
guidelines on plagiarism as laid out in the University Student Handbook. All sections of the
text and results which have been obtained from other sources are fully referenced. We
understand that cheating and plagiarism constitute a breach of university regulations, hence
this project report has been passed through plagiarism check and the report has been
submitted to the supervisor.

Sl. No. Reg. No. Student Name Signature

1. 22ETAE013001 ADARSH BABU
2. 22ETAE013002 AASHISH UPRETI
3. 22ETAE013003 ABHISHEK
KRISHNA PK
4. 22ETAE013302 HARSHIT GADYAL

Date : 6th February

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 [Link] University of Applied Sciences – Faculty of Engineering and Technology (FET)

Acknowledgements

We take this opportunity to express our sincere gratitude and appreciation to Ramaiah
University of Applied Sciences, Bengaluru for providing us an opportunity to carry out our
group project work.
It brings a sense of privilege to associate this work with our supervisor Mr. V R Kiran
Supervisor Mr. Umesh Working under her guidance has been a valuable learning experience.
We are immensely grateful for her constant supervision, constructive feedback, timely
support, and encouragement throughout the completion of this work.
We are grateful to the University and extend our sincere thanks t, for providing us with the
necessary academic support, guidance, and resources during this project.
We would like to wholeheartedly thank Dr. Sarat Kumar Maharana, Dean, Faculty of
Engineering and Technology (FET), for facilitating academic excellence in the college that
helped in completing this project.
We would also like to extend our sincere thanks to Prof. Kuldeep Kumar Raina, the Vice-
Chancellor, for providing an excellent academic environment.
We are thankful to the management of Ramaiah University of Applied Sciences for all the
facilities and resources necessary for the successful completion of this project.
Finally, we thank our parents, friends, and all well-wishers who have supported us in this
endeavor.
The values of dedication, discipline, work ethics, and patience that we have imbibed here
will always remain the guiding force throughout our lives.

5
 [Link] University of Applied Sciences – Faculty of Engineering and Technology (FET)

Abstract
Steering and suspension systems are among the most important subsystems of a student race car, as they
directly influence handling, stability, and overall driving performance. In competitions such as SAE SUPRA and
Formula SAE, vehicles are exposed to high lateral and longitudinal loads during aggressive braking,
acceleration, and cornering. Under such conditions, the steering system must provide quick and precise
response, while the suspension must consistently maintain tire contact with the road. Conventional
passenger vehicle components are not suitable for these requirements due to their higher weight, limited
adjustability, and slower dynamic response.
This project focuses on the design, analysis, and fine-tuning of a custom rack-and-pinion steering system along
with a push-rod actuated independent suspension system for an SAE SUPRA student race car. The work began
with a detailed assessment of the existing vehicle setup, followed by analytical calculations to determine key
parameters such as steering ratio, rack travel, spring stiffness, damping coefficients, motion ratio, and load
transfer. Ackermann steering geometry and independent suspension principles were incorporated to reduce
tire scrub and improve cornering efficiency.
Three-dimensional CAD models of the steering and suspension components were developed and validated
using static structural analysis in ANSYS Workbench. The analysis confirmed that critical components—
including control arms, push rods, rocker arms, and spring–damper assemblies—operate safely within elastic
limits under static loading. A balanced procurement approach, combining custom-fabricated parts with
commercially available components, was adopted to achieve an effective compromise between performance,
manufacturability, and cost.
The results show noticeable improvements in steering responsiveness, reduced unsprung mass, and greater
suspension adjustability, resulting in improved vehicle stability and increased driver confidence. Overall, this
project delivers a reliable, competition-compliant steering and suspension system and presents a systematic
design approach that can be used for future student motorsport vehicle development.

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 [Link] University of Applied Sciences – Faculty of Engineering and Technology (FET)

Table of Contents

Certificate ........................................................................................................................ (ii)

Declaration ...................................................................................................................... (iii)
Acknowledgements ......................................................................................................... (iv)
Abstract ........................................................................................................................... (v)
Table of Contents ...........................................................................................................(vi)
List of Tables .................................................................................................................. (x)
List of Figures .................................................................................................................(xi)
Nomenclature ............................................................................................................... (xii)
Abbreviations and Acronyms ....................................................................................... (xiii)

Chapter 1: Introduction .............................................. 01

1.1 Preamble to the Chapter .............................................. 02
1.2 Background of the Study ............................................ 03
1.3 Motivation for the Study ............................................. 05
1.4 Problem Statement ...................................................... 06
1.5 Scope of the Study ....................................................... 07
1.6 Organization of the Dissertation ................................. 08
Chapter 2: Literature Review and Problem Formulation .... 10
2.1 Background Theory ...................................................... 11
2.2 Critical Review of Literature ........................................ 14
2.3 Summary of Key Research Works ............................... 18
2.4 Problem Formulation .................................................... 20
Chapter 3: Problem Statement .................................... 23
3.1 Preamble to the Chapter .............................................. 24
3.2 Title .................................................................................. 25
3.3 Aim ................................................................................... 25
3.4 Objectives ........................................................................ 26
3.5 Scope of the Present Investigation .............................. 27
3.6 Methods and Methodology .......................................... 29
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Chapter 4: Problem Solving .......................................... 32

4.1 Preamble to the Chapter .............................................. 33
4.2 Data Collection and Dataset Preparation .................. 34
4.3 Steering System Calculations ...................................... 36
4.4 Suspension System Calculations ................................ 40
4.5 Outcome of Mathematical Problem Solving .............. 44
Chapter 5: Modeling and Analysis Using ANSYS .......... 48
5.1 Preamble to the Chapter .............................................. 49
5.2 CAD Modeling of Steering System .............................. 50
5.3 CAD Modeling of Suspension System ....................... 53
5.4 Finite Element Analysis Methodology ....................... 55
5.5 Results and Discussions .............................................. 58
Chapter 6: Fabrication, Procurement and Finishing .... 62
6.1 Preamble to the Chapter .............................................. 63
6.2 Material Selection and Procurement Strategy .......... 64
6.3 Fabrication of Steering System .................................. 66
6.4 Fabrication of Push-Rod Suspension System ............ 68
6.5 Body Panel Fabrication and Painting ....................... 70
6.6 Quality Inspection and Safety Checks ....................... 72
6.7 Bill of Materials (BOM) ............................................... 73
Chapter 7: Conclusions and Future Directions .......... 75

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List of Tables

Table 2.1 Performance Perspective Comparison: Normal vs Push-Rod Suspension ........ 16

Table 2.2 Summary of Key Research Works ............................................................. 19

Table 3.1 Methods and Methodology ............................................................................. 29

Table 4.1 Obtained Values for Rack and Pinion ............................................................ 45

Table 4.2 Obtained Values for Suspension System ....................................................... 46

Table 6.1 Bill of Materials (BOM) .................................................................................... 73

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List of Figures

Fig. 1.1 Existing SAE SUPRA Car Condition .......................................................... 02

Fig. 1.2 Ackermann Steering Geometry ................................................................. 04
Fig. 1.3 SAE SUPRA Car – Motivation Reference .................................................. 05
Fig. 1.4 Rack and Pinion Steering System ............................................................ 06

Fig. 3.1 Current Suspension System ................................................................. 24

Fig. 3.2 Current Rack and Pinion System .......................................................... 25

Fig. 5.1 CAD Model of Rack and Pinion .............................................................. 50

Fig. 5.2 CAD Assembly of Rack and Pinion with Casing ..................................... 51
Fig. 5.3 CAD Model with Dimensions ................................................................. 52
Fig. 5.4 CAD Model of Push-Rod Suspension System ......................................... 53
Fig. 5.5 CAD Model of Upper Control Arm .......................................................... 54
Fig. 5.6 CAD Model of Push Rod ........................................................................ 55
Fig. 5.7 CAD Model of Rocker Bell Crank .......................................................... 56

Fig. 5.8 Static Structural Analysis of Control Arm Assembly (Lower Arms) ........ 58
Fig. 5.9 Static Structural Analysis of Push Rod ................................................. 59
Fig. 5.10 Static Structural Analysis of Rocker Arm (Bell Crank) ....................... 60
Fig. 5.11 Static Structural Analysis of Spring–Damper Assembly ..................... 61

Fig. 6.1 Rack and Pinion Steering Assembly ...................................................... 65

Fig. 6.2 Rack and Pinion Casing ........................................................................ 66
Fig. 6.3 Customized Suspension Components ................................................... 68
Fig. 6.4 Fibre Body Panels Before Painting ....................................................... 70
Fig. 6.5 Fibre Body Panels After Painting .......................................................... 71

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Nomenclature

Steering System (Rack and Pinion)

Symbol Description
δᵢ Inner wheel steering angle (deg)
δₒ Outer wheel steering angle (deg)
L Wheelbase of the vehicle (mm)
T Track width of the vehicle (mm)
R Turning radius (mm)
θ Steering wheel rotation angle (deg)
S Rack travel (mm)
rₚ Pitch radius of pinion (mm)
m Module of gear (mm)
Zₚ Number of teeth on pinion
Zᵣ Number of teeth on rack
Fᵣ Force acting on rack (N)
Tₛ Steering torque at steering wheel (N·m)
η Steering efficiency
iₛ Steering ratio
α Pressure angle (deg)
b Distance between kingpin centers (mm)

Suspension System
Symbol Description
kₛ Spring stiffness (N/mm)
k_w Wheel rate (N/mm)
mₛ Sprung mass (kg)
mᵤ Unsprang mass (kg)
x Suspension displacement (mm)
c Damping coefficient (N·s/mm)
ζ Damping ratio
fₙ Natural frequency (Hz)
MR Motion ratio
Fₛ Spring force (N)
F_d Damping force (N)
Δx Spring deflection (mm)
h Height of center of gravity (mm)

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Symbol Description
aₓ Longitudinal acceleration (m/s²)
aᵧ Lateral acceleration (m/s²)
φ Roll angle (deg)
Kᵣ Roll stiffness (N·m/deg)

General Vehicle Dynamics (optional but good for viva)

Symbol Description
W Vehicle weight (N)
g Acceleration due to gravity (9.81 m/s²)
μ Coefficient of friction
ΔW Load transfer (N)
CG Center of Gravity

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Abbreviation and Acronyms

Abbreviation Full Form

SAE Society of Automotive Engineers
SUPRA Society of Automotive Engineers Undergraduate Project
FS Formula Student
R&P Rack and Pinion
CG Centre of Gravity
IC Instant Centre
DOF Degree of Freedom
OEM Original Equipment Manufacturer
MR Motion Ratio
KPI King Pin Inclination
SAI Steering Axis Inclination
Ackermann Ackermann Steering Geometry
ARB Anti-Roll Bar
CoG Centre of Gravity
CAD Computer Aided Design
CAE Computer Aided Engineering
FEA Finite Element Analysis
CV Constant Velocity
UBJ Upper Ball Joint
LBJ Lower Ball Joint
LCA Lower Control Arm
UCA Upper Control Arm
PR Push Rod
RR Rocker Ratio
DWB Double Wishbone
Hz Hertz
N·m Newton meter
mm Millimeter

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[Link]
Preamble to the Chapter

This chapter details the engineering principles, design frameworks, and analytical models utilized to
develop the steering and suspension systems for a Formula SAE / student-level racing vehicle. These
subsystems represent the most vital components of vehicle dynamics; they dictate the car's handling
precision, agility, and stability, while serving as the primary source of tactile feedback for the driver during
high-performance maneuvers.

Because standard passenger vehicle steering and suspension systems are hindered by high steering ratios,
slow response times, and bulky packaging, they are largely unsuitable for a competitive racing environment.
Consequently, achieving the performance benchmarks required for events like Formula SAE, SAE Supra, or
Baja SAE necessitates the development of a custom rack-and-pinion assembly, specialized Ackermann
steering geometry, and a lightweight, highly adjustable independent suspension.

This section synthesizes established automotive literature and empirical design data to justify the
optimization of the rack-and-pinion mechanism. The analysis covers the determination of steering ratios,
rack travel limits, and pinion tooth geometry, all while balancing the physical effort required by the driver.
Furthermore, the principles of Ackermann geometry are explored to define the relationship between inner
and outer wheel angles, a critical factor in minimizing tire scrub and maximizing efficiency through both
tight hairpins and high-speed bends.

In addition to steering, this chapter examines the design philosophy behind independent suspension,
focusing specifically on the double-wishbone and pushrod-actuated configurations prevalent in Formula
Student engineering. We evaluate critical parameters—including mass distribution, wheel rates, spring and
damping stiffness, and motion ratios—to manage load transfer effectively. This analytical approach ensures
the vehicle maintains optimal ride frequency and traction during the extreme longitudinal and lateral loads
experienced under braking and cornering.

Ultimately, the calculations and design assumptions established here provide the technical framework for
the subsequent CAD modeling, FEA simulation, and physical validation phases. By integrating kinematic
geometry with mechanical design principles, this chapter provides a systematic roadmap for producing a
robust, competition-compliant chassis system.

Design and fine-tuning the Steering and suspension system of SAE Student Race Car
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1.1 Introduction

Fig 1.1 : Existing supra car condition

The competitive edge of a racing vehicle is primarily defined by the synergy between its steering and
suspension architectures. These systems serve as the critical interface for vehicle control, directly dictating
lateral stability, transient response, and the tactile feedback necessary for a driver to push the car to its
physical limits. In the high-stakes environment of Formula SAE, SAE Supra, and Baja SAE, vehicles must
withstand extreme load cases—ranging from high-G cornering to aggressive longitudinal weight transfers—
rendering standard passenger vehicle components insufficient due to their inherent weight, fixed
geometries, and sluggish response.

To surpass these limitations, student-led designs prioritize a bespoke rack-and-pinion steering assembly
integrated with a high-performance independent suspension—typically a double-wishbone or pushrod-
driven layout. The rack-and-pinion configuration is the industry standard for lightweight competition due
to its mechanical simplicity and the "direct-feel" it provides the driver. However, the efficacy of this system
is not accidental; it requires rigorous optimization of the steering ratio, rack stroke, and pinion tooth profile
to balance rapid turn-in with manageable steering effort.

Beyond the mechanical assembly, the kinematics of the system are governed by Ackermann steering
geometry. By precisely calculating the divergence in angle between the inner and outer wheels, we can
ensure both tires follow concentric arcs during a turn. This minimizes parasitic tire scrub and thermal
degradation, significantly improving cornering efficiency across the wide range of speeds encountered on
a technical autocross circuit. Modern design trends in the Formula Student circuit even allow for variable
Ackermann percentages to better accommodate specific track layouts.

The suspension system complements this by managing the contact patch and regulating load distribution.
An independent setup is essential for isolating road disturbances and maintaining tire-to-ground
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consistency. Engineering a race-ready suspension involves a multi-variable optimization of spring rates,

damping curves, and motion ratios. These parameters are tuned to achieve a target ride frequency and roll
stiffness that keeps the chassis stable without sacrificing mechanical grip.

This project utilizes a data-driven approach to design these subsystems, relying on analytical models and
validated literature. By performing detailed calculations for component sizing, spring stiffness, and damping
ratios, we establish a robust technical foundation. This methodology ensures that the resulting CAD models
and simulations are grounded in physical reality, leading to a lightweight, competition-compliant chassis
that maximizes overall race performance.

1.2 Background of the Study

The progression of racing chassis design is defined by a relentless focus on optimizing vehicle dynamics,
primarily through the evolution of steering and suspension architectures. In student-level motorsport—
specifically Formula SAE, SAE Supra, and Baja SAE—a vehicle’s success is judged by its ability to balance raw
speed with predictable handling, lateral stability, and mechanical endurance. Meeting these high-
performance benchmarks necessitates a departure from off-the-shelf components in favor of bespoke
systems designed around the specific kinematic requirements of a lightweight race car.

Standard automotive steering systems are generally unsuitable for this application, as they utilize high
steering ratios and conservative geometries designed for driver comfort and low-speed parking ease. In a
competition setting, such designs introduce unacceptable levels of latency and a lack of precise feedback.
To mitigate this, student-designed vehicles almost universally implement a custom rack-and-pinion
assembly. This choice is driven by the need for a high-fidelity mechanical link, minimal unsprung mass, and
a compact footprint that can be integrated into a tight space-frame or monocoque chassis.

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Fig 1.2: Ackerman steering Geometry

The effectiveness of the steering system is further dictated by its geometry, most notably the Ackermann
principle. Misaligned wheel angles during a turn result in parasitic tire scrub, which increases thermal
degradation and diminishes lateral traction. By configuring the steering arms to ensure all four wheels
rotate around a singular instantaneous center, designers can maximize cornering efficiency. Current
engineering trends in student motorsport have shifted toward variable Ackermann layouts, which allow
the vehicle to adapt its slip angle characteristics to suit both high-speed aerodynamic corners and low-
speed technical hairpins.

Complementing the steering is the suspension architecture, which must maintain a consistent tire contact
patch under extreme load variations. The adoption of independent suspension—specifically double-
wishbone and pushrod-actuated configurations—provides engineers with granular control over the roll
center, camber gain, and wheel path. This versatility allows for the precise calibration of spring rates,
damping curves, and motion ratios. By fine-tuning these variables, the design team can effectively manage
dynamic load transfer and ride frequencies to ensure stability during aggressive braking and transient
maneuvers.

The foundation of this development process is rooted in analytical modeling and data-driven design. Before
any physical fabrication begins, we must evaluate mass distribution, wheel rates, and damping ratios to
simulate and predict vehicle behavior. This project leverages established automotive literature and
successful Formula SAE design precedents to create a system that is not only high-performing but also
reliable and rule-compliant. The following sections detail the specific calculations and validation methods
that translate these theoretical principles into a competition-ready vehicle.

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1.3 Motivation for the Study

Fig1.3 SAE Supra car

The driving force behind this research is the critical need for steering and suspension architectures that
prioritize agility, weight reduction, and precision in the student motorsport arena. In high-stakes
competitions like Formula SAE and SAE Supra, even the smallest refinements in vehicle dynamics can lead
to decisive advantages in events such as the skid pad or endurance races. Consequently, refining these
systems is not merely an exercise in design, but a necessity for achieving predictable handling and
competitive lap times.

A common hurdle for many student teams is managing the trade-offs between steering effort, tactile
feedback, and mechanical adjustability. These difficulties frequently arise from non-optimized geometries
or a lack of rigorous analytical grounding during the initial design phase. Without a precise approach, the
resulting vehicle often suffers from excessive tire degradation and driver exhaustion, which directly
undermines performance consistency.

Furthermore, this study is motivated by the desire to translate abstract vehicle dynamics theory into a
tangible, high-performance assembly. While academic literature offers a wealth of information on
kinematics and rack-and-pinion mechanics, integrating these concepts into the cramped confines of a
student race car chassis remains a significant engineering challenge. Beyond the technical output, this
project serves as a vital educational bridge—honing the problem-solving and system-integration skills
required for a professional career in the automotive industry.

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1.4 Problem Statement

Vehicles engineered for Formula SAE and SAE Supra operate at the edge of their physical limits, requiring
steering and suspension systems that can withstand extreme lateral and longitudinal loads. Despite this,
many student-designed entries are hindered by "slow" steering ratios, improper Ackermann settings, and
suspension layouts that lack the necessary adjustability. These deficiencies often manifest as unpredictable
vehicle behavior and a lack of driver confidence, which ultimately limits the car's potential on the track.

Fig 1.4 Rack and Pinion Steering System

A recurring issue in this field is the reliance on components adapted from passenger cars or designs created
without thorough analytical validation. Such systems are typically overweight and lack the responsiveness
required for racing. For instance, poor kinematic geometry can cause significant tire scrub during tight
cornering, while improperly calculated damping or spring rates lead to traction loss during aggressive
weight transfers.

Currently, many teams rely on trial-and-error methodologies, which are both time-intensive and cost-
inefficient. This lack of a systematic design framework prevents the development of repeatable, reliable,
and high-performing subsystems. Therefore, this study addresses the need for a documented, analytically
validated approach to designing a custom rack-and-pinion and independent suspension system. The goal is
to move away from guesswork and toward a lightweight, responsive, and rule-compliant solution that
maximizes the vehicle's dynamic capabilities.
Design and fine-tuning the Steering and suspension system of SAE Student Race Car
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[Link] Review and Problem Formulation

Preamble to the Chapter

This chapter provides an in-depth exploration of the mechanical principles and contemporary research
defining steering and suspension systems in the context of student-led motorsport. The primary focus is
directed toward the kinematic behavior of rack-and-pinion assemblies, the application of Ackermann
steering geometry, and the optimization of independent suspension layouts specifically for Formula SAE-
style chassis.

The objective of this review is to construct a rigorous theoretical baseline for the design methodology
implemented in this study. By evaluating previous design iterations, peer-reviewed technical papers, and
industry-standard reports, we can identify common performance bottlenecks and mechanical inefficiencies
found in existing designs. This critical analysis allows for a more precise definition of the research gaps this
project seeks to fill, ensuring that the final system is grounded in both proven engineering theory and
modern racing standards

2.1 Background Theory (Theoretical Basis)

The steering system of a racing vehicle serves as the primary interface for translating driver intent into the
angular orientation of the road wheels, thereby governing the vehicle's trajectory. Among various
mechanical configurations, the rack-and-pinion system is favored in high-performance applications due to
its minimal mechanical play, compact dimensions, and lightweight nature. This mechanism functions by
converting the rotational torque applied to the steering column into linear displacement via a pinion gear
acting on a toothed rack, which subsequently moves the tie rods to steer the uprights.

A fundamental variable in this design is the steering ratio, which expresses the relationship between
steering wheel input and the resulting change in wheel angle. Racing vehicles typically utilize lower steering
ratios to ensure rapid directional changes and reduce the degree of rotation required for tight maneuvers.
However, engineers must balance this against the increase in physical steering effort and potential high-
speed instability, necessitating a rigorous optimization of the gear pitch and leverage points.

Beyond mechanical components, steering kinematics—specifically Ackermann geometry—is essential for

maximizing cornering performance. This geometric principle ensures that the inner and outer wheels follow
concentric paths during a turn, which significantly reduces parasitic tire scrub and improves overall steering
efficiency. While standard Ackermann is effective for low-speed maneuvers, the dynamic nature of student

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motorsport often requires variable or modified Ackermann settings to compensate for lateral load transfer
and the specific slip angle characteristics of racing tires.

The suspension system complements the steering by supporting the chassis mass and ensuring the tire
contact patch remains optimal despite road irregularities. In Formula SAE contexts, independent double-
wishbone or pushrod-actuated configurations are the standard due to their high degree of tunability
regarding camber gain, roll center migration, and motion ratios. Key variables such as spring rate, damping
curves, and ride frequency are analytically calculated to manage weight transfer and stabilize the vehicle
under extreme acceleration and braking forces. Ultimately, the successful integration of these two
subsystems is critical for minimizing driver fatigue and achieving superior lap times through predictable and
responsive vehicle dynamics

2.2 Critical Review of Literature

Significant academic effort has been dedicated to refining the steering and suspension architectures
specifically for student-built race cars. Much of the existing research centers on the development of
bespoke rack-and-pinion assemblies as a means to shed unnecessary weight and sharpen steering
response. Modern studies suggest that by utilizing integrated pinion shafts and highly specific gear
modules, designers can effectively eliminate the mechanical backlash and play that often plague standard
components, resulting in a much more tactile connection for the driver.

When looking at steering kinematics, the limitations of traditional, fixed Ackermann designs have become
a major point of discussion in recent literature. Many researchers now advocate for variable Ackermann
setups to better manage the trade-off between tight, low-speed maneuverability and stability during high-
speed cornering. To validate these wheel-angle relationships, the use of MATLAB-based modeling and
analytical simulations has become a standard industry practice, allowing for a high degree of precision in
predicting turning radii before any metal is cut.

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Table no 2 .1 :Performance Perspective Comparison Normal vs Push-Rod Suspension

Performance Normal (Direct-Acting) Suspension Push-Rod Suspension

Parameter
Unsprung Mass Higher unsprung mass due to outboard Lower unsprung mass as spring–
Effect damper placement, reducing tire contact damper is mounted inboard,
consistency improving grip
Handling Moderate handling response, limited Sharp and precise handling
Response precision at high speeds response suitable for racing
Cornering Stability Reduced stability under high lateral High stability during aggressive
acceleration cornering
Ride Frequency Limited control over ride frequency Precise control of ride frequency
Control through motion ratio tuning
Motion Ratio Fixed or minimally adjustable Easily adjustable using rocker
Adjustability geometry
Load Transfer Less effective load distribution Improved load transfer control
Management
Steering Feedback Acceptable feedback but less responsive Highly responsive and predictable
steering feedback
Aerodynamic Suspension components disturb airflow Clean airflow due to compact
Impact near wheels inboard packaging
Center of Gravity Relatively higher CG Lower CG improves vehicle balance
(CG)
High-Speed Performance degrades at high speeds Optimized for high-speed racing
Performance conditions
Track-Specific Limited tuning flexibility High flexibility for track-specific
Tuning setup
Overall Racing Suitable for road vehicles and low- Ideal for Formula SAE / SAE SUPRA
Performance performance applications race cars

On the suspension side, the literature highlights a decisive move away from basic layouts toward fully
optimized, independent systems. There is a strong consensus that pushrod-actuated configurations offer a
distinct competitive advantage; by moving the dampers inboard, teams can significantly reduce unsprung
mass and improve the vehicle’s aerodynamic signature. Furthermore, the integration of Finite Element
Analysis (FEA) has become essential for ensuring that these lightweight, thin-walled components can
survive the intense dynamic loads experienced on the track.

However, a notable trend in the current body of research is the tendency to analyze these subsystems in
isolation. There is a clear need for a more holistic design approach that treats the steering and suspension
as a single, integrated unit. Because the performance of one directly influences the kinematic constraints
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of the other, a unified design strategy is vital for maximizing the vehicle's overall dynamic potential and
ensuring it remains stable at the limit.

Table no 2.2 Summary of Key Research Works

Sr. Author(s) / Year Focus Area Methodology Used Key Findings

No.
1 Suryavanshi et al. Rack & Pinion CAD & CAE analysis Achieved reduced weight and
(2017) Steering for ATV cost with improved steering
ratio
2 Gautam et al. Variable Ackermann Analytical modeling Variable Ackermann improves
(2021) Geometry & MATLAB cornering performance
3 Rayner (2004) Formula SAE Analytical & FEA- Optimized steering layout
Steering Design based design compliant with FSAE rules
4 Amberpreet Steering Ratio Mechanical design & Reduced steering ratio
Singh et al. Reduction calculations enhances responsiveness
(2017)
5 Cal Poly FSAE Independent Rear Experimental & IRS improves handling
Team (2009) Suspension analytical predictability
comparison
6 Darius (2019) Formula SAE MATLAB & dynamic Geometry optimization
Suspension modeling improves tire contact
Optimization

2.3 Problem Formulation

Analyzing the current literature reveals a significant gap in how these subsystems are developed; most
designs tend to be lopsided, either chasing raw steering response at the expense of high-speed stability or
over-tuning the suspension while neglecting the underlying steering kinematics. This lack of synergy often
leads to a vehicle that is fast in theory but unpredictable on the track.

The core problem this study tackles is the absence of a truly unified and analytically optimized steering and
suspension framework designed specifically for the unique constraints of a Formula SAE vehicle. Too often,
student teams rely on "rule of thumb" empirical methods or trial-and-error setups that lack rigorous
mathematical validation. These approaches frequently fail to find the middle ground between peak
mechanical performance, manageable driver physical effort, and the strict safety mandates of competition
organizers.

Consequently, this project is defined by the need to engineer an integrated, lightweight, and responsive
rack-and-pinion assembly paired with an independent suspension layout. The goal is to move away from
isolated component design and toward a validated system where every kinematic variable is calculated to

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ensure superior handling and driver confidence under the high-stress conditions of competitive
motorsport.

Research Gaps Identified

⚫ Fragmented Design Frameworks: A primary shortcoming in current methodologies is the failure to

treat steering kinematics and suspension geometry as a single, cohesive unit. This lack of integration
often leads to unintended handling characteristics, such as bump steer or inconsistent roll centers
during high-load cornering.
⚫ Arbitrary Steering Ratio Selection: There is a noticeable lack of rigorous analytical backing when it
comes to choosing steering ratios for student-level racers. Many designs rely on legacy data or "feel"
rather than a data-driven approach that considers tire slip angles, track narrowness, and the specific
torque requirements of the vehicle.
⚫ Neglect of the Human-Machine Interface: Current research often overlooks the critical intersection
of mechanical optimization and driver ergonomics. A system that is technically efficient but requires
excessive steering effort or forces a cramped driving position will ultimately lead to driver fatigue and
decreased performance during long-duration endurance events.
⚫ Deficiency in Dynamic Multi-Objective Optimization: Most optimization efforts focus on a single
performance metric (like weight) while ignoring the complex trade-offs between mechanical
advantage, steering feedback, and regulatory compliance, resulting in a system that is specialized but
not versatile enough for diverse competition events.

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[Link] Statement
Preamble to the Chapter
This chapter serves to define the core problems addressed in the current investigation, particularly in light
of the non-functional state of the SAE SUPRA race car developed by previous teams. It outlines a
comprehensive and structured strategy for the vehicle's reconditioning, redesign, and precise calibration.
Within this section, the project title, primary aims, technical objectives, and scope are detailed, alongside
a systematic methodology intended to enhance the steering and suspension subsystems. A major priority
of this study is to ensure that all engineering modifications remain strictly compliant with SAE SUPRA
regulatory standards while remaining feasible for production within the limitations of available university
workshop facilities.

C
Fig no 3.1 Current Suspension System

The motivation for this study is further driven by three critical gaps identified in common student-level
designs. First, there is a recurring issue of limited integration where steering geometry and suspension
kinematics are not treated as a unified framework, often leading to parasitic behaviors like bump steer.
Second, there is frequently an insufficient analytical justification for the selection of steering ratios, with
many teams opting for arbitrary values rather than data-driven solutions.

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Fig no 3.2 Current Rack and pinion

Finally, many existing designs lack a combined optimization approach that considers the vital intersection
of driver ergonomics, physical steering effort, and the dynamic loads experienced during high-intensity
racing. By addressing these specific shortcomings, this study provides a validated roadmap for transforming
a non-functional prototype into a competition-ready racing vehicle.

3.1 Title
Design and fine-tuning the Steering and suspension system of SAE Student Race Car

3.2Aim
The aim of this study is to design, recondition, and fine-tune the steering and suspension geometry of an
SAE SUPRA student race car in order to enhance vehicle handling, stability, maneuverability, and overall
dynamic performance.

3.3 Objectives

• To collect and study literature related to Steering and Suspension system ,and calculations from
research papers, SAE technical papers, and the SAE SUPRA Rulebook 2025.

• To examine and assess the current steering and suspension system of the SAE SUPRA car and
identify faults, damages, and areas for modification or improvement.

• To design and optimize the steering and suspension geometry using CAD and simulation tools to
achieve improved handling, stability, and ride performance.

• To implement the modified design through fabrication or upgrading of components, ensuring

compatibility with the chassis and rulebook requirements.

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• To conduct testing and validation of the upgraded system to evaluate steering response,
suspension travel, and overall vehicle dynamics performance

2.4 Scope of the Present Investigation

The scope of this investigation is focused strictly on the evaluation, redesign, and calibration of the steering
and suspension subsystems of an existing SAE SUPRA race car. The primary goal is to transition the vehicle
from a non-functional state to a high-performance one by merging theoretical analytical models with
hands-on mechanical implementation. This study prioritizes the optimization of the vehicle’s handling
characteristics and directional stability while working within the physical constraints of the existing chassis.

The scope includes:

Assessment of Current Components: A detailed evaluation of the existing steering rack, tie rods, and the
current kinematic steering layout.

Rack-and-Pinion Optimization: The design and calculation of steering parameters, including the rack stroke
and pinion gear profiles.

Kinematic Analysis: A full study of Ackermann steering geometry to minimize tire scrub during cornering.

Suspension Architecture: A complete redesign of the suspension system, focusing on a pushrod-actuated

independent configuration for improved packaging and tunability.

Digital Prototyping: Comprehensive CAD modeling of all newly designed steering and suspension
hardware.

Regulatory Alignment: Ensuring all modifications strictly adhere to the technical requirements of the SAE
SUPRA 2025 Rulebook.

The scope excludes:

Power and Propulsion: Any modifications to the powertrain, fuel systems, or engine mapping.

Aerodynamic Development: The design or analysis of wings, diffusers, or other aerodynamic bodywork.

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Final Validation: Broad-scale track testing and telemetry-based performance verification, which fall outside
the current redesign phase.

2.5 Methods and Methodology / Approach to Attain Each Objective

Table no 3.1 Methods and Methodology

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[Link] Solving

Preamble to the Chapter

This chapter details the quantitative, engineering-led strategy employed to enhance the steering and
suspension architecture of the SAE SUPRA race car. The solutions outlined here are grounded in a
combination of empirical data collected from the vehicle and rigorous analytical models established during
the preliminary design stage. By applying fundamental principles of vehicle dynamics and mechanical
design, this study translates baseline measurements and identified mechanical flaws into a set of validated
engineering specifications. These resulting calculations serve as the technical cornerstone for optimizing
the steering kinematics, refining the rack-and-pinion assembly, and calibrating the suspension's damping
and stiffness characteristics.

3.1 Data Collection and Dataset Preparation

• Total mass = 320 kg

• Weight distribution = 40/60 (F/R)
• CG height = 0.31 m
• Wheelbase = 1.55 m
• Track width = 1.25 m
• Deceleration = 1.8 g
• Lateral acceleration = 2 g
• Acceleration = 0.9 g
3.2 Mathematical Dataset – Steering System
Existing Rack and Pinion Parameters
• Rack travel = 110 mm
• Number of rack teeth = 27
• Number of pinion teeth = 11
• Steering wheel radius = 0.165 m

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CALCULATION OF RACK AND PINION

1. Given Data
• Total mass = 320 kg

• Weight distribution = 40/60 (F/R)

• CG height = 0.31 m

• Wheelbase = 1.55 m

• Track width = 1.25 m

• Deceleration = 1.8 g

• Lateral acceleration = 2 g

• Acceleration = 0.9 g

2. Engineering Assumptions
• Unsprang mass per wheel = 15 kg

• Motion Ratio (MR) = 0.70

• Target natural frequencies:

– Front: 3.0 Hz

– Rear: 3.3 Hz

3. Static Axle Loads

Front axle mass = 320*0.4=128 kg (64 kg per wheel)

Rear axle mass = 320*0.6=192 kg (96 kg per wheel)

128
front static mass= =64kg
2

192
Rear static mass= =96kg
2

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Sprung masses:

• Unsprang mass per wheel = 15 kg

• Front sprung mass per corner = 64-15=49kg

• Rear sprung mass = 96-15=81kg

4. Wheel Rate Calculations

Formula: K_w = (2πf) ² * m_s

Kw=wheel rate in N/Mm

MS =spring mass

Front (3.0 Hz):

2piff=2*pi*3=18.84

(2*pi*ff)2= (18.84)2=355.5

355.5*49=17.4kn/mm

Rear (3.3 Hz):

2piff=2*pi*3.3=20.73

(2*pi*ff)2=(20.73)2=429.74

429.74*81=34.8n/mm

K_wr = 34.8 N/mm

5. Convert Wheel Rate → Spring Rate

𝐾𝑤
k_s =
MR²

(MR = 0.70)

Front spring rate:

17.4
k_s,f = =35.33Kn/mm
0.49

Rear spring rate:

34.82
k_s,f = =71.1Kn/mm
0.81

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k_s, r = 71.1 N/mm

6. Damper Calculations
Damping ratio ζ = 0.25

Formula: c = 2ζ √ (k_s * m_s)

Front damper:

Formula: c = 2ζ √ (k_s * m_s)

c = 2*0.25 √ (17.4*0.49)

c_f = 461.80

𝑐 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑛𝑡 461.80

Damper factor= = =942.47n-s/m
MR2 0.49

Rear damper:

c = 2ζ √(k_s * m_s)

c_r = 839.71N·s/m

𝑐 𝑤ℎ𝑒𝑒𝑙 𝑓𝑟𝑜𝑛𝑡 839.712

Damper factor= = =1713n-s/m
MR2 0.49

Smith, Carroll. Tune To Win. Aero Publishers, 1978.

(Chapter: Pushrod / Bell crank Geometry & Spring Forces)

7. Lateral Load Transfer:

m ∗ a_lat ∗ h
ΔW =
𝑡

320∗(2∗9.81)∗0.310
ΔW =
1.25

ΔW = 1557 N total

Front share (40%): 622 N

Rear share (60%): 934 N

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Gillespie, T. D. Fundamentals of Vehicle Dynamics.

(Section: Longitudinal Load Transfer – Braking)

8. Outside Wheel Vertical Load (Rear)

Rear static load = 1883 N

Load transfer = 934 N

= 2817 N total

Pushrod required capacity ≈ 3000 N (3 kN)

Final Component Requirements

• Front spring: 39 N/mm

• Rear spring: 71 N/mm

• Front damper: 1038 N·s/m

• Rear damper: 1711 N·s/m

• Pushrod minimum strength: 3 kN

• Max outside wheel load: 2817 N

3.3 Experimental Data (Given)

Total mass of vehicle,

m = 320 kg

Weight distribution,
Front: Rear = 40: 60

Centre of gravity height,

hcg = 0.31 m

Wheelbase,
L = 1.55 m

Trackwidth,
t = 1.25 m
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Lateral acceleration,
a_lat = 2 g

Braking deceleration,
a_b = 1.8 g

b)STEERING SYSTEM CALCULATIONS

Steering Ratio
⚫ Formula:
Steering Ratio = Steering wheel angle / Road wheel angle

Substitution:
Steering Ratio = 180° / 30°

Result:
Steering Ratio = 6

Steering Wheel Travel

⚫ Formula:
S = 2πr

Substitution:
S = 2 × π × 0.165
Result:
S = 1.036 m

Required Rack Travel

⚫ Formula:
Rack travel = Steering wheel travel / Steering ratio

Substitution:
Rack travel = 1.036 / 6

Result:
Rack travel = 0.172 m = 172 mm

⚫ Gear Module (Assumed)

m = 1 mm

⚫ Pitch Circle Diameter of Pinion

Formula:
d = Rack travel / π

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Substitution:
d = 0.172 / π

Result:
d = 0.054 m = 54 mm

Number of Pinion Teeth

⚫ Formula:
T₁ = d / m

Substitution:
T₁ = 54.7 / 1

Result:
T₁ ≈ 55teeth

Number of Rack Teeth

⚫ Formula:
T₂ = Total rack travel / Pitch circle diameter
Substitution:
T₂ = 172 / 3.14
Result:
T₂ ≈ 56 teeth

Gear Tooth Geometry

⚫ Addendum,
hₐ = 1 × m = 1 mm

⚫ Dedendum,
h_f = 1.25 × m = 1.25 mm

Total tooth height,

h = 2.25 × m = 2.25 mm

Tooth thickness,
t = (π × m) / 2 = 0.157 cm

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3.4 Outcome of Mathematical Problem Solving

Table no 4.1 Obtained Values For rack and Pinion

Parameter Value
Steering ratio 6:1
Steering wheel radius 0.165 m
Steering wheel travel 1.036 m
Required rack travel 0.172 m (172 mm)
Existing rack travel 110 mm
Pinion pitch circle diameter 54 mm
Number of pinion teeth 55
Number of rack teeth 56
Gear module 1 mm
Addendum 1 mm
Dedendum 1.25 mm
Total tooth height 2.25 mm
Tooth thickness 0.157 cm

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Table no 4.2 Obtained Values For Suspension System

Parameter Value
Total vehicle mass 320 kg
Front axle mass 128 kg
Rear axle mass 192 kg
Front sprung mass per wheel 49 kg
Rear sprung mass per wheel 81 kg
Front ride frequency 3.0 Hz
Rear ride frequency 3.3 Hz
Front wheel rate 17.41 N/mm
Rear wheel rate 34.82 N/mm
Motion ratio 0.70
Front spring stiffness 35.53 N/mm
Rear spring stiffness 71.12 N/mm
Damping ratio 0.25
Front damping coefficient 942.48 N·s/m
Rear damping coefficient 1713.77 N·s/m

Through the mathematical analysis, we were able to confirm that the current rack-and-pinion setup delivers
a 6:1 steering ratio, which provides the necessary rack travel for the tight corners seen in competition. On
the suspension side, the calculations gave us the specific spring stiffness and damping targets required to
keep the chassis stable and the handling predictable. These figures aren't just theoretical; they are the
essential starting points we used for the CAD modeling phase and the final selection of our hardware
components.

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[Link] AND ANALYSIS USING ANSYS

Preamble to the Chapter

This chapter details the CAD modeling and numerical validation process for the SAE SUPRA race car's
steering and suspension assemblies. By utilizing the analytical results and design constraints established in
the previous sections, 3D models were constructed and subjected to rigorous testing within ANSYS
Workbench

The core goal here is to verify that the components can withstand the structural demands of a racing
environment, specifically focusing on how they deform and distribute stress under extreme loads. By
applying Finite Element Analysis (FEA), we can confirm that the final designs meet the necessary safety
factors and stiffness requirements before moving into the fabrication phase.

The modeling process ensures that every bracket, linkage, and rod end is optimized for weight without
compromising structural reliability. By simulating realistic track conditions—such as hard braking and high-
G cornering—the FEA results allow us to identify potential failure points and refine the geometry
accordingly. This digital validation is a critical step in ensuring the vehicle's integrity and driver safety during
high-performance maneuvers.

5.1 CAD Modeling of Steering and Suspension System

5.1.1 Steering System Modeling

Fig no 5.1 CAD Model of Rack and Pinion

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To develop the digital prototype, the individual elements of the steering assembly—specifically the rack,
pinion, steering column, and tie rods—were constructed within a CAD environment using the precise
dimensions derived from our prior calculations. This wasn't just a basic representation; we integrated
specific gear tooth parameters, including the module, pitch circle diameter, and addendum/dedendum
heights, to ensure the model accurately mirrored the physical mechanics of the steering gear.

Fig no 5.2 CAD Assembly of Rack and Pinion with casing

Fig no 5.3 CAD Model’s Dimension

We modeled the entire assembly by aligning the rack and pinion precisely as they would sit on the SAE
SUPRA chassis, applying the exact mounting constraints found in the vehicle's frame. By replicating the
physical installation points and articulation limits, the CAD model provides a reliable geometric foundation

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for the subsequent structural simulations. This digital "twin" is what allows us to move into ANSYS with
confidence that our stress tests will reflect real-world behavior

5.1.2 Suspension System Modeling

The suspension architecture was developed as a fully independent layout, focusing specifically on the
pushrod-actuated geometry. Every critical element—the control arms, pushrods, rockers (bellcranks), and
the uprights—was modeled based on the suspension parameters we derived earlier, such as the specific
motion ratios and the physical dimensions of the spring-damper units.

Fig no 5.4 CAD Model of Push Rod Suspension System

During the modeling phase, we maintained strict geometric symmetry between the left and right
assemblies to prevent any unbalanced handling or asymmetric response under load. The resulting CAD
models aren't just theoretical shapes; they accurately reflect the actual mounting points on the chassis, the
intended load paths through the linkages, and the tight packaging constraints required to fit all components
within the vehicle's frame.

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Fig no 5.5 CAD Model of Upper Arm

Fig no 5.6 CAD Model of Pushrod Arm

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Fig no 5.7 CAD Model of Rocker Bell Crank

5.2 Static Structural Analysis – Results and Discussion

In this section, the results obtained from the static structural analysis carried out in ANSYS are discussed.
The objective of this analysis was to understand how the suspension components deform when subjected
to static loading and to verify whether the design is structurally safe for real-world operation.

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5.2.1. Control Arm Assembly (Lower Arms)

The total deformation plot of the control arm assembly clearly shows how the applied load is distributed
through the upper and lower arms. As expected, the regions close to the chassis mounting points and ball
joints experience the least deformation because these locations are constrained.

Fig no 5.8 Static Structual analysis of Control Arm Assembly (Lower Arms)

The maximum deformation is observed near the central bracket area where the loads from both arms are
transferred toward the rocker mechanism. This region naturally experiences bending due to combined
forces coming from the suspension geometry.

• Maximum deformation: approximately 0.00095 m

• Minimum deformation: at the fixed mounting locations

Even though this region shows the highest deformation, the value is extremely small and well within
acceptable limits. The smooth deformation pattern across the arms indicates that the load flow is uniform
and there are no sudden stress or stiffness discontinuities in the structure.

Interpretation:
The control arm assembly is sufficiently stiff and capable of carrying suspension loads without any risk of
excessive deflection or structural instability.

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2. Push Rod

The push rod primarily works under axial load, transmitting force from the wheel assembly to the rocker
arm. The deformation contour shows a very clear and gradual increase in deformation from the fixed end
to the free end, which is typical for an axially loaded member.

Fig no 5.9 Static Structual analysis of pushrod

• Maximum deformation: approximately 1.03 × 10⁻⁵ m

• Location: at the free end of the push rod

The deformation magnitude is extremely low, indicating that the push rod has been properly sized. There
are no signs of bending-dominated behaviour, which confirms that the alignment and boundary conditions
are correct.

Interpretation:
The push rod is structurally safe and rigid enough to transmit suspension forces without bending or
buckling.

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3. Rocker Arm (Bell Crank)

The rocker arm is a critical suspension component since it redirects the force from the push rod to the
spring–damper unit. From the deformation plot, it is observed that the highest deformation occurs near
the mounting hole where the push rod is connected.

Fig no 5.10 Static Structual analysis of Rocker Arm

• Maximum deformation: approximately 2.3 × 10⁻⁵ m

• Minimum deformation: near the central pivot region

This behaviour is expected because the push rod applies force at an offset from the pivot, creating a bending
moment in the rocker arm. The pivot region remains relatively stiff due to constraint and load balancing.

Interpretation:
The rocker arm design effectively handles bending loads and remains within elastic limits, confirming that
the geometry and thickness selection are appropriate.

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4. Spring–Damper Assembly

The spring–damper assembly is designed to absorb suspension loads while maintaining structural integrity.
The deformation plot shows a gradual axial deformation along the damper length, with the maximum
deformation occurring at the upper rod end.

Fig no 5.11 Static Structual analysis of Spring Assembly

• Maximum deformation: approximately 4.75 × 10⁻⁷ m

The deformation values are very small, which indicates that the damper housing and mounting points are
structurally rigid, while the spring takes up the load elastically as intended.

Interpretation:
The spring–damper assembly behaves as expected under static loading and does not show any structural
weakneness.

[Link] and Pinion

The rack and pinion assembly is analyzed to evaluate structural integrity under engagement loads. The
Total Deformation plot illustrates the displacement across the gear teeth and the central pinion bore. As
expected, the maximum deformation is localized at the pinion, where the torque is applied or resisted.

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Fig no 5.12 Static Structual analysis of Rack and Pinion

• Maximum Deformation: 2.849*10^-6m

• Minimum Deformation: 0m (Fixed supports)

• Observation: The deformation values are extremely low (in the micrometer range), suggesting
high structural stiffness in the gear material and geometry.

Interpretation

The rack and pinion assembly behaves predictably under static loading. The blue regions on the rack
indicate minimal deflection, confirming that the housing or supports are sufficiently rigid. The
concentration of color (deformation) on the pinion suggests that the load is being transferred through the
gear mesh effectively without exceeding structural limits or causing significant misalignment.

Overall Observation

Across all components, the deformation values are very small and smoothly distributed. There are no sharp
deformation gradients, localized failures, or unrealistic behaviour in any part of the suspension system. This
confirms that the applied boundary conditions and loading are appropriate and that the suspension design
is mechanically sound.

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Final Conclusion

From the static structural analysis, it can be concluded that all major suspension components—including
the control arms, push rod, rocker arm, and spring–damper assembly—are structurally safe under static
loading conditions. The deformation observed in each component remains well within permissible elastic
limits, ensuring reliable performance and durability during vehicle operation.

Structural validation of the steering and suspension hardware was conducted using the Static Structural
module within ANSYS Workbench. This analysis was crucial for simulating how the components react to the
static forces typically encountered during aggressive racing maneuvers. By subjecting the digital models to
these loads, we could pinpoint high-stress areas and ensure the designs remain within the elastic limit of
the materials used.

The general analysis procedure followed is outlined below:

5.3 Material Properties

Structural steel was selected for the steering and suspension components, as it offers the best balance of
mechanical strength, ease of fabrication in our workshop, and overall cost-effectiveness. By using a material
with well-documented performance characteristics, we can ensure the reliability of our FEA results and the
safety of the vehicle under load.

• Young’s Modulus, E = 210 GPa

• Poisson’s Ratio, ν = 0.3

• Density, ρ = 7850 kg/m³

• Yield Strength = 250 MP

These properties were consistently applied across all analyzed components.

5.4 Meshing Strategy

To ensure the simulation results were both reliable and precise, the components were discretized using
tetrahedral elements. We didn't just apply a uniform mesh; instead, we targeted specific areas of high
stress—such as the roots of the gear teeth, the tie-rod pivots, and the critical suspension mounting points—
with localized mesh refinement. This approach allowed us to capture complex stress gradients in those
high-risk zones without over-complicating the model or wasting computational time on less critical areas.

To verify the integrity of the mesh, we evaluated it against key quality metrics, specifically checking for
element skewness and aspect ratio. By keeping these parameters within acceptable limits, we avoided the
numerical instability that often leads to inaccurate data, ensuring the final solution was as stable and
realistic as possible.

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[Link], Procurement, and finishing of SAE Supra Race car

Preamble to chapter
The fabrication stage represents the practical implementation of the design and analysis carried out during
earlier phases of the project. This chapter explains the procedures followed for procuring materials,
fabricating components, assembling systems, and finishing the SAE SUPRA race car. Special focus is given
to the steering system, push-rod suspension system, and body finishing processes. The objective of this
phase was to develop a structurally strong, lightweight, and reliable vehicle while ensuring compliance with
SAE SUPRA rules, workshop feasibility, cost constraints, and safety requirements.

6.1 Procurement Strategy

The procurement strategy was developed to meet the following objectives:

• Compliance with SAE SUPRA rules

• Structural strength and durability under racing loads
• Ease of maintenance and replacement
• Cost effectiveness and local availability

A combination of custom-fabricated components and commercial off-the-shelf parts was adopted. All
procured components were verified for dimensional accuracy and compatibility with the chassis and
suspension geometry before assembly.

6.2 Procurement of Components

6.2.1 Rack and Pinion Steering System with Casing

Fig no 6.1 Rack and Pinion

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Fig no 6.2 Rack and Pinion casing

A mechanical rack and pinion steering system was selected due to its simplicity, reliability, and precise
steering response. The steering rack was procured based on:

• Suitable rack travel for required steering angle

• Steering ratio compatible with vehicle geometry
• Compact size and low weight

A custom steering casing and mounting brackets were fabricated to ensure rigid mounting to the chassis
and proper alignment with the steering column.

6.2.2 Push Rod

Push rods were custom fabricated using high-strength steel tubing to transmit suspension loads from the
wheel assembly to the rocker arm. The material was selected based on:

• High tensile and compressive strength

• Resistance to buckling
• Good weldability

Threaded rod ends were provided at both ends to allow ride height and preload adjustment.

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 M.S. Ramaiah University of Applied Sciences – Faculty of Engineering & Technology (FET)

6.2.3 Bell Crank (Rocker Arm)

The bell crank (rocker arm) was custom designed and fabricated to transfer motion from the push rod to
the spring–damper unit. The rocker arm geometry was finalized based on the desired motion ratio.

Material selection criteria included:

• High stiffness
• Low weight
• Fatigue resistance

The rocker arm was mounted on bearings to reduce friction and ensure smooth operation.

6.2.4 Customized Suspension Components

Fig no 6.3 Customized Suspension Components

The vehicle employs a custom double wishbone suspension system at both front and rear. The following
components were fabricated or procured:

• Upper and lower control arms

• Suspension brackets and mounting tabs
Design and fine-tuning the Steering and suspension system of SAE Student Race Car
 M.S. Ramaiah University of Applied Sciences – Faculty of Engineering & Technology (FET)
• Spherical rod ends (heim joints)

Control arms were fabricated using high-strength steel tubes, while spherical bearings were used to allow
precise articulation and alignment.

6.2.5 Wheel Hub Bearing

Automotive-grade wheel hub bearings were procured based on:

• Radial and axial load capacity

• Operating speed capability
• Durability under dynamic loads

The bearings were selected to ensure smooth wheel rotation, reduced friction, and long service life during
racing conditions.

6.2.6 Car Body Painting

The car body panels were painted to protect against corrosion and improve aesthetic appearance. Paint
selection considered:

• Lightweight coating
• Resistance to environmental exposure
• Visual appeal and team branding

A primer coat followed by final paint was applied to achieve uniform finish and durability.

6.3 Assembly Procedure

6.3.1 Steering System Assembly

The rack and pinion assembly was mounted onto the chassis using the custom casing and brackets. The
steering column and universal joints were aligned with the rack input shaft. Tie rods were connected to the
uprights, and steering travel was checked to ensure:

• Smooth operation
• No binding
• Symmetrical left and right steering angles

6.3.2 Suspension Assembly

Suspension assembly was carried out in the following order:

1. Installation of suspension mounting brackets

2. Mounting of lower control arms followed by upper control arms
3. Installation of push rods
4. Mounting of bell crank (rocker arm) on bearings
5. Installation of spring–damper units

All joints were tightened at static ride height to avoid bushing preload.
Design and fine-tuning the Steering and suspension system of SAE Student Race Car
 M.S. Ramaiah University of Applied Sciences – Faculty of Engineering & Technology (FET)

6.3.3 Wheel Hub and Bearing Assembly

Wheel hub bearings were press-fitted into the hub housing using proper tools to avoid damage. The
wheel hubs were then mounted onto the uprights, and free rotation was verified. Proper lubrication was
ensured before final installation.

6.3.4 Body Painting Process

Fig No 6.4 Before painting fibre body parts.

Fig No 6.5 After painting fibre body parts.

Design and fine-tuning the Steering and suspension system of SAE Student Race Car
 M.S. Ramaiah University of Applied Sciences – Faculty of Engineering & Technology (FET)

Before painting, body panels were cleaned and surface-prepared. Primer coating was applied to ensure
adhesion, followed by the final paint coat. Adequate curing time was provided before installation of panels
onto the chassis.

6.4 Quality Control and Safety Checks

The following checks were performed after assembly:

• Verification of steering free play and alignment

• Inspection of suspension travel without interference
• Torque verification of all critical fasteners
• Smooth rotation check of wheel hubs
• Visual inspection of paint finish and coating uniformity

These checks ensured safe and reliable operation of the vehicle systems.

6.5 Outcome of Procurement and Assembly

The procurement and assembly process resulted in:

• Precise steering response using rack and pinion system

• Efficient suspension load transfer through push rod and rocker arm
• Robust and adjustable customized suspension setup
• Smooth wheel rotation with reliable hub bearing assembly
• Improved vehicle appearance and corrosion protection through body painting

The systems were successfully integrated and found suitable for dynamic testing and competition use.

6.5 Project cost Breakdown

Table no 6.1 Project cost Breakdown

Design and fine-tuning the Steering and suspension system of SAE Student Race Car