EVERGREEN Joint Journal of Novel Carbon Resource Sciences & Green Asia Strategy, Vol.

10, Issue 01, pp463-468, March 2023

Suspension and Steering Setup for a 4-wheel All-terrain

Vehicle
Piyush Sikka1, Rishabh Arora1, Prabhsharan Singh1, Monsoon Behl1,
Rakesh Chander Saini1, Ramakant Rana1*
1
Department of Mechanical and Automation Engineering, Maharaja Agrasen Institute of Technology, Delhi 110086,
India

*Author to whom correspondence should be addressed:

E-mail: 7ramakant@[Link]

(Received July 12, 2022; Revised January 24, 2023; accepted January 24, 2023).

Abstract: Suspension and steering are subsystems to any automobile which determine how the
vehicle dynamically behaves with driver’s and terrain’s combines input and output as response of
the vehicle deciding direction, stability and ride, roll characteristics which were used in this study
to obtain optimum lap times. The roll cage acts as a skeleton to the body and the suspension system
as the limbs trying to maintain stability and safety in the cockpit. This study is based on BAJA
SAE rulebook constraints. An iterative process is adopted to finalize suspension parameters
followed by ride and roll calculations and suspension geometry selection. The entire setup is
simulated using lotus shark suspension analysis and MSC Adams car multibody dynamics
suspension testing in various simulations and loading conditions. The change in suspension
parameters such as camber gain, castor, wheelbase and toe change during different conditions were
noted as design decision parameters and the geometry was optimized accordingly. The subsystem
component design such as control arms and mountings were designed using CAD and simulated
using FEA modelling on ANSYS simulation software. The resulting structural deformation and
dynamic stability were chosen as design decision parameters. The manufacturing process was aided
by use of jigs and fixtures to eliminate errors.

Keywords: ATV; Design; Suspension; Steering System

1. Introduction Roll Cage for the best results as shown in figure 1.

An ATV or an All-Terrain-Vehicle as the name implies,

is a vehicle which is designed to drive over a wide
variety of terrains, due to optimum suspension design
and utilization of its Roll cage aided by data driven fine
tuning of vehicle dynamics characteristics. As the design
is custom made for off-roading, the loads in this case is
higher as compared to even terrain vehicles, which may
try to change the structural integrity and characteristics
of the vehicle (Roll Cage & suspension system), to
which all the sub -assemblies is attached1,2). This, making
it a necessity for an ATV, to sustain such anomalies,
which come through designing and simulating our Fig.1:Isometric view of BAJA suspension components
vehicle to overcome these static and dynamic loads3,4).
The objective of this paper is to properly concur upon 2. Selection of Parameters
the suspension parameters which provide stability to the
vehicle to an extent which decreases the load on the Roll In Student formula or M-Baja competitions, the key
Cage significantly whilst providing higher role of designers is selection of suspension parameters as
maneuverability5,6). Though there are many parameters they are directly responsible for the dynamic
which will affect the performance of an ATV, the scope performance of the vehicle. Providing maximum traction
of this study will be limited towards design and analysis regain, driver control and agile maneuvering
of the suspension geometry7,8).Their integration to the characteristics were the major objectives while

- 463 -
 EVERGREEN Joint Journal of Novel Carbon Resource Sciences & Green Asia Strategy, Vol. 10, Issue 01, pp463-468, March 2023

parametric selection of a 4-wheel drive BAJA vehicle. considered for the kerb weight only for dynamics. CG of
As Baja vehicles are designed and manufactured under a vehicle has an effect on Rolling and pitching
a certain set of rules prescribed by SAE, Track width is characteristics34). So, CG must be optimum to eliminate
constrained at 64 inches and wheelbase at 108 inches9-12). excess Roll and pitch which increases instability35).
A typical trackwidth to wheelbase ratio is kept around Ground Clearance for Baja vehicles should be kept as per
0.8 for off-terrain vehicles ensuring that it doesn’t tend to SAE rules prescribed in Rulebook36). Generally, it is kept
1 because of increased moment of inertia resulting in between 12-14 inches.
roll-over12-16).
To acquire oversteer characteristics i.e., creating a 3. Geometry Selection
condition that the vehicle turns by a shorter radius than
provided by the steering wheel (driver) under neutral After finalizing the characteristics and parameters,
steer conditions17,18). It is advisable to keep track width geometry selection is the next step. For baja Vehicles
of rear to be shorter than front19,20). The reason for the independent suspension setups are preferred. Wishbone
same is increased rotational moment resistance generated geometry is being used by a variety of baja Vehicles37).
also known as roll-stiffness which is directly affected by Its Compactness, lightweight and easy assembly are key
the trackwidth, hence promoting the oversteer features to choose this suspension geometry for front38).
condition21,22). H-Arm Suspension Geometry and Semi-Trailing are
Now, after selecting these parameters on the basis of generally used in rear of baja vehicles. H-arm suspension
experience and theory, further suspension parameters is used for its sturdiness and simple design. Semi-trailing
were set on the basis of experience and iterative on the other hand is compact, and lightweight. Many new
methods23). The iterative methods involve changing one vehicles are now switching to semi trailing because of its
parameter and checking all dynamic performance of the compact design30). Teams should choose geometries on
vehicle on a particular track and keeping all other the basis of their past experiences and upcoming
characters the same23,24). These methods usually take objectives for the new vehicle design. Front suspension
years of iterations to generate a stable and optimized design is shown below in figure 2 below.
suspension design25,26). For instance, we can iterate our
suspension design by changing Castor Angle in front,
anti-dive or anti-squat angles, different Track Width
combinations of front and rear, Kingpin angles, and
various steering angle combinations27,28).
As per experience and in Baja Vehicles usually castor
angle is set around 5-13 degree depending on other
characteristics29). Higher caster angle increases high
speed cornering stability but also increases steering effort,
hence, all parameters affect other characteristics
simultaneously30,31). Hence a set of all parameters should
balance to increase stability32).
Fig.1:Front view of suspension links assembly of an BAJA
Table 1: Suspension Parameters ATV

[Link]. Parameters Generic Values

4. Lotus Suspension Design
1 Castor Angle 5-13 degrees After finalizing all the parameters and geometry for
front and rear, Lotus suspension software is used to
2 Kingpin Angle 5-10 degrees
design suspension as shown in figure 3. Roll center, track
3 Ground Clearance 12-15 inches width wheelbase and vehicle integrity are key factors
considered28). Toe Angle deflection against wheel travel
4 CG Height 20-25 inches is kept to minimum to avoid bump steer and increase
dynamic stability. Steering angles iteration can be done
5 Roll Centre 200-300 mm after suspension design according to the steering
geometry chosen29). Ackerman Percentage is calculated
6 Wheel Travel 8-10 inches
by generic formulas using inner and outer steering
angles.
Following is a generic set of parameters chosen for
off-roading vehicles in Table 1.
Centre of gravity and ground clearance of the vehicle
are two of the most important parameters in vehicle
dynamics33). Centre of Gravity of the vehicle is

- 464 -
 Suspension and Steering Setup for a 4-wheel All-terrain Vehicle

Fig.2: Suspension Geometry on LOTUS Fig.3: Analysis of H- arms

5. Ride Calculations
Ride rate, spring rate and and other ride parameters can
be calculated using the following formulas and the
method is described in the book “RCVD-Milliken”
𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 = 𝐾𝐾𝐾𝐾𝐾𝐾 = 𝑀𝑀𝑀𝑀𝑀𝑀/2 ∗ 9.8 ∗
(𝑆𝑆ℎ𝑜𝑜𝑜𝑜𝑜𝑜 𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟𝑟) ∗ 25.4 ∗ 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 (1)
𝑾𝑾𝑾𝑾𝑾𝑾𝑾𝑾𝑾𝑾 𝑹𝑹𝑹𝑹𝑹𝑹𝑹𝑹 = 𝑲𝑲𝑲𝑲𝑲𝑲 = 𝑲𝑲𝑲𝑲𝑲𝑲 ∗ (𝑴𝑴𝑴𝑴)𝟐𝟐
(2)
𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭 𝑹𝑹𝑹𝑹𝑹𝑹𝑹𝑹 𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭 = 𝝎𝝎𝝎𝝎𝝎𝝎
(3)
= 𝟏𝟏𝟏𝟏𝝅𝝅 (𝑲𝑲𝑲𝑲𝑲𝑲/ 𝑴𝑴𝑴𝑴𝑴𝑴/𝟐𝟐)𝟏𝟏/𝟐𝟐 Fig.4: Meshing and modeling of upper A-arm
𝑹𝑹𝑹𝑹𝑹𝑹𝑹𝑹 𝑹𝑹𝑹𝑹𝑹𝑹𝑹𝑹 𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭𝑭 = 𝝎𝝎𝝎𝝎𝝎𝝎
(4) 8. Multi-Body Dynamics
= 𝟏𝟏𝟏𝟏𝟏𝟏 (𝑲𝑲𝑲𝑲𝑲𝑲/ 𝑴𝑴𝑴𝑴𝑴𝑴/𝟐𝟐)𝟏𝟏/𝟐𝟐
After finalizing the suspension geometry on Lotus
6. Force Calculations Software. The whole car model was generated using
custom templates in ADAMS CAR software in which all
Forces on various suspension components are parameters were iterated and simulated for estimating
calculated using Lotus and Force on complete vehicles vehicle dynamics next to real-time dynamic situations.
considering kerb weight is calculated by conservation of Vehicles were made to run to virtual tracks to test the
momentum equation and force momentum equation. reliability of vehicle.
Collision time is considered to be 0.2 sec.
For Instance,
Front impact
● Velocity = 50kmph - 13.5 m/s
● Final velocity = 0
● Momentum change= 210(13.5-0) =2835
● Force =2835/0.17 = 16676N
● Force Applied 17000N
● 440 Mpa
Similarly different load cases were generated and
forces were calculated. After force calculation, now
comes the CAD design and CAE part.
Fig.5: MBD on ADAMS
7. Modeling and Meshing
From the simulation, various parameters were recorded
CAD models of the components are designed using against wheel travel - Dynamic Caster, Dynamic Camber,
parametric modelling techniques on SolidWorks Dynamic Toe, Kingpin angle Change, Ackerman angle
followed by CAE analysis where boundary conditions change, Anti Dive change, and anti-squat change. Some
are applied and analysis were performed in a phased of the results are shown in figure 7,8,9,10,11.
manner.
The worst-case scenario for analysis was taken in full
bump or droop condition for car analysis. Results are
shown in Figure 4 and 5.

- 465 -
 EVERGREEN Joint Journal of Novel Carbon Resource Sciences & Green Asia Strategy, Vol. 10, Issue 01, pp463-468, March 2023

Fig.6: Dynamic Caster Angle Vs Wheel Travel Fig.10: Ackerman Angle Vs Wheel Travel

9. Fixture for Manufacturing

To manufacture the arms accurately and precisely.
This fixture was used to reduce the welding contraction
error and human errors. One of the key features of the
fixture was the proper orientation of Arms and the
correct position of suspension points in space making it
independent from chassis error. This not only helps to
save time but also helps in replicating arms accurately.

Fig.7:Dynamic Camber Angle Vs Wheel Travel

Fig.11: Jig Setup for Arms

Fig.8:Dynamic Toe Angle Vs Wheel Travel

Fig.9: Kingpin Angle Vs Wheel Travel

Fig.12: Arms and Chassis Setup

10. Conclusion
This paper provides descriptive information about all
the necessary equipment and the data which would be

- 466 -
 Suspension and Steering Setup for a 4-wheel All-terrain Vehicle

needed to ensure the proper optimization of chassis and rhenium,” Mater. Des., 132 349–359 (2017).
the suspension and their integration of an doi:10.1016/[Link].2017.07.024.
All-terrain-Vehicle. The primary objective of this paper 11) M.K. Chaudhary, A. Pathak, R. Goyal, R. Rana, and
was to design and procure the perfect conditions, analyze V.K. Sharma, “Fabrication of Aluminium
constraints and showcase the affecting parameters. 6082–B4C–Aloe Vera Metal Matrix Composite with
The usage of jigs to get a perfect layout for the arms, Ultrasonic Machine Using Mechanical Stirrer,” in:
minimizing the manufacturing defects or to use real-time 2021: pp. 221–229. doi:10.1007/978-981-15-8542-5
dynamic simulation using ADAMS car, to get those _19.
perfect load conditions to incorporate and adjust the 12) T. Kurzynowski, I. Smolina, K. Kobiela, B.
parameters to the optimum which eventually helped us to Kuźnicka, and E. Chlebus, “Wear and corrosion
overcome theoretical difficulties and increase our behaviour of inconel 718 laser surface alloyed with
understanding towards vehicle design. rhenium,” Mater. Des., 132 349–359 (2017).
doi:10.1016/[Link].2017.07.024.
13) R. Rana, Q. Murtaza, and R.S. Walia, “GA based
References optimization of tri-bologicalbehaviour of diamond
1) K. Raheja, A. Jain, C. Sharma, R. Rana, and R. Lal, coated tungsten carbide,” World J. Eng., 17 (3)
“Comparative Study of Tribological Parameters of 335–346 (2020). doi:10.1108/WJE-08-2019-0220.
3D Printed ABS and PLA Materials,” in: H. Adv. 14) R. Rana, Q. Murtaza, and R.S. Walia, “Optimization
Manuf. Ind. Eng. Lect. Notes Mech. Eng. Springer, using genetic algorithm of tribological behaviour of
2021: pp. 95–108. doi:10.1007/978-981-15-8542-5 wc tool material,” Indian J. Eng. Mater. Sci., 27 (4)
_9. 889–896 (2020).
2) G. Dutta, R. Kumar, R. Sindhwani, and R.K. Singh, 15) R. Rana, R.S. Walia, and Q. Murtaza,
“Digitalization priorities of quality control processes “Characterization and parametric optimization of
for smes: a conceptual study in perspective of performance parameters of dlc-coated tungsten
industry 4.0 adoption,” J. Intell. Manuf., 32 (6) carbide (wc) tool using topsis,” Coatings, 11 (7) 760
1679–1698 (2021). doi:10.1007/s10845-021-01783 (2021). doi:10.3390/coatings11070760.
-2. 16) M. Rahman, W.K.H. Seah, and T.T. Teo, “The
3) D. Debbarma, “The study of wear behaviour of the machinability of inconel 718,” J. Mater. Process.
inconel 800 material in dry and solid lubricated Technol., 63 (1–3) 199–204 (1997). doi:10.1016/
condition,” Mater. Today Proc., 46 6191–6195 S0924-0136(96)02624-6.
(2021). doi:10.1016/[Link].2020.04.157. 17) R. Rana, L. Krishnia, R.S. Walia, and Q. Murtaza,
4) R. Chaudhari, A. Ingle, and K. Kalita, “Tribological “CVD diamond coated tungsten carbide (wc) tool
investigation of effect of grain size in 304 austenitic inserts,” J. Eng. Res., (2021). doi:10.36909/jer.
stainless steel,” Trans. Indian Inst. Met., 70 (9) ICARI.15319.
2399–2405 (2017). doi:10.1007/s12666-017-1101-2. 18) R. Rana, L. Krishnia, Q. Murtaza, and R.S. Walia,
5) Y. Birol, “High temperature sliding wear behaviour “Optimizing the machining performance of cnc tools
of inconel 617 and stellite 6 alloys,” Wear, 269 inserts coated with diamond like carbon coatings
(9–10) 664–671 (2010). doi:10.1016/[Link].2010.07. under the dry cutting environment,” J. Eng. Res.,
005. (2021). doi:10.36909/[Link].15327.
6) A. Ahmadi, F. Sadeghi, and S. Shaffer, “In-situ 19) S.K. Tiwari, and S.K. Garg, “Comparison of
friction and fretting wear measurements of inconel coronary heart disease prediction models using
617 at elevated temperatures,” Wear, 410–411 various machine learning algorithms,” J. Eng. Res.,
110–118 (2018). doi:10.1016/[Link].2018.06.007. (2021). doi:10.36909/[Link].15323.
7) H. Kaleli, “New universal tribometer as pin or 20) A. Ashwni, S. Gupta, and R. Rana, “Performance
ball-on-disc and reciprocating pin-on-plate types,” assessment of triangular obstacles mounted solar air
Tribol. Ind., 38 (2) 235–240 (2016). heater using taguchi method,” J. Eng. Res., (2021).
8) A. Kaplish, A. Choubey, and R. Rana, “Design and doi:10.36909/[Link].15321.
kinematic modelling of slave manipulator for remote 21) R. Jindal, R. Arora, R. Papney, M. Patel, R. Chander
medical diagnosis,” Int. J. Adv. Prod. Ind. Eng., 804 Saini, and R. Rana, “Torsion test for a baja chassis
(1) 9–10 (2016). using gyroscopic sensor and validation of cae
9) R. Khanna, R. Maheshwari, A. Modi, S. Tyagi, A. results,” Mater. Today Proc., 56 3774–3779 (2022).
Thakur, and R. Rana, “A review on recent research doi:10.1016/[Link].2022.01.019.
development on electric discharge machining 22) J. Nagpal, R. Rana, R. Lal, R. MuttannaSingari, and
( edm ),” Int. J. Adv. Res. Innov., 5 (4) 444–445 H. Kumar, “A brief review on various effects of
(2017). surface texturing using lasers on the tool inserts,”
10) T. Kurzynowski, I. Smolina, K. Kobiela, B. Mater. Today Proc., 56 3803–3812 (2022).
Kuźnicka, and E. Chlebus, “Wear and corrosion doi:10.1016/[Link].2022.01.272.
behaviour of inconel 718 laser surface alloyed with 23) R. Rana, W. R.S., and Q. Murtaza, “Characterizing

- 467 -
 EVERGREEN Joint Journal of Novel Carbon Resource Sciences & Green Asia Strategy, Vol. 10, Issue 01, pp463-468, March 2023

and analyzing the tribological behaviour of diamond micro pit,” Evergreen, 8 (2) 304–309 (2021).
coated tungsten carbide (wc),” J. Eng. Res., (2022). doi:10.5109/4480707.
doi:10.36909/[Link].15107. 36) N. Talib, Nor Athira Jamaluddin, Tan Kai Sheng,
24) S. Bansal, A. Saraf, R. Rana, and R. Lal, “Effect of Lee WoonKiow, H. Abdullah, S. Ahmad, and A.
Picosecond Laser Texture Surface on Tribological Saleh, “Tribological study of activated carbon
Properties on High-Chromium Steel Under nanoparticle in nonedible nanofluid for machining
Non-lubricated Conditions,” in: 2021: pp. 257–267. application,” Evergreen, 8 (2) 454–460 (2021).
doi:10.1007/978-981-15-8542-5_22. doi:10.5109/4480728.
25) R. Singh, D. Sachan, R. Verma, S. Goel, R. 37) V. Gupta, and A. Jayant, “A novel hybrid mcdm
Jayaganthan, and A. Kumar, “Mechanical behavior approach followed by fuzzy dematel-anp-topsis to
of 304 austenitic stainless steel processed by evaluate low carbon suppliers,” Evergreen, 8 (3)
cryogenic rolling,” Mater. Today Proc., 5 (9) 544–555 (2021). doi:10.5109/4491640.
16880–16886 (2018). doi:10.1016/[Link].2018.04. 38) N. Nisrina, Muhammad Irfan Kemal, Ilham Ali
090. Akbar, and T. Widianti, “The effect of genetic
26) W. Sun, A.W.-Y. Tan, D.J.Y. King, N.W. Khun, A. algorithm parameters tuning for route optimization
Bhowmik, I. Marinescu, and E. Liu, “Tribological in travelling salesman problem through general full
behavior of cold sprayed inconel 718 coatings at factorial design analysis,” Evergreen, 9 (1) 163–203
room and elevated temperatures,” Surf. Coatings (2022). doi:10.5109/4774233.
Technol., 385 125386 (2020). doi:10.1016/[Link].
2020.125386.
27) A. Thakur, and R. Rana, “Traffic Noise Modelling
Considering Traffic Compositions at Roundabouts,”
in: 2021: pp. 657–672. doi:10.1007/978-981-15-
8542-5_57.
28) Y. Wan, and D.-S. Xiong, “The effect of laser
surface texturing on frictional performance of face
seal,” J. Mater. Process. Technol., 197 (1–3) 96–100
(2008). doi:10.1016/[Link].2007.06.019.
29) Y. Wang, S. Zhao, Z. Jia, J. Ji, D. Liu, T. Guo, and Y.
Ding, “Study on friction and wear behavior of
inconel 625 superalloy during hot extrusion,” Adv.
Mater. Sci. Eng., 2020 1–11 (2020). doi:10.1155/
2020/5453703.
30) S. Wos, W. Koszela, P. Pawlus, J. Drabik, and E.
Rogos, “Effects of surface texturing and kind of
lubricant on the coefficient of friction at ambient and
elevated temperatures,” Tribol. Int., 117 174–179
(2018). doi:10.1016/[Link].2017.09.003.
31) W. XIAO, S. LU, Y. WANG, and J. SHI,
“Mechanical and tribological behaviors of
graphene/inconel 718 composites,” Trans.
Nonferrous Met. Soc. China, 28 (10) 1958–1969
(2018). doi:10.1016/S1003-6326(18)64841-1.
32) Sanjeev Kumar Lambha, V. Kumar, and R. Verma,
“Impact of liner elasticity on couple stress lubricated
partial bearing,” Evergreen, 9 (1) 56–71 (2022).
doi:10.5109/4774217.
33) J.A. Hidayat, and B. Sugiarto, “Characteristic,
structure, and morphology of carbon deposit from
biodiesel blend,” Evergreen, 7 (4) 609–614 (2020).
doi:10.5109/4150514.
34) Nor Athira Jamaluddin, N. Talib, and Amiril Sahab
Abdul Sani, “Performance comparative of modified
jatropha based nanofluids in orthogonal cutting
process,” Evergreen, 8 (2) 461–468 (2021).
doi:10.5109/4480729.
35) A. Y, S. S, H. H, and M.. Musa, “Friction
characteristic study on flat surface embedded with

- 468 -