PROJECT-II (PROJ-ME-408-G)

SAE GO KART

Submitted in partial fulfillment of the

Requirements for the award of
Degree of Bachelor of Technology in Mechanical Engineering

SUBMITTED BY: SUBMITTED TO:

Anubhav Proff. Neha Chauhan

24565 HOD Mechanical Engineering

Department of Mechanical Engineering

MAHARSHI DAYANAND UNIVERSITY, ROHTAK
(HARYANA)
 STUDENT DECLARATION

I hereby declare that the Project Report entitled ("SAE GO KART") is an authentic record of my
own work as requirements of 8th semester during the period from Feb.-2025 to April-2025 for the
award of degree of [Link]. (Mechanical Engineering), Dronacharya College of Engineering.

Anubhav
24565
Date: ____________________

Certified that the above statement made by the student is correct to the best of our knowledge and
belief.

Examined by:

Head of Department
(Signature and Seal)
 ABSTRACT

A Go Kart, also called a Go Kart, is a four-wheeled vehicle designed and meant

for racing only (though in some countries it is used for fun personal
transportation). It is a small four-wheeler run by an I.C. engine. It is a miniature
racing car. Go Cart is not a factory-made product; it can be made by Automobile
engineers. This report documents the process and methodology to produce a low-
cost go-kart. Simple but innovative, we have made a simple, self-fabricated „Go
Cart‟, chassis formed by hollow rectangular bar, powered by Honda 150 cc
engine fitted with dual disc brake. The chassis are made of steel tube. There is no
suspension therefore chassis have to be flexible enough to work as a suspension
and stiff enough not to break or give way on a turn. We are replacing hollow
tubular shaft with hollow rectangular shaft. The purposes of this replacement are;
For the same length of tubular shaft, rectangular shaft weighs the same, for visual
improvement, for better mounting ability and the main thing is, it is found that
hollow rectangular shaft has more bending stress than the tubular shaft.

Each and every day the prices of petrol and diesel keeps on fluctuating. They
increase with higher rate but rarely falls down. This is tremendously depleting
the fuel reserves. So basically, it is important to design such vehicle that could
work on electric energy rather than fuels, as electric energy is available in larger
amount compared to fuels. This paper aims to design and development of
working model of cost-effective electric go-kart. Main objective behind
designing and fabricating the electric go -kart is to make it available in cheap
price, making it simple in working for even nonprofessional drivers, increasing is
strength so that it can sustain more weight and providing it with all the best
available facilities in lower cost. The paper mainly focuses on the material
selection and designing of cheaper electric system compared to other electric go-
karts manufactured, calculations required for designing the kart, basic required
analysis.
 CHAPTER 1

INTRODUCTION
1.1 Background

Go-karting, often referred to simply as karting, involves small, single-seater, open

four-wheeled vehicles that operate without a traditional suspension system. Despite
their compact design and minimalistic structure, go-karts offer a thrilling and fast-
paced motorsport experience. One of the key advantages of karting is its safety; it is
widely recognized as a relatively low-risk motorsport. Injuries in karting are
uncommon and, when they do occur, they are generally minor and non-life-
threatening. This makes it an attractive option for beginners and young drivers.

Karting is commonly regarded as the first step in the journey toward a professional
racing career. Many of today’s top-level motorsport athletes, including Formula One
drivers, began their careers in karting. It provides a foundational platform where
aspiring racers can develop their driving skills, understand racing dynamics, and learn
the competitive spirit of motorsport in a more controlled and affordable environment.

In Malaysia, interest in karting has been steadily growing over the past few years.
This surge in popularity can be attributed in part to India’s role in hosting the
Formula One™ Grand Prix and the increasing involvement of Indian teams in
international motorsports, such as the Lotus Racing Team in Formula 1. These
developments have sparked greater national interest in motorsports and encouraged
more individuals to explore karting as a hobby or competitive pursuit.

However, despite its growing appeal, karting in Malaysia is still largely restricted to
individuals who can bear the high costs associated with the sport. The initial expenses
for purchasing or renting a go-kart, safety equipment, and accessing professional
tracks can be significant. As a result, karting remains out of reach for many
enthusiasts, underscoring the need for more affordable alternatives and wider
accessibility to promote grassroots motorsport development in the country.

1.2 Problem Statement

Currently, India does not have local go-karts available which leave local karting fans
and karting operators no choice but to import it from abroad. This directly causes
the price to soar which turn away some the fans and enthusiasts from involving in
this motorsport.
1.3 Aims and Objectives

This project aims to develop a low-cost go-kart chassis by leveraging computer-aided

design (CAD) software and utilizing locally available fiberglass as the primary
construction material. The use of CAD allows for precise and efficient modeling of
the chassis structure, facilitating optimization in terms of weight, strength, and
material usage. Fiberglass, known for its lightweight and cost-effective properties,
has been selected to reduce manufacturing expenses while maintaining adequate
structural integrity.

To ensure the feasibility and safety of the design, the chassis will be analyzed using a
Finite Element Analysis (FEA) package. This simulation-based method enables the
assessment of stress distribution, deformation, and load-bearing capacity under
various operating conditions. The results obtained from FEA will guide further
refinements in the design to enhance performance, durability, and safety while
keeping production costs minimal.

By combining modern digital design tools with affordable, locally sourced materials,
this project seeks to offer a practical solution for cost-effective go-kart fabrication,
making the sport more accessible to a wider range of users.

1.4. Methodology

The SMITSONICS started with the process of brainstorming; literature review and
continued with designing; design analysis; fabrication; assembly and documentation
according to the standard specification of Go-kart. We approached our design by
considering all possible alternatives for a system and modeling them in CREO 6.0.
The model was then modified and retested for the final design. The design process
of the vehicle is iterative and is based on various engineering and reverse
engineering processes depending upon the availability, cost and other such factors.
The design objectives, set out to be achieved were three simple goals applied to
every component of the vehicle: durable, light-weight and high performance, to
optimize the design by avoiding over designing, which would also help in reducing
the cost, with this we had a view of our kart. This started our goal and we set up
some parameters for our work,
 • Frame design
• Steering system design
• Brake and wheels
• Drive train design
• Bodywork design
• Assembly of sub design
• Analysis of Design
• Body and composites
• Study of Engine
• Fabrication of Chassis
• Fabrication of Parts to Chassis
• Driving and Testing
• Calculation of actual parameters of Kart.
• Comparison of actual and design parameters.
We proceeded by setting up the budget for the project and worked to fabricate
the entire kart in most economical way possible.

1.5 Design
We approached our design by considering all possible alternatives for a system and
modelling them in CREO 6.0. The model was then modified and retested for the
final design. The design process of the vehicle is iterative and is based on various
engineering and reverse engineering processes depending upon the availability,
cost and other such factors. The design objectives, set out to be achieved were
three simple goals applied to every component of the vehicle: durable, light-weight
and high performance, to optimize the design by avoiding over designing, which
would also help in reducing the cost, with this we had a view of our kart. This
started our goal and we set up some parameters for our work, distributed ourselves
in groups. Sub- Teams for design

• Frame design
• Body and composites
• Steering system design
• Brake and wheels
 • Drive train design
• Bodywork design
The design section of this report is broken into three major topics-
• The design objectives
• Considerations
• Testing
We have used the steel tubular Ex. AISI 1020, AISI 4130, with a rigid cubical
section having mass content of which is ≥ 5 % for the chassis design. The design
is made with the robust material to meet the required stress caused on the
extreme driving condition. All parts made from composite material are
forbidden on the kart, except for the seat, the floor and the chain guard. The
flexibility of the chassis frame corresponds to the elasticity limits of the tubular
construction Based on the overall objectives of the durability, performance and
light weight design, the component is evaluated by the design team and must
meet all of the criteria to become a part of the overall successful design
alternatives were also considered during each process and testing commenced
once the chosen design met the design objectives.

1.6 Frame
1.6.1Design Objectives

The chassis frame is a critical component in the design of a go-kart, serving as the
central structure that supports all other systems and components, including the driver.
It must be carefully engineered to meet the technical requirements of competitive
karting, prioritizing safety, strength, and functionality. The main objective of the
chassis is to securely and efficiently encapsulate all elements of the kart while
withstanding the various loads and stresses that occur during motion.

The chassis is constructed using a steel tubular frame with a cylindrical cross-section,
which is a standard material and design approach in kart manufacturing. This choice
ensures a balance between structural integrity and lightweight performance, enabling
the kart to remain agile while maintaining sufficient durability. All essential
components, including the engine, seat, steering system, and wheels, must be rigidly
attached to the chassis. A firm and cohesive structure is vital for stability and
performance.

Regulations strictly prohibit the use of articulations in the chassis structure, meaning
there can be no moving joints or mechanisms along one, two, or three axes. The only
permitted articulations are in the steering system, specifically for the proper
functioning and support of the steering knuckle. This ensures that steering remains
responsive and precise without compromising the rigidity of the overall frame.

Additionally, the use of hydraulic or pneumatic systems intended to absorb shocks or

dampen oscillations is not allowed. This reinforces the need for a rigid, suspension-
free design that relies on chassis flexibility for handling. To comply with safety
standards, no part of the kart should extend beyond the outer boundary defined by the
front fairing, rear wheel protection, and wheel extremities. This limitation ensures
compactness and minimizes the potential for contact during competitive racing

1.6.2 Considerations

The frame design was initially developed with a strong emphasis on meeting the
safety requirements of the intended racing event. The primary safety consideration
during the design phase was to ensure adequate clearance between the driver’s seating
position and other rigid components of the vehicle, such as the engine compartment
and structural bracing panels. This precaution was taken to minimize the risk of injury
in the event of a collision or sudden impact.

After these fundamental safety requirements were addressed, additional design

elements were incorporated to further enhance driver protection and comfort. The
chassis layout was carefully configured to provide the occupant with sufficient space
to operate the vehicle with ease. This included optimizing the placement of pedals,
steering components, and seat positioning to ensure ergonomic access and minimize
driver fatigue during operation.

By prioritizing both safety and driver usability from the outset, the chassis design
achieves a balance between structural integrity, crash protection, and operational
efficiency, making it suitable for competitive karting conditions.
1.7. Steering System

1.7.1Design Objectives

The steering system is designed to withstand the stress of safely maneuvering the
vehicle through any type of possible condition at the time of driving. The purpose of
the steering system is to provide directional control of the vehicle with minimum
input. The main goal for steering radius of 4m or less and have 100% Ackerman
steering. Steering system must be controlled by a steering wheel which a
continuous rim not incorporating any reflex angles in its basic shape. The upper and
lower 1/3 of the circumference may be straight or of a different radius to the rest of
the wheel. The rim must be manufactured with a metallic structure made of steel or
aluminum. Any device mounted on the steering wheel must not protrude by more
than 20 mm from the plane forward of the steering wheel and must not have sharp
edges. Flexible steering controls by cable or chain are forbidden. All parts of the
steering must have a method of attachment offering maximum safety (split pins,
selflocking nuts or burred bolts). The steering column must have a minimum
diameter of 18 mm and a minimum wall thickness of 1.8 mm. It must be mounted
with a safety clip system for the lower bearing restraint nut. The steering column
must be made of steel.

1.8 Axle

1.8.1 Design Considerations

Go-karts employ different types of rear axle configurations depending on the

environment in which they are used and the level of performance required. The most
common types include single-wheel drive, dual-wheel drive using a live axle, and
more advanced systems employing a differential. Among these, the live axle setup is
one of the most widely used due to its simplicity, low cost, and effectiveness—
especially in off-road applications.

A live axle refers to a solid axle shaft that directly connects both rear wheels and
rotates as a single unit. In this configuration, the wheels are mounted rigidly to the
axle, which is powered by the engine through a chain and sprocket system. This
means both wheels receive power equally and spin at the same speed whenever the
kart is in motion.

One of the key benefits of using a live axle is improved traction. Since both wheels
are driven simultaneously, the kart has better grip on low-traction surfaces such as
sand, gravel, or loose dirt. In such terrains, a single-wheel drive configuration might
result in one wheel spinning out while the other does not receive enough torque. The
live axle eliminates this issue by ensuring constant power delivery to both wheels,
thereby maximizing contact with the surface and maintaining forward momentum.
This makes live axles particularly well-suited for off-road go-karts and racing
applications where traction is critical.

However, while live axles excel in off-road conditions, they come with notable
drawbacks when used on paved or high-traction surfaces. The most significant issue
arises during cornering. In a turn, the outer wheel naturally needs to rotate faster than
the inner wheel to follow a wider arc. A live axle, however, locks both wheels to
rotate at the same speed. This mismatch causes the outer wheel to slip or drag across
the surface to compensate for the difference in required rotational speed.

This phenomenon, known as "axle bind," leads to increased tire wear, reduced turning
efficiency, and added strain on the drivetrain components. On soft surfaces like dirt or
sand, the slippage is easily absorbed by the ground and poses minimal issues.
However, on asphalt or compacted soil, the high level of traction prevents the
necessary slip, making turning more difficult and potentially destabilizing the kart
during sharp maneuvers.

To overcome this limitation, more advanced karts may use a differential, a

mechanical device that allows the rear wheels to rotate at different speeds while still
being powered by the engine. Differentials improve handling and cornering on paved
tracks but come at the cost of increased weight, complexity, and price. This makes
them less attractive for low-cost or entry-level kart builds, where simplicity and
affordability are priorities.

In summary, live axles are a practical and effective solution for many go-kart
applications, especially in off-road conditions where traction is prioritized over
precision handling. While not ideal for hard-surfaced racing due to their cornering
limitations, their ease of use and mechanical simplicity continue to make them a
popular choice among hobbyists and amateur racers alike.

1.8.1 Differentials

A more complicated solution to this problem is to use a differential on the rear axle,
just like a car has. This allows both wheels to be powered, and allows for easy
cornering. However, it's not the best solution for serious off road. This is because
when traction is lost on one wheel, it will spin and the other won't turn at all,
effectively giving you a single-wheel drive.

1.8.2 Single Wheel Drive (Fixed Axle)

If you plan to use the kart for serious off road, then a live axle is the way to go. But
for hard-pack and asphalt, you can't beat a single wheel drive for the price. A single
wheel drive runs a chain from the engine clutch straight to the drive wheel, which
has a sprocket mounted directly to it. The other rear wheel is left to spin free-wheel.
A single wheel drive is by far the easier and cheaper than a differential, and give you
the needed slip for on-road and hard pack dirt driving. Many parts houses sell
complete assemblies that have the rear wheel, sprocket, and brake as one. This will
save you some cash and simplify the need to match bolt hole patterns for
independently purchased pieces.

1.8.3 Tandem Axle

With a tandem axle, there are multiple axles located in relatively close proximity to
each other. The purpose of this design is to increase the weight capacity of the
vehicle and is most commonly used on large trucks.

1.9 Drive Train

1.9.1Design Objectives

The design objective of drive train depends on followings points

1) Purpose of drivetrain
2) Types of wheels
3) Comparison of drivetrain strengths and weaknesses
4) Resources and needs
5) Which drive train is best for you?
6) According to specifications of power train consists of.
1.10 Brakes and Wheels

1.10.1 Design Objectives

The vehicle must be equipped with a braking system that is operated by a single
control. Rear braking is only allowed. “Brake-by-wire” systems are prohibited.
Braking fluid should be preferably DOT-3 or DOT-5. The brake control the link
between the pedal and the pump(s)] must be doubled (if a cable is used, it must have
a minimum Ø of 1.8 mm and be blocked with a cable clip of the flat clip type). Brake
discs must be mandatorily be made from steel, stainless steel or cast iron. Everybody
can use tires of their choice. The rims must be fitted with pneumatic tires (with or
without tubes). The number of wheels is set at four. Only the tires may come in
contact with the ground when the Driver is on board. By set of tires is meant 2 front
tires and 2 rear tires. The simultaneous use of tires of different makes or of “slick”
and “wet weather” tires on a kart can be used. The attachment of the wheels to the
axles must incorporate a safety locking system (such as split pins or self-locking
nuts, circlips, etc.). The use of rims complying with the technical drawing appended
is compulsory.

1.11 Bodywork

Non-metallic; carbon fiber, Kevlar and glass fiber are allowed only in case of Super
karts. We have used glass fiber materials for designing of the bumpers considering
exceptionally that it shall not have any sharp angles as a result of a possible breakage
and splintering it. Fiber Glass is used in the front, side and rear bumpers and the
driver’s seat considering there is no sharp edges and with a sturdy look. There is no
angle of splintering of the fibre glass from any sides which can cause any accidental
damage.

The thickness of the fibre glass is 2.5mm.

1.12 Safety Protocols

The go-karts are designed for race and recreational purpose so the safety of driver is
of prime importance. While designing and fabricating of go-kart the certain safety
standards should be followed. The safety gears that are used in our go-kart are, 1.
Seat Belt. 2. Fire extinguisher. 3. Faring and Body Works. 4. Engine Shield. 5. Chain
Guard. 6. Rear View mirror The seat belt comes from top right of seat and ends at
left hand side of the driver hence providing complete safety against jerks during
motion of kart. The seat belt is made of Nylon and polyester webbing which are
generally used in seat belts of racing karts. Two Fire extinguishers are installed, One
at the rear of the kart and other at front of the kart within the reach of driver. The fire
extinguisher is installed so that if by any chance the kart catches a fire the driver can
use it to extinguish the fire thus ensuring the safety of driver. The farings made up of
FRP is used as body work to prevent the direct impact on the chassis and main frame
of the kart. The farings are used in rare, front and both the sides of kart thus
preventing kart from direct impact during side bumping , head on collision and rear
impact. Engine shield is made of refractory material that do not lose its property due
to heat transferred by the engine. The chain guard covers the chain. It prevents the
damage to body works and provides safety to driver in case it leaves the sprocket due
to malfunctioning. Rear view mirrors on both sides of the steering wheel are very
important during taking sharp turns. The mirrors also help in situations where
opposition karts are trying for overtaking maneuvers.
 CHAPTER 2

LITERATURE REVIEW
2.1 Brief History of Go-Kart

Go-karts utilize a variety of rear axle configurations, each selected based on

environmental conditions and performance requirements. The most common options
include single-wheel drive, dual-wheel drive with a live axle, and more advanced
systems incorporating a differential. Among these, the live axle configuration is one
of the most widely adopted due to its simplicity, cost-effectiveness, and strong
performance in off-road scenarios.

A live axle is defined as a solid axle shaft that rigidly connects both rear wheels,
rotating as a single unit. In this system, power from the engine is transmitted via a
chain and sprocket directly to the axle, causing both wheels to rotate at the same
speed simultaneously. This unified rotation ensures balanced power distribution and
simple drivetrain mechanics.

One of the primary advantages of a live axle is enhanced traction, especially on

loose or low-traction surfaces such as sand, mud, or gravel. In contrast to single-
wheel drive systems—where only one wheel receives power and may spin out—live
axles distribute torque to both wheels. This dual-wheel drive increases the contact and
grip with the surface, providing superior propulsion and control in challenging
terrains. For this reason, live axles are especially beneficial for off-road go-karts,
which demand reliable performance in uneven or unstable environments.

However, while live axles offer improved traction, they present limitations in
maneuverability on hard or high-traction surfaces. The most prominent issue emerges
during cornering. As a vehicle turns, the outside rear wheel must travel a greater
distance than the inside wheel, requiring a faster rotational speed. A live axle, by
design, forces both wheels to spin at the same rate. This conflict leads to what is
known as axle bind, where the outside wheel is forced to slip or drag to match the
speed of the inside wheel.

On soft terrain, this forced slippage poses little concern, as the surface can
accommodate the movement. On asphalt or packed dirt, however, the traction is too
high to allow easy slipping. As a result, turning becomes more difficult, and
additional stress is placed on the tires and drivetrain. This may also lead to premature
tire wear and decreased stability in sharp turns.

To address this challenge, more advanced go-karts may employ a differential—a

mechanical device that enables each rear wheel to rotate at different speeds while still
receiving engine power. Differentials greatly enhance cornering performance and
handling, particularly on paved surfaces. However, they introduce additional
complexity, weight, and cost, making them less suitable for budget-conscious or
beginner-level go-karts.

In conclusion, live axles represent a robust and straightforward solution for many go-
kart applications, particularly in off-road or low-traction environments where
consistent traction outweighs the need for sharp cornering. Though they are less
effective on smooth, high-traction tracks, their ease of maintenance and lower cost
continue to make them a preferred choice for recreational and amateur kart builders.

2.2 Main Components of Go-Kart

2.2.1 Chassis

The chassis of a go-kart or also known as the go-kart frame is like a foundation that
attached to the axles and holds the engine of the go-kart. It is crucial to have a good
design of chassis that will it gives the go-kart better traction for the driver to
manoeuvre especially diving in corners at high speeds. Hence, according to Walker
(2005), the absence of conventional suspension in go-kart compare to a normal
vehicle requires the chassis itself to be flexible as a replacement of the suspensions.
Yet, the go-kart chassis has to be rigid enough to withstand the strains it might
experience such as weight of the drivers. In addition, a good traction from a proper
design will also have less vibration which resulting a longer chassis life span. For
who takes karting seriously, they need a chassis that are able to suit different track
conditions. Depending on the conditions of the track, a dry track will require a stiffer
chassis; whereas a wet track will require a more flexible chassis. Therefore, there a
chassis is designed to have removal stiffening bars on the rear, front, and side of the
go-kart that can be removed or added depending on the track conditions. There are
four types of chassis which are caged, open, offset and straight chassis. A caged
chassis has a roll cage that surrounds and protect the driver in an event of a roll-over.
It usually used for karting on a dirt track where the terrain mostly uneven. As for
open, offset and straight chassis, it does not have roll cage. Offset and straight
chassis simply differentiate from each other based on the different position of the
driver.
2.2.2 Engines

Typical go-kart will have two-stroke and four-stroke engines to choose from. By
referring to Vortex’s engine specifications, a two-stroke engine usually produces
power at range of 8hp single-cylinder unit to 90hp with a twin cylinder unit (Vortex,
2010). Whereas, four-strokes engine from manufacturer such as Aixro which can
produces at maximum power up to 45hp (Aixro, 2010). Engine of a kart is also as
important as the chassis as it drives the go-kart around the track.

2.2.3 Transmission System

Similar to any other transmission systems, by using gear ratios, it is important in

order the conversion of power from engine to prop shaft. It consists of drive train,
prop shaft, final drive shafts and whit or without gearbox and clutch, depending on
the type of gokart. However, there is no differential in a go-kart’s transmission
system compare to conventional transmission especially in Karting World
Championship which it is prohibited (CIK-FIA, 2010).
2.2.4 Tyres

Unlike vehicles tyres use on normal road to cater for different road conditions,
gokart has specific tyres for dry or wet track so that drivers can have maximum
performances and grips from the tyres. Slick and wet tyres are two main types tyres
used in karting. A slick tyre does not have grooves on the tyre. On the other hand,
wet tyres which are grooved are used in order to have more grips when the track is
slippery.

2.3 Fibreglass

Fibreglass or to be exact, fibre-reinforced polymer (FRP) is a fibrous composite:

polymer-matrix composite. As the name indicated, it consists of polymer resin as
matrix such as the least expensive polyesters and vinyl esters, reinforced with glass
in its fibre form. According Erhard (2006), fibreglass is widely used in aerospace,
automotive, marine and construction industries.

2.3.1 Characteristics of Fibreglass

Callister (2006) compared glass in fibre form to glass in bulk form and founded that
glass in fibre has higher tensile strengths. This is due to the probability of fewer
critical surface flaws in fibre than in bulk material. In another context by Jones
(1975), he pointed out that in materials that have dislocations, fibre form material
experiences fewer dislocations compare to its bulk form. However, fibre needed
matrix as the binder material as a medium for the fibre to take load in the form of a
structural element, but the matrix phase only sustains small amount of applied load.
In addition, beside the matrix material is ductile; it also protects the individual fibres
from mechanical abrasion or chemical reaction with the environment which will
cause surface damage. Furthermore, the matrix phase also minimizes the risk of
catastrophic failure as it is able to prevent crack propagation. Besides that, fibreglass
usually employs lamination techniques where the orientation of fibre direction of
each layer is manipulated in various directions so that the strengths and stiffness are
tailored to meet specific design requirements of the structural element. Generally,
according to Callister (2006), reinforcement and strength are at their maximum when
all fibres are parallel; perpendicular they are a minimum.

2.3.2 Advantages and Disadvantages of Fibreglass

Fibreglass is becoming increasingly the materials of choice especially in product and

applications that require the high strength to weight ratio and high flexural strength.
Its flexibility to customize to desired strengths and stiffness also maximized the
material usage and minimized wastage. The life spans of fibreglass products are also
longer as fibreglass has resistances characteristics against mechanical abrasion or
chemical reaction. Directly, fibreglass products have low maintenances and high
durability which make it a cost-effective material. Last but not least, fibreglass also
gives designers greater design freedom as it has fewer constraints on size, shape,
colour or finish compared to others common materials such as steel. Due to the
unique properties of fibreglass (high strength and low elastic modulus compared to
steel), it does not offer plasticity that steel has. Besides that, fibreglass also suffers
from stress corrosion and lack of ductility (Gdoutos et al., 2000).

2.4 Finite Element Analysis

The finite element analysis (FEA) used numerical method or often known as finite
element method (FEM) that can be applied to approximate solution for an
engineering problem. The approximate solution is obtained by idealized a product
model by splitting it into as many small discrete pieces called finite elements or more
commonly known as elements, which are connected by nodes. This dividing process
is known as mesh generation. Each of the generated elements has exact equations
that define how it reacts to certain load. Hence, accuracy of the solution can be
increased by refining the mesh generation. The fundamental of FEM can be found
under Appendix B.

2.4.1 Type of Finite Element

As mentioned in the previous part, finite elements are often just called elements.
Basically dimensional (1D), two-dimensional (2D) and three-dimensional (3D)
elements are the three most common elements, where the typical general idealization
geometry for each type of elements.
2.4.2 Type of Finite Element Model

Linear and non-linear are the two basic classifications of model that frequently
applied by FEA to tackle static engineering problems. Linear model is simply refers
to the geometry and its elements that being analysed are restricted to linear
behaviour. On the contrary, non-linear model includes all others static problems that
does not cover by linear model. In many case, however, a non-linear model is
favourable compare as linear model differ too much from reality and provide crude
or misleading information. As a result, using linear analysis might lead to over-
design which increase the overall manufacturing of the products.

2.4.3 Application of FEA On Composite Materials

A detailed description of the finite element method is beyond the scope of this report
since FEA algebraic equations varying from several thousand to several million
depending on the model size. Thus, Kollár& Springer (2003) has summarized the
application of FEA on composite materials to few major steps which can be found
under Appendix C. The laminate orientation and the generation of FEA models are
key factors when performing FEA on composite materials. This can be seen in
Solazzi and Matteazzi (2002) study of structural analysis of a frame for go-kart on
the usage of different materials (aluminium, titanium and composite materials) where
the authors have paid great attention in generation of reliable FEA models. The
authors have go the extent of generating couple of FEA models and the final FEA
model is chosen based on the accuracy of results (by comparing it to the
experimental results). The authors have also defined the orientation of the laminate
of composite materials clearly when they simulating the go-kart frame. Furthermore,
FEA on laminate composite materials properties are more likely defined as
orthotropic and anisotropic materials. This is due to the fact that isotropic materials
are usually unproductive since excess strength and stiffness is unavoidably available
some different direction (Jones, 1975). For example, numerous studies like Pavan et
al. (2006), Liu and Zheng (2008), Xu et al. (2009), Nanda et al. (2009) all have used
orthotropic and anisotropic material properties in their studies. Therefore, it is
important to define the type of material properties of laminate composite materials
correctly as it affects the accuracy of the results. In addition, the type of elements
used to simulate composite materials is entirely depends on the type of composite
materials used.
2.4.4 Application of FEA on Go Kart Chassis

The application of FEA on the development of the technical characteristics and

dynamics of go kart chassis has only gained momentum in recent years. Before that,
the development of go kart, it has always been carried out predominantly on the track
through physical testing activities (Muzzupappa et al., 2006). Since go-karts do not
have any type of system suspension and differential, its technical characteristics are
strongly influenced by the shape and stiffness of the frame (Natoli, 1999). Hence, a
lot of studies have showed that the torsional stiffness of the go-kart chassis is
essential as it greatly affects the vehicle global performance. For instance, various
studies such as Baudille et al. (2001), Baudille et al. (June 2002), and Solazzi and
Matteazzi (2002) all have implement FEA in effort to study the torsional stiffness of
the go-kart chassis. Furthermore, in another study by Muzzappa et al. (June 2005),
they had defined their go-kart chassis in FEA through shell-type elements. In
addition to that, most of the studies had also validated their FEA analysis process by
performing physical test (experiment) on a go-kart chassis. Most studies has also
looked into the displacement of the chassis through static loading test. Hence, all
these suggested that in order to develop a feasible go-kart chassis, the torsional
stiffness and bending deflection of the chassis has to be taken in considerations. It
also suggested experiment has to be carried whenever possible in order to validate
the results of FEA simulations.

2.4.5 FEA/CAD Packages

Nowadays, new generation of FEA suites incorporates solvers into CAD software.
FEA is important to engineer because it helps engineer understand the possible
response of a structure when there is no closed form solution. By using FEA, a
product’s performance in a virtual environment is able to be simulated. Therefore, it
has the advantage to optimize design without producing a prototype over and over
again; product cost and development time are reduced.

Go-kart technology has been widely developed since the introduction of wheels. But,
it was not fully implemented in racing activity until the past three hundred years in
America. The first go-kart was simply a cart consisting of wheels and handles jointed
together as children pushed from behind when learning to walk or a four-wheeler
platform where children where children can sit on it while another push the kart
around. Go-kart was invented in California by Art Ingels and Lou Borelli using
100cc mower engines and strong steel frames. Then, newly designed karts were
beginning to gain popularity in Britian around the year 1959-1960. Go-kart has long
existed in our world whether used in sport or recreation. According to Graham Smith
(2002), Art Ingels who was a veteran hot rod and race car builder at Kurtis Kraft in
California, America invented the first ever go-kart in 1956. Initially, karting is a
leisure motorsport enjoyed by airmen during the post-war period. The sport is
quickly caught on with Go Kart Manufacturing Co. Inc. Being the first company to
manufacture and distribute go-karts after two years. In 1959, McCullough also jump
in the bandwagon of the industry, by becoming the first company to manufacture go-
kart engines. Although go-kart originated from United States, it has also gain
interests from countries all over the worlds especially Europe. For example,
according to Tony Kart’s company profile in its website from Italy, they have been
producing gokart since 1958 and emerged as one of the main manufacturer to date.
Today, kart racing is governed by CIK-FIA which was founded in 1962 is the current
primary international sanctioning body for kart racing. It is also a part of FIA since
2000 which is a governing body for motorsport across the globe. CIK-FIA plays an
important role in regulating kart racing related matters such as technical regulations.
 CHAPTER 3

COMPONENTS &FABRICATION
3.1 Go-karts must have

• Brakes
• Throttle
• Bumpers to stop the rear wheels coming into contact with another kart.
• Plastic front bumper
• The chain must be able to be adjusted.
• Standard off the shelf parts must be used.
• Toe-in and chain must be able to be adjusted.
• Chainguard
• No sharp edges
• Correct steering geometry
• Remote kill switch

3.2 Parts you will need:

I recently bought a number of parts from cut price racing, they have almost
everything you will need and their service was excellent .

• 30mm hubs
• Sprocket or disc carrier
• sprockets chain and clutch
• Mechanical Brake Caliper With Brake Pads & Cable
• Go Kart Brake Disc
• Self Align Pillow Block Bearing 30mm
• 4 Tires (You can find these on eBay, a new set can cost up to and over 3000, but
if you get a used set they can cost less than 1000 or free)
• Steering Wheel (You can get a cheap second hand wheel for about 200 on eBay)
• Seat (You can use any seat you can find but we are using a fiberglass seat. You
can get one on eBay for about 4000)
• Engine (We are using a mower engine which you can off an old mower or look
on eBay for a few dollars)

3.3 Tools we used.

• Drill press
• Metal Lathe
• Tap and die
• Hack saw
• Grinder
• MIG welder
• Cordless drill
• Roller
3.4 Cost Estimation

Table3.1 Cost Estimation

Item Cost(Rs)
Frame 4000/-
Metal Pipe 1000/-
Wheel 13000/-
Engine 5000/-
Nut/Bolt 1000/-
Wiring work 1000/-
Steering 1000/-
Machining Cost 4000/-
Total 30000/-

Fig 3.1 Images for reference & design

 CHAPTER 4

ADVANTAGES & APPLICATION

ADVANTAGES

Acceleration is usually better than conventional petrol engine karts and the speed is
sufficient for use on most kart circuits. Torque in electric motors are usually greater
than that of a petrol engine equivalent.
Electric go-karts are low maintenance, requiring only that the lead-acid batteries of
the karts to be plugged into an array of chargers after each run. Since they are
pollutionfree and emit no smoke, the racetracks can be indoors in controlled
environments. Most fully charged electric karts powered by lead-acid batteries can
run a maximum of 30 minutes before performance is affected. An alternative is
lithium polymer or lithium ion batteries, which last longer and offer higher
performance.
Electric go-karts do not have fuel tanks or other flammable materials which can
prove to be safer in case of an accident. However, batteries (especially lithium
polymer batteries) can still catch fire or explode if severely damaged during such
accident.
Deciding to buy your child a go kart can be a difficult decision to make. If you have
already decided to take the plunge, then you may be trying to decide whether gas or
electric go karts are the better choice. Electric go karts have a number of advantages
over karts powered by gas. This article will share with you those advantages.

Easier to Start

Gas go karts can sometimes be very difficult to start. They do not have an ignition
switch like we are fortunate enough to have in our cars. This is not a problem with
electric go karts, as they do have an ignition switch. All your kids have to do is turn
the key, and they are on their way to having a good time.

Safer

Go karts that rely on gas for power can be dangerous due to the fact that gasoline is
extremely flammable. Most parents wouldn’t be too thrilled with having their kids
handling gasoline. Even kids can safely handle the batteries required by electric go
karts. Also, most electric karts have some form of speed control so that parents can
control how fast their kids are able to go.

Environmentally Friendlier

Everyone knows that burning gas releases toxic fumes into the atmosphere. For the
environmentally conscious parent, electric go karts are the perfect solution. In
addition to helping save the Earth, your kid won’t be breathing in any poisonous
fumes while he’s having fun in his new toy

Noise

The engine of gas powered go karts make a lot of noise when running. If you live in
a relatively quiet neighborhood, this may cause problems with your neighbors.
Electric karts make considerably less noise

Maintenance

Maintenance costs for go karts powered by gas can add up quickly. You will need a
constant supply of fuel and oil. In addition to this, gas engines are more susceptible
to breakdowns and oil leaks. With electric go karts, you can simply recharge the
battery time and time again. Also, they have much less moving parts, so they are far
less likely to break down.

Performance

Electric go karts have more efficient engines than gas go karts. They easily
outperform gas powered karts in handling and performance. Also, they are virtually
impossible to tip over while cutting sharp corners like gas go karts are vulnerable to
doing. If you decide to invest in a go kart, make sure that it is safe and dependable
enough for your child. Electric karts are usually the best choice as stated in the
reasons above.

APPLICATION
We must have heard about recreational karts and how they are powered with a great
four-stroke engine for attaining a top speed level of workability. Most of the
recreational models come with a single-seater but some come with an extra seat that
can accommodate any passenger with great ease.
 CHAPTER 5

FUTURE SCOPE & CONCLUSION

CONCLUSION

The 98cc, 2 stroke, 4 wheeled racing car, Go-Kart, we finally made one under 25K
which is a big truth. But we made just a proto type of that performance machine. The
materials we used are not up to the mark of automotive standard. Big companies will
design one go-kart at a minimum of 2 years. But we made this from within two
months. We do not recommend driving this go-kart at a speed of 80 km/hour but it is
best suited in 30-40 km/hour speed. An old men aged about 50+ and women can also
drive this gokart. The report is prepared in such a manner that every layman can
understand the details pertaining to the project. The report is prepared in simple
language and described well. The report give adequate idea and design guide lines
for making suitable report is expected to prove valuable to the successor students of
mechanical engineering to know the essentials of a project and project report. The
matter discussed in the early pages just give a broad outline of small-scale industries.
We have, tried to cover all the aspects concerned with our project. The design and
construction for GO-KART DESIGN has become more challenging due to number
of constraints. Thus this report provides a clear insight in design and analysis of our
vehicle. The making of this report has helped us in learning of various software.

From the result obtained, the objective of the project is achieved and complete within
the planned time frame. A low cost go-kart chassis was designed with CAD and a
prototype has been built by using locally available fibreglass. The feasibility of the
gokart design was been examined through FEA package which later is validate
through experimental analysis of the fibreglass go-kart prototype. The torsional
stiffness of the fibreglass go-kart has also been study beside the bending deflection
behaviour of the go-kart. However, the advantage and the application of FEA
package is not fully maximize. This was due to several reasons. One of the major
causes is the lack of necessary understanding of the FEA package that been used
throughout this project. Thus, due that reasoning, it more or less contributes to the
errors occurred. Besides that, there are is still lack of methodology and baseline data
that can be use as a yard stick when it comes to the analysis of go-kart chassis. For
instance, the data obtained from go-kart when it been drive around the track is still
not common and available for the study of the public.
FUTURE SCOPE

Go-karts, traditionally powered by internal combustion engines, can be developed

using cost-effective and environmentally conscious alternatives. A four-stroke
engine remains a popular choice due to its fuel efficiency and durability. To reduce
dependency on conventional fossil fuels, bio-fuels can be considered as a viable
alternative to petrol. These fuels are typically derived from renewable biological
resources and offer a lower-cost, cleaner-burning option.

Additionally, solar energy presents a promising opportunity for sustainable kart

development. The integration of solar panels onto the go-kart’s body or charging
systems can harness renewable energy, offering a pollution-free and moderately
priced power source. While solar-powered go-karts may not yet match the
performance levels of traditional combustion engines, ongoing advancements in
battery and solar panel technologies are narrowing the gap.

In terms of comfort and drivability, the inclusion of a suspension system can greatly
enhance ride quality. By reducing vibrations and shocks experienced on uneven
surfaces, a suspension system not only improves the comfort of the driver but also
protects the structural integrity of the vehicle and extends component life.

The aerodynamic design of the go-kart’s body is another area with significant
potential for performance gains. By shaping the kart to minimize air resistance, its top
speed and energy efficiency can be improved. Additionally, using durable materials
and body panels can protect the kart from environmental conditions, such as dust,
moisture, and UV exposure.

From an engineering standpoint, Finite Element Analysis (FEA) plays a crucial role
in validating the mechanical integrity of the go-kart chassis. However, current FEA
practices can be further enhanced. To improve reliability and accuracy, future
development should include validation of FEA results through dynamic
experimental tests. Real-world data collected during on-track testing can confirm
simulation accuracy and guide further refinements in design.

Moreover, cross-validation using multiple FEA software packages can provide a

more comprehensive understanding of structural performance. By comparing results
from different platforms, discrepancies can be identified and resolved, ensuring a
more robust and accurate analysis.

The use of composite materials—such as carbon fiber or hybrid composites—

instead of relying solely on fiberglass is another promising avenue. Composites offer
an excellent balance of strength, stiffness, and weight reduction, which are key
performance factors in motorsports applications. Future research and development
can focus on integrating these materials while maintaining cost efficiency.

Finally, experimental testing on the track remains essential for real-world

validation of go-kart chassis performance. Analyzing how the chassis responds under
actual driving conditions will provide critical insights into vehicle dynamics and
durability. This real-world data, combined with driver feedback, is invaluable for
designing karts that not only perform well in simulations but also excel in practice. In
professional motorsport, driver input is often the final and most decisive element
in optimizing vehicle performance—a principle that equally applies to go-kart design.
 Refrences

 BRAR, A. S. (2020). OPTIMIZATION AND DESIGN ANALYSIS OF GO-KART ELEMENTS. i-manager’s

Journal on Future Engineering & Technology, 15, 26.
 Thatavarthy.Rasmi1. (2019). Design and Fabrication of a Go-kart. INTERNATIONAL JOURNAL OF
INNOVATIVE RESEARCH IN TECHNOLOGY, 6(3), 209
 . [Link]. (2016). DESIGN AND ANALYSIS OF GO-KART CHASSIS. INTERNATIONAL
JOURNAL OF ENGINEERING SCIENCES & RESEARCH, 5(11), 8
 [Link]
 [Link]