• Materials catalog updates

• Process changes in forming, coatings, machining

• Tooling changes: 3x metal, 2x plastic/rubber, 1x PCB

• New materials for fasteners and standoffs

• Notes for students

• Notes for Design Judges

• High temperature knockdowns for composite and structurally bonded accumulators

• LV Batteries and Pressurized Cylinders must be inside the chassis

• No engine mounts on the Shoulder Harness Bar or Braces

• Maximum static ride height should be <= 75mm

Suspension Geometry

• Controls Toe Angle Movement

• Controls Camber Gain

• Controls Ride Height Movement

• Good geometry gives the springs, dampers, and anti-roll bars more influence than the geometry itself

Methods for a detached wheel to disable High Voltage:

• De-pin and separate outboard communication connector

• Break communication cable

• Mechanically pull apart inboard communication cable

• Increase point spread in efficiency event

• Use linear scoring formula.

• Reduce EV energy limit to 33% of IC

• Keeping aero parts from hitting the ground

• Unexpected loads and directions

• Stopping oscillation

• Making or buying cables

Many of the common issues with FSAE halfshafts stem from these problems:

• Extreme misalignment between differential and wheel hub

• Tripod housing depth too shallow or too deep on either or both ends

• Contaminants in grease
  

• Comparing and engineering for different materials

• Strength, stiffness, triangulation, load paths, gussets

• Suspension loading

• EV Accumulator mounts

• Bearing Style Selection

• Misalignment Limits

• Installation

• Significant revamp of Electrical and Drivetrain sections

• New approach for custom PCB costing

• Most electronic modules are still cost as bought

• Travel, Backlash, Deflection

• Bearing Stiffness, Contact Area, Degrees Of Freedom

• Link Stiffness, Strength, Weight

• Steering Rack Protection

• HV Side Minimum Height

• Half-Monocoque Attachment

• Monocoque Details

• Engineer a strong battery lifespan

• EV Efficiency is as important as mass, downforce, drag, power, and mu.

• Create tools for drivers to manage energy

• Add regenerative braking later

In addition to a torsion test, local and whole-chassis FEA can show performance for different chassis designs during combined cornering, aero and bump loads, for drivetrain attachments during acceleration and braking, and for harness and other mounts during front impact.

• Set up business and school relationships.

• Recruit and organize a team.

• Write and raise a budget.

• THEN design and build the car.

In the time it takes to read this sentence, design finalists are capable of presenting data from the same day’s Autocross, along with analysis of which assumptions the data validates or invalidates, how it fits with all their other testing, and what the next steps are to continue improving the car and drivers. They do this for everything, all year.

• Energy consumption * time

• (Throttle history, rpm history) * (BSFC -or- cumulative EV efficiency maps)

• Add up fuel injector duration

Doing research, reverse engineering, setting design targets. Additional insight for teams thinking about making the EV transition.

They made a whole host of small changes that were almost imperceptible to the eye but aerodynamically significant. They also gave the car a nose-down rake by lowering the front suspension and raising the rear, both ever-so-slightly. All of the changes made the car significantly safer to drive at high speed. But the Ford Indigo was never going to be driven at high speeds as a show concept car – right?