Race Car Design

Product Information

Car design is iterative (that is, requiring repeated re-designs) because with the exception of a few parts on a car, all parts attach to another in some way. Given that these unsprung components are continually accelerating, decelerating and changing the orientation of the rotational axis (steered wheels) during a lap, the sensitivity of the vehicle to these inertias becomes important. For this article, it’s enough to understand that with all else being equal (i.e. the exact tyre, spring-damper and suspension kinematics on all four wheels), the significant input into chassis balance is the longitudinal CoM location relative to the wheelbase of the racecar.

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Vision/Concept

The FASTRACE font has a steel style, and there is a diagonal line in each of the letters that you can use to design car, motorcycle racing posters. It is also suitable for designing action movies and racing posters. The process itself is really not that complicated, but it does require some patience if you are scratch-building. Donor car builders will find their job a little easier in that the components the car comes with usually limit the design options and therefore the number of iterations necessary to get the best design possible. Design Process Variations Dodger with 30 font files is free for personal usages. This racing font by Iconian Fonts can fulfill a wide range of your needs; try it! Roadster Typeface published by Nautica Studios has 4 styles; Regular, Textured, Textured Heavy and Emboss. You can mix them to create unique designs. This font is inspired by motor and bike races. Try this font for logos, flyers, or other projects that you want a vintage feel for.

To help get the process started, we also created a “Conceptual Drawing Template” which includes many scale vehicle components, scale driver mannequins, and scale drawing paper. This template will enable you to draw out using a computer or pencil, your vision for your car. The chassis balance is often assessed subjectively, but it does have very objective roots. In the most basic terms, chassis balance describes which axle loses grip first and leads to under or oversteer. The physics behind balance forms one of the fundamental equations of cornering, namely the concept of yaw moment equilibrium.

Engineering Considerations

Wheel and suspension components and their association with the notorious ‘unsprung mass’ needs little introduction. However, the importance of this mass when associated with dynamics is perhaps less understood further than that it should be minimised. By locating the main masses strategically to optimise balance, weight transfer, and yaw accelerations, interaction with the suspension system provides a platform for all other pieces in the puzzle to create the equation of performance. Designing your own vehicle, even if you don’t build it, can be a very rewarding experience. You’ll learn a lot about how cars work and if you do build it, you’ll be part of a select group of people who’ve taken on the challenge of building their dream.

The desired CG location will generally depend on neutral steer points (which depends on the choice of tyres), the location of the aerodynamic center of pressure (CP), required load on driven wheels for traction and required load on steering wheels for control. In addition, the CG must be as low as possible, to reduce lateral transfer on the car. During this step, the design team will gather information that will serve as a foundation to set the design constraints and goals. Here, all the regulation changes are reviewed, and their impact on the design is assessed. For example, the refuelling ban implemented in the 2010 Formula One Season, forced teams to run larger fuel tanks, and they also had to take into account the changes on CG height due to fuel burn off. Also, the introduction of restrictions on fuel flow and fuel load per race, in 2014, forced manufacturers to increase their engines efficiency. Generally, on circuit racing cars, locating heavy powertrain components close to the centre of mass is standard practice to keep the yaw inertia as low as possible.Spring stiffness nor suspension geometry can change this; it’s a hard fact. Weight transfer is undoubtedly something to be minimised, which is why you see and hear such emphasis on keeping the CoM as low as possible during the design process. Lateral weight transfer can be managed through axle roll stiffness distribution. [Jan Ivo Henze] Crucially, a thorough Balance of Performance equalisation programme is designed to make good any aerodynamic disadvantages that result from the design changes, paving the way for a good-looking car that’s still capable of winning against LMP2 rivals when the two race each other. You often hear complaints that F1 cars all look the same. This is because, to keep performance under control, the regulations are very prescriptive and there are only certain areas in which designers can innovate.