fswiki.us - User contributions [en]

Washer

2020-05-26T11:47:45Z

IvoPivo: /* Lock washer */

=Types=
==Flat washer==
===Flat washer===
===Fender washer===
==Spring washer==
==Lock washer==
Lock washers do not lock, they resist loosening with varying effectiveness. They're designed to be a spring between the bolt head and what it's fastened in, but they are quite weak.
===Split washer===
===Serrated washer===
===Wedge lock washer===
One of the few types of washer that actually do resist vibration effectively. The washers incorporate a wedge shape with a slope angle greater than the angle of the threads, meaning that any rotation of the fastener results in increased clamping rather than reduced. "Nordlock" is the main brand of wedge lock washer. However suitable they seem for fastener locking, they can be harder to inspect than safety wire and will generally not pass [[scrutineering]] (at [[List of competitions|FSG]] at least).

=Further Reading=

* [https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19900009424.pdf NASA Fastener Design Manual]
* Carroll Smith's''Screw to Win''
''[[category:Fasteners]]''

Suspension Geometry and Kinematics

2020-05-26T11:19:16Z

IvoPivo:

==Track width==
This has 4 main considerations:
* If the track is too narrow, the car may fail the 60deg tilt test
* Narrower track increases load transfer, reducing lateral grip
* Narrower track reduces rear wing, front wing, and undertray width, reducing aero potential
* Narrower track tightens the racing line - can be very beneficial on a manuverability emphasized course, such as the autoX and endurance.
These need to be analyzed for an adequate tradeoff.

==Wheelbase==
Considerations:
* 1525mm minimum set by rules
* Shorter generally makes a more compact car, that will at least in theory be lighter and have less yaw inertia
* Shorter reduces steering angle requirement per a given corner radius, geometrically speaking
* Shorter makes the car less stable at high speeds, but the minimum set is well above any sort of safety concern
* Longer can allow more downforce, at least in theory, from undertray and side aero. But, is it worth the penalty?
* Longer can allow more flexibilty with CG longtitudonal location
An adequate compromise must be made.

==Camber==
Camber is the front view angle of the tire from the vertical axis. The top of the tire pointing inwards is referred to as "negative camber". Positive camber is never desirable (from a traction POV. Positive camber can improve driveability, as seen on 1950s F1 cars).

Why? Evening out the contact patch pressure, under lateral load.[[File:Annotation 2020-05-25 001418.png|center|middle|thumb|Camber Justification ]]

As the car rolls, the tire rolls that same amount - so, 2deg of body roll is 2deg of positive tire camber - bad! How to solve?

Either static camber (fixed), or "dynamic" - "Camber gain", from the suspension linkage. By making the upper a-arm shorter than the lower, and the inboard points closer together than the outboard, the wheel will gain negative camber with wheel travel - that is, canceling out part of the camber lost in roll. An easy way to quantify the camber gain is the Front-view swing arm length (FVSAL) - the line from the wheel center to the Instant Center (IC) of the 2 arms, found at the intersection of the extension of the arms line of action. This can allow for a simple sin/cosine relation for camber gain, although it is idealized since the FVSAL doesnt stay constant through the travel. For reference, the 2018 Ryerson car had a 45inch FVSAL, allowing it to run relatively minimal static camber.

Why would that be desirable? static camber could cause the inner part of the tire to overheat on the straights, and so even if the camber during a corner is ideal, the tire wear and tire temperature would say otherwise. So, general considerations in the solution:
* Minimize roll, to reduce the need for static camber. However, a stiffer car will be more upset by bumps, which is difficult to quantify.
* Use camber gain, but remember that in pitch camber gain will reduce the longitudonal grip (for longt, you want 0 camber)
* Account for camber deflection sources, and build in adjustabity of at least static camber.
The "ideal" compromise of these factors has requires detailed analysis.

==Toe==
A minor adjustment. A stability fine tuning tool, to make the car feel better for the driver. Not a major performance item. Generally, toe out (front of wheels pointing outwards) is for response, and toe in is for stability. You would almost never see toe out on the rear, while the front is likely to be toe out.

However, that is within the usable range (-1:1deg?). Compliance that is often present, especially on the rear, can turn an otherwise decent car into an unpredictable deathtrap. Take into consideration:
* Toe base (mechanical advantage of the toe arm)
* Bolted joint tolerance
* Anything that is not axially loaded or not a direct line of action

As Claude Rouelle said:

“Nothing is rigid; 0.2mm of deflection here and 0.3mm of deflection there, and suddenly your front camber or you rear toe is far, far away from what you thought it was. From the driver input (steering wheel, brake pedal, throttle) to the tyres’ contact patch, there are dozens of non-linear springs, dampers, and hysteresis that compromise the racecar’s response to that driver input. [[Compliance]] is the biggest enemy of your driver’s Control and Confidence.”
==Kingpin==
==Caster==
[[File:Image161.png|right|middle|thumb|Caster Offset ]]Caster is the side-view angle of the steering axis to the vertical. It affects:
* Mechanical trail
** Steering effort
** "sense of direction the wheels want to go to" - i.e, where would the wheels steer if you let go of the steering wheel
** High speed stability 
* Jacking
** Low speed oversteer inducing, as a tuning mechanism
** Another variable in steering effort
** Consider it as adding roll also!
* Steer camber
** Negative camber on outside wheel, positive on inner - both good!
*** But, do you want more camber for a tight hairpin than for a wide sweeper? I dont think so! in practice, this can be neglegible if caster is low enough, but it is a factor.

Remember, you can have "Caster offset", to independently affect mechanical trail (the most important one) from the other 2.

Also, you dont want to drown out the pneumatic trail with too much mechanical trail. Youll just end up with super heavy steering all the time, instead of giving the driver a signal of understeer like the pneumatic trail should.

==Roll Center==
==Bump Center==
==CAD Tips==
Its helpful to set the CAD up for easy adjustment.

That can be done by:
* Integrating the suspension geometry sketches into the frame file
* Having a few levels of sketches, set up for ease of parameter adjustment:
** A 2D "geometry sketch", that isnt movable, and has all the critical angles and dimensions set, as well as static roll center visible with driven dimensions
** A 3D "geometry sketch", adding in caster
** A 3D "linkage sketch" - movable, with equal length relations to the "geometry sketch" - so that it can be cycled through travel, while getting geometry updates from the geometry sketch.
It can look like this:

[[File:Image162.png|center|middle|thumb|Movable Sketch ]]

These sketches would then have in-context relations to the bellcrank, a-arms, uprights etc to have their geometry update accordingly to geometry sketch changes.

[[Category:Suspension]][[Category:Vehicle Dynamics]]

Suspension Geometry and Kinematics

2020-05-26T11:02:21Z

IvoPivo:

==Track width==
This has 4 main considerations:
* If the track is too narrow, the car may fail the 60deg tilt test
* Narrower track increases load transfer, reducing lateral grip
* Narrower track reduces rear wing, front wing, and undertray width, reducing aero potential
* Narrower track tightens the racing line - can be very beneficial on a manuverability emphasized course, such as the autoX and endurance.
These need to be analyzed for an adequate tradeoff.

==Wheelbase==
Considerations:
* 1525mm minimum set by rules
* Shorter generally makes a more compact car, that will at least in theory be lighter and have less yaw inertia
* Shorter reduces steering angle requirement per a given corner radius, geometrically speaking
* Shorter makes the car less stable at high speeds, but the minimum set is well above any sort of safety concern
* Longer can allow more downforce, at least in theory, from undertray and side aero. But, is it worth the penalty?
* Longer can allow more flexibilty with CG longtitudonal location
An adequate compromise must be made.

==Camber==
Camber is the front view angle of the tire from the vertical axis. The top of the tire pointing inwards is referred to as "negative camber". Positive camber is never desirable.

Why? Evening out the contact patch pressure, under lateral load.[[File:Annotation 2020-05-25 001418.png|center|middle|thumb|Camber Justification ]]

As the car rolls, the tire rolls that same amount - so, 2deg of body roll is 2deg of positive tire camber - bad! How to solve?

Either static camber (fixed), or "dynamic" - "Camber gain", from the suspension linkage. By making the upper a-arm shorter than the lower, and the inboard points closer together than the outboard, the wheel will gain negative camber with wheel travel - that is, canceling out part of the camber lost in roll. An easy way to quantify the camber gain is the Front-view swing arm length (FVSAL) - the line from the wheel center to the Instant Center (IC) of the 2 arms, found at the intersection of the extension of the arms line of action. This can allow for a simple sin/cosine relation for camber gain, although it is idealized since the FVSAL doesnt stay constant through the travel. For reference, the 2018 Ryerson car had a 45inch FVSAL, allowing it to run relatively minimal static camber.

Why would that be desirable? static camber could cause the inner part of the tire to overheat on the straights, and so even if the camber during a corner is ideal, the tire wear and tire temperature would say otherwise. So, general considerations in the solution:
* Minimize roll, to reduce the need for static camber. However, a stiffer car will be more upset by bumps, which is difficult to quantify.
* Use camber gain, but remember that in pitch camber gain will reduce the longitudonal grip (for longt, you want 0 camber)
* Account for camber deflection sources, and build in adjustabity of at least static camber.
The "ideal" compromise of these factors has requires detailed analysis.

==Toe==
A minor adjustment. A stability fine tuning tool, to make the car feel better for the driver. Not a major performance item. Generally, toe out (front of wheels pointing outwards) is for response, and toe in is for stability. You would almost never see toe out on the rear, while the front is likely to be toe out.

However, that is within the usable range (-1:1deg?). Compliance that is often present, especially on the rear, can turn an otherwise decent car into an unpredictable deathtrap. Take into consideration:
* Toe base (mechanical advantage of the toe arm)
* Bolted joint tolerance
* Anything that is not axially loaded or not a direct line of action

As Claude Rouelle said:

“Nothing is rigid; 0.2mm of deflection here and 0.3mm of deflection there, and suddenly your front camber or you rear toe is far, far away from what you thought it was. From the driver input (steering wheel, brake pedal, throttle) to the tyres’ contact patch, there are dozens of non-linear springs, dampers, and hysteresis that compromise the racecar’s response to that driver input. [[Compliance]] is the biggest enemy of your driver’s Control and Confidence.”
==Kingpin==
==Caster==
[[File:Image161.png|right|middle|thumb|Caster Offset ]]Caster is the side-view angle of the steering axis to the vertical. It affects:
* Mechanical trail
** Steering effort
** "sense of direction the wheels want to go to" - i.e, where would the wheels steer if you let go of the steering wheel
** High speed stability 
* Jacking
** Low speed oversteer inducing, as a tuning mechanism
** Another variable in steering effort
** Consider it as adding roll also!
* Steer camber
** Negative camber on outside wheel, positive on inner - both good!
*** But, do you want more camber for a tight hairpin than for a wide sweeper? I dont think so! in practice, this can be neglegible if caster is low enough, but it is a factor.

Remember, you can have "Caster offset", to independently affect mechanical trail (the most important one) from the other 2.

Also, you dont want to drown out the pneumatic trail with too much mechanical trail. Youll just end up with super heavy steering all the time, instead of giving the driver a signal of understeer like the pneumatic trail should.

==Roll Center==
==Bump Center==
==CAD Tips==
Its helpful to set the CAD up for easy adjustment.

That can be done by:
* Integrating the suspension geometry sketches into the frame file
* Having a few levels of sketches, set up for ease of parameter adjustment:
** A 2D "geometry sketch", that isnt movable, and has all the critical angles and dimensions set, as well as static roll center visible with driven dimensions
** A 3D "geometry sketch", adding in caster
** A 3D "linkage sketch" - movable, with equal length relations to the "geometry sketch" - so that it can be cycled through travel, while getting geometry updates from the geometry sketch.
It can look like this:

[[File:Image162.png|center|middle|thumb|Movable Sketch ]]

These sketches would then have in-context relations to the bellcrank, a-arms, uprights etc to have their geometry update accordingly to geometry sketch changes.

[[Category:Suspension]][[Category:Vehicle Dynamics]]

Welding

2020-05-26T07:15:43Z

IvoPivo: Daily reminder that metric is superior

==General Tips==

* If it’s not held, it will deform
* If it is held, but has gaps, it will deform (i.e, a tube joint should be precise)
* If welds are asymmetric, it will deform
* Fillet welds deform more than flat welds
* Your jig is the “upper limit” of accuracy
* The ONLY way to ensure it does not deform, is to gusset. An aid is well-ordered tacking (4 points)
 

4130 steel gets brittle when welded. To fix, Heat treat (either with an oxy-acetelyne torch, or a proper oven treatment). A potential way to avoid this is to weld with ER70S6 filler(weaker, but produces more mallable welds) ([https://www.lincolnelectric.com/en-ca/support/welding-how-to/Pages/chrome-moly-detail.aspx?utm referrer=https://www.google.com/ source]). Unless sufficiently proven, it would not be advised to design a frame with a <3 FOS, without heat treatment. The usage of a single cylinder also without soft mounting may be enough to crack a non heat treated (or even heat treated?) frame.

Aluminum is more difficult generally, since the oxidation layer has a higher melting point than the layers underneath. So, a tendency to blow holes is the result. Not all aluminum alloys are weldable, and the ones that are will be very brittle unless heat treated properly in an oven.

 
==TIG==
NOOOOOOOO YOU CAN'T JUST USE ONE HAND TO WELD

Highly versatile. Control of heat and feed independently (one in each hand) - allowing for fine tuning of the weld to the material at hand. Can work for aluminum and steel. A good welder will be able to weld ~.06in aluminum, and .028 steel (1.5 mm and ~0.5mm respectively in proper units).

The drawback is that it requires more skill, and more active work - making the welding slower and higher effort. While a beginner can learn to tack within less than 1h, to become capable of performing hours of structural welds takes more effort.
==MIG==
haha, welding gun go brrrrrrr

Same science principle of TIG, but now the heat and the feed are combined into one torch, with a wire spool instead of "filler rods" also serving as the electrode to close the circuit. Advantage? easy to learn, and if you weld alot of the same tube thicknesses, its "set and forget". Fast and easy, while also allowing one hand use which makes reaching into difficult spots in the frame much easier. Disadvantage? harder to do thin and small stuff - .035in steel is roughly the limit. Welds are less pretty and slightly heavier. How much heavier? I've weighed a baja frame tacked and fully welded, and on a 72lb frame, the welds were 2.5lb. I dont have any numbers for TIG, but i'd be surprised if the difference is more than 1lb. The time saved however is substantial - that frame took ~5h of shop time (not welding time) to finish weld - from tacked frame tubes+tabs, to ready to paint. The formula frames i've worked on took multiple full days, by multiple welders.

==Stick==
Does anyone in FSAE use this?

[[Category:Manufacturing Techniques]]

Compliance

2020-05-25T13:33:16Z

IvoPivo: Linked to camber angle

Compliance is the inverse of stiffness. It might seem a bit backwards at first, but perhaps becomes more intuitive when you consider "compliance budgets" (mainly considered in vehicle dynamics/suspension, but occasionally applicable to other systems).

==Compliance Calculation Applied to Suspension==
For example, every tire has an ideal [[camber angle]] for maximum lateral force generation. However, as force is generated the suspension will strain and deform, so this angle cannot be realistically maintained. It follows then that in addition to targeting a specific angle, it is also wise to define a maximum tolerable deviation from this angle (or rather a maximum tolerable grip loss), or a maximum "compliance" in the suspension, e.g. 1° at 1G lateral. This angle can then be further divided into the various components of the suspension e.g. 0.1° in the upright, 0.05° in the bearings, 0.1° in the hub and 0.2° in the rim etc. Now we have a concrete target for the respective components to be judged against.

Naturally we generally want to minimise suspension compliance, but as with everything, this cannot be done without compromises (e.g increased weight).

==Example of Compliance Minimisation==
A popular type of roast on various FS forums is pictures of suspension points mounted on a tube, away from any nodes. This violates the central rule of truss structures (two-force members only, see [[Tube Frame]]) and will result in dis-proportionate amounts of compliance as the tube bends. Reacting the suspension forces at nodes will make the assembly much stiffer at minimal cost.

[[Category:Vehicle Dynamics]]

Camber angle

2020-05-25T13:32:39Z

IvoPivo: Created redirect page

#REDIRECT[[Suspension geometry]]

Mass

2020-05-20T14:26:27Z

IvoPivo: Added rotating mass

'''Mass '''is a property of any physical body. In terms of vehicle dynamics, the main effect of mass is to change the inertia of the vehicle which affects the way the vehicle accelerates and rotates. The position and amount of weight of the vehicle also affects vehicle handling and stability.
==Center of Mass/Center of Gravity==
{{Main|Center of Gravity}}

The center of mass is the point that describes the average of the mass and position of every part of the vehicle, while the center of gravity is the point that describes the average of the weight and position of every part of the vehicle. For the purposes of this article, center of mass and center of gravity will be used interchangeably.
==Inertia==
According to Newton's 1st Law, an object at rest stays at rest and an object in motion stays in motion. We are familiar with this concept in the form of momentum. As a general rule, engineers try to reduce the inertia of the vehicle in order to increase the maximum acceleration of the vehicle.
===Polar Moment of Inertia===
The Polar Moment of Inertia is defined by how far the mass is from the pivot point. When the mass is closer to either end, you have a high polar moment of inertia, and when the mass is centralized close to the pivot point, you have a low polar moment of inertia. Mid-engine cars are considered the best layout for Road Racing because of their low polar moment of inertia, since both the Engine and Driver are in between the wheel axes.
==Weight Transfer==
Weight transfer is a result of the vehicle accelerating. When a vehicle accelerates (for example when turning or braking), the tires create a moment that causes the vertical force applied to each tire to change. This can be seen by drawing the forces applied to a vehicle. Using Newton's 2nd Law we can calculate the forces on each tire in a steady state situation.

==Unsprung mass==
The unsprung mass is the mass that, as the name implies, is "not sprung", i.e. not suspended by the vehicles suspension. For example the tyres are unsprung mass. There are parts of the car that can not be described as purely sprung or unsprung mass. Parts like the push rod can be partially sprung. Unsprung mass is worse for the car's performance than sprung mass, as the unsprung mass negatively affects the tire's bump-following ability. This is further compounded by the fact that a significant portion of the unsprung mass consists of the wheel assembly, which is also rotating mass. Because of this we need ways to measure the unsprung part of the vehicle's mass. There are three main ways of doing this.
===English method===
Measure the mass of all suspension components and assume that only a third is sprung while the rest is unsprung.
===Scale method===
Make sure the car is in ready to race condition with tyres (at least when it comes to wheel and suspension). Raise the car and put a weight scale under the tyre. Make sure the raise the car just enough for the wheels not to be touching the scale but as close to touching as possible. Then disconnect the pushrod from the chassis side. Let the wheel fall onto the scale and the mass you measure is the unsprung mass of that wheel. Do this for all four wheel to obtain the total unsprung mass.
===Analytical method===

==Rotating mass==
Rotating mass is the portion of the vehicles mass that rotates as the car travels, e.g. wheels and drivetrain. The negative effects of rotating mass is amplified compared to non.rotating mass, as in addition to requiring force to be linearly accelerated (F=ma) it also requires torque to change the angular velocity of the mass propotional the the mass' moment of inertia (τ=Iα, where I is the moment of inertia andα is the rate of change of the angular velocity).

[[Category:Vehicle Dynamics]]

Mass

2020-05-20T14:15:27Z

IvoPivo: /* Unsprung mass */

'''Mass '''is a property of any physical body. In terms of vehicle dynamics, the main effect of mass is to change the inertia of the vehicle which affects the way the vehicle accelerates and rotates. The position and amount of weight of the vehicle also affects vehicle handling and stability.
==Center of Mass/Center of Gravity==
{{Main|Center of Gravity}}

The center of mass is the point that describes the average of the mass and position of every part of the vehicle, while the center of gravity is the point that describes the average of the weight and position of every part of the vehicle. For the purposes of this article, center of mass and center of gravity will be used interchangeably.

==Inertia==
According to Newton's 1st Law, an object at rest stays at rest and an object in motion stays in motion. We are familiar with this concept in the form of momentum. As a general rule, engineers try to reduce the inertia of the vehicle in order to increase the maximum acceleration of the vehicle.
===Polar Moment of Inertia===
The Polar Moment of Inertia is defined by how far the mass is from the pivot point. When the mass is closer to either end, you have a high polar moment of inertia, and when the mass is centralized close to the pivot point, you have a low polar moment of inertia. Mid-engine cars are considered the best layout for Road Racing because of their low polar moment of inertia, since both the Engine and Driver are in between the wheel axes.
==Weight Transfer==
Weight transfer is a result of the vehicle accelerating. When a vehicle accelerates (for example when turning or braking), the tires create a moment that causes the vertical force applied to each tire to change. This can be seen by drawing the forces applied to a vehicle. Using Newton's 2nd Law we can calculate the forces on each tire in a steady state situation.

==Unsprung mass==
The unsprung mass is the mass that, as the name implies, is "not sprung", i.e. not suspended by the vehicles suspension. For example the tyres are unsprung mass. There are parts of the car that can not be described as purely sprung or unsprung mass. Parts like the push rod can be partially sprung. Unsprung mass is worse for the car's performance than sprung mass, as the unsprung mass negatively affects the tire's bump-following ability. This is further compounded by the fact that a significant portion of the unsprung mass consists of the wheel assembly, which is also rotating mass. Because of this we need ways to measure the unsprung part of the vehicle's mass. There are three main ways of doing this.
===English method===
Measure the mass of all suspension components and assume that only a third is sprung while the rest is unsprung.
===Scale method===
Make sure the car is in ready to race condition with tyres (at least when it comes to wheel and suspension). Raise the car and put a weight scale under the tyre. Make sure the raise the car just enough for the wheels not to be touching the scale but as close to touching as possible. Then disconnect the pushrod from the chassis side. Let the wheel fall onto the scale and the mass you measure is the unsprung mass of that wheel. Do this for all four wheel to obtain the total unsprung mass.
===Analytical method===
[[Category:Vehicle Dynamics]]

Mass

2020-05-20T14:14:07Z

IvoPivo: /* Unsprung mass */

'''Mass '''is a property of any physical body. In terms of vehicle dynamics, the main effect of mass is to change the inertia of the vehicle which affects the way the vehicle accelerates and rotates. The position and amount of weight of the vehicle also affects vehicle handling and stability.
==Center of Mass/Center of Gravity==
{{Main|Center of Gravity}}

The center of mass is the point that describes the average of the mass and position of every part of the vehicle, while the center of gravity is the point that describes the average of the weight and position of every part of the vehicle. For the purposes of this article, center of mass and center of gravity will be used interchangeably.

==Inertia==
According to Newton's 1st Law, an object at rest stays at rest and an object in motion stays in motion. We are familiar with this concept in the form of momentum. As a general rule, engineers try to reduce the inertia of the vehicle in order to increase the maximum acceleration of the vehicle.
===Polar Moment of Inertia===
The Polar Moment of Inertia is defined by how far the mass is from the pivot point. When the mass is closer to either end, you have a high polar moment of inertia, and when the mass is centralized close to the pivot point, you have a low polar moment of inertia. Mid-engine cars are considered the best layout for Road Racing because of their low polar moment of inertia, since both the Engine and Driver are in between the wheel axes.
==Weight Transfer==
Weight transfer is a result of the vehicle accelerating. When a vehicle accelerates (for example when turning or braking), the tires create a moment that causes the vertical force applied to each tire to change. This can be seen by drawing the forces applied to a vehicle. Using Newton's 2nd Law we can calculate the forces on each tire in a steady state situation.

==Unsprung mass==
The unsprung mass is the mass that, as the name implies, is "not sprung", i.e. not suspended by the vehicles suspension. For example the tyres are unsprung mass. There are parts of the car that can not be described as purely sprung or unsprung mass. Parts like the push rod can be partially sprung. Unsprung mass is worse for the car's performance than sprung mass, as the unsprung mass negatively affects the tire's bump-following ability. This is further compounded by the fact that a significant porportion of the unsprung mass consists of the wheel assembly, which is also rotating mass. Because of this we need ways to measure the unsprung part of the vehicle's mass. There are three main ways of doing this.
===English method===
Measure the mass of all suspension components and assume that only a third is sprung while the rest is unsprung.
===Scale method===
Make sure the car is in ready to race condition with tyres (at least when it comes to wheel and suspension). Raise the car and put a weight scale under the tyre. Make sure the raise the car just enough for the wheels not to be touching the scale but as close to touching as possible. Then disconnect the pushrod from the chassis side. Let the wheel fall onto the scale and the mass you measure is the unsprung mass of that wheel. Do this for all four wheel to obtain the total unsprung mass.
===Analytical method===
[[Category:Vehicle Dynamics]]

Mass

2020-05-20T14:08:13Z

IvoPivo: /* Unsprung mass */

'''Mass '''is a property of any physical body. In terms of vehicle dynamics, the main effect of mass is to change the inertia of the vehicle which affects the way the vehicle accelerates and rotates. The position and amount of weight of the vehicle also affects vehicle handling and stability.
==Center of Mass/Center of Gravity==
{{Main|Center of Gravity}}

The center of mass is the point that describes the average of the mass and position of every part of the vehicle, while the center of gravity is the point that describes the average of the weight and position of every part of the vehicle. For the purposes of this article, center of mass and center of gravity will be used interchangeably.

==Inertia==
According to Newton's 1st Law, an object at rest stays at rest and an object in motion stays in motion. We are familiar with this concept in the form of momentum. As a general rule, engineers try to reduce the inertia of the vehicle in order to increase the maximum acceleration of the vehicle.
===Polar Moment of Inertia===
The Polar Moment of Inertia is defined by how far the mass is from the pivot point. When the mass is closer to either end, you have a high polar moment of inertia, and when the mass is centralized close to the pivot point, you have a low polar moment of inertia. Mid-engine cars are considered the best layout for Road Racing because of their low polar moment of inertia, since both the Engine and Driver are in between the wheel axes.
==Weight Transfer==
Weight transfer is a result of the vehicle accelerating. When a vehicle accelerates (for example when turning or braking), the tires create a moment that causes the vertical force applied to each tire to change. This can be seen by drawing the forces applied to a vehicle. Using Newton's 2nd Law we can calculate the forces on each tire in a steady state situation.

==Unsprung mass==
The unsprung mass is the mass that, as the name implies, is "not sprung", i.e. not suspended by the vehicles suspension. For example the tyres are unsprung mass. There are parts of the car that can not be described as purely sprung or unsprung mass. Parts like the push rod can be partially sprung. Because of this we need ways to measure the unsprung part of the vehicle's mass. There are three main ways of doing this.
===English method===
Measure the mass of all suspension components and assume that only a third is sprung while the rest is unsprung.
===Scale method===
Make sure the car is in ready to race condition with tyres (at least when it comes to wheel and suspension). Raise the car and put a weight scale under the tyre. Make sure the raise the car just enough for the wheels not to be touching the scale but as close to touching as possible. Then disconnect the pushrod from the chassis side. Let the wheel fall onto the scale and the mass you measure is the unsprung mass of that wheel. Do this for all four wheel to obtain the total unsprung mass.
===Analytical method===
[[Category:Vehicle Dynamics]]

Mass

2020-05-20T14:07:08Z

IvoPivo: /* Non-Suspended Mass */

'''Mass '''is a property of any physical body. In terms of vehicle dynamics, the main effect of mass is to change the inertia of the vehicle which affects the way the vehicle accelerates and rotates. The position and amount of weight of the vehicle also affects vehicle handling and stability.
==Center of Mass/Center of Gravity==
{{Main|Center of Gravity}}

The center of mass is the point that describes the average of the mass and position of every part of the vehicle, while the center of gravity is the point that describes the average of the weight and position of every part of the vehicle. For the purposes of this article, center of mass and center of gravity will be used interchangeably.

==Inertia==
According to Newton's 1st Law, an object at rest stays at rest and an object in motion stays in motion. We are familiar with this concept in the form of momentum. As a general rule, engineers try to reduce the inertia of the vehicle in order to increase the maximum acceleration of the vehicle.
===Polar Moment of Inertia===
The Polar Moment of Inertia is defined by how far the mass is from the pivot point. When the mass is closer to either end, you have a high polar moment of inertia, and when the mass is centralized close to the pivot point, you have a low polar moment of inertia. Mid-engine cars are considered the best layout for Road Racing because of their low polar moment of inertia, since both the Engine and Driver are in between the wheel axes.
==Weight Transfer==
Weight transfer is a result of the vehicle accelerating. When a vehicle accelerates (for example when turning or braking), the tires create a moment that causes the vertical force applied to each tire to change. This can be seen by drawing the forces applied to a vehicle. Using Newton's 2nd Law we can calculate the forces on each tire in a steady state situation.

==Unsprung mass==
The unsprung mass is the mass that, as the name implies, is "not sprung", i.e. not suspended by the vehicles suspension. For example the tyres are unsprung mass. There are however parts of the car that are quite hard to describe as only sprung or unsprung mass. Parts like the push rod can be partially sprung. Because of this we need ways to measure the unsprung part of the vehicle's mass. There are three main ways of doing this.
===English method===
Measure the mass of all suspension components and assume that only a third is sprung while the rest is unsprung.
===Scale method===
Make sure the car is in ready to race condition with tyres (at least when it comes to wheel and suspension). Raise the car and put a weight scale under the tyre. Make sure the raise the car just enough for the wheels not to be touching the scale but as close to touching as possible. Then disconnect the pushrod from the chassis side. Let the wheel fall onto the scale and the mass you measure is the unsprung mass of that wheel. Do this for all four wheel to obtain the total unsprung mass.
===Analytical method===
[[Category:Vehicle Dynamics]]

Thread:Talk:Intake/Theoretical hp limit

2020-05-20T13:44:46Z

IvoPivo: New thread: Theoretical hp limit

120 hp sounds very high, is this reasonable?

Talk:Intake

2020-05-20T13:44:46Z

IvoPivo: Talk page autocreated when first thread was posted

Compliance

2020-05-19T13:44:20Z

IvoPivo: Added link to Tube Frame

Compliance is the inverse of stiffness. It might seem a bit backwards at first, but perhaps becomes more intuitive when you consider "compliance budgets" (mainly considered in vehicle dynamics/suspension, but occasionally applicable to other systems).

== Compliance calculation applied to suspension ==
For example, every tire has an ideal camber angle for maximum lateral force generation. However, as force is generated the suspension will strain and deform, so this angle cannot be realistically maintained. It follows then that in addition to targeting a specific angle, it is also wise to define a maximum tolerable deviation from this angle (or rather a maximum tolerable grip loss), or a maximum "compliance" in the suspension, e.g. 1° at 1G lateral. This angle can then be further divided into the various components of the suspension e.g. 0.1° in the upright, 0.05° in the bearings, 0.1° in the hub and 0.2° in the rim etc. Now we have a concrete target for the respective components to be judged against.

Naturally we generally want to minimise suspension compliance, but as with everything, this cannot be done without compromises (e.g increased weight).

== Example of compliance minimisation ==
A popular type of roast on various FS forums is pictures of suspension points mounted on a tube, away from any nodes. This violates the central rule of truss structures (two-force members only, see [[Tube Frame]]) and will result in dis-proportionate amounts of compliance as the tube bends. Reacting the suspension forces at nodes will make the assembly much stiffer at minimal cost.

[[Category:Vehicle Dynamics]]

Compliance

2020-05-19T13:39:24Z

IvoPivo: Added to category Vehicle Dynamics

Compliance is the inverse of stiffness. It might seem a bit backwards at first, but perhaps becomes more intuitive when you consider "compliance budgets" (mainly considered in vehicle dynamics/suspension, but occasionally applicable to other systems).

== Compliance calculation applied to suspension ==
For example, every tire has an ideal camber angle for maximum lateral force generation. However, as force is generated the suspension will strain and deform, so this angle cannot be realistically maintained. It follows then that in addition to targeting a specific angle, it is also wise to define a maximum tolerable deviation from this angle (or rather a maximum tolerable grip loss), or a maximum "compliance" in the suspension, e.g. 1° at 1G lateral. This angle can then be further divided into the various components of the suspension e.g. 0.1° in the upright, 0.05° in the bearings, 0.1° in the hub and 0.2° in the rim etc. Now we have a concrete target for the respective components to be judged against.

Naturally we generally want to minimise suspension compliance, but as with everything, this cannot be done without compromises (e.g increased weight).

== Example of compliance minimisation ==
A popular type of roast on various FS forums is pictures of suspension points mounted on a tube, away from any nodes. This violates the central rule of truss structures (two-force members only) and will result in dis-proportionate amounts of compliance as the tube bends. Reacting the suspension forces at nodes will make the assembly much stiffer at minimal cost.

[[Category:Vehicle Dynamics]]

Compliance

2020-05-19T13:35:21Z

IvoPivo: Rudimentary page created

Compliance is the inverse of stiffness. It might seem a bit backwards at first, but perhaps becomes more intuitive when you consider "compliance budgets" (mainly considered in vehicle dynamics/suspension, but occasionally applicable to other systems).

== Compliance calculation applied to suspension ==
For example, every tire has an ideal camber angle for maximum lateral force generation. However, as force is generated the suspension will strain and deform, so this angle cannot be realistically maintained. It follows then that in addition to targeting a specific angle, it is also wise to define a maximum tolerable deviation from this angle (or rather a maximum tolerable grip loss), or a maximum "compliance" in the suspension, e.g. 1° at 1G lateral. This angle can then be further divided into the various components of the suspension e.g. 0.1° in the upright, 0.05° in the bearings, 0.1° in the hub and 0.2° in the rim etc. Now we have a concrete target for the respective components to be judged against.

Naturally we generally want to minimise suspension compliance, but as with everything, this cannot be done without compromises (e.g increased weight).

== Example of compliance minimisation ==
A popular type of roast on various FS forums is pictures of suspension points mounted on a tube, away from any nodes. This violates the central rule of truss structures (two-force members only) and will result in dis-proportionate amounts of compliance as the tube bends. Reacting the suspension forces at nodes will make the assembly much stiffer at minimal cost.

List of competitions

2020-05-15T21:06:56Z

IvoPivo: /* Unofficial Active Competitions */

=[[Category:Competition]]

 Official Active Competitions
=

{| class="wikitable" style="width: 1256px;" data-mce-style="width: 1256px;"
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Country
| style="width: 327px;" data-mce-style="width: 327px;"|Name
| style="width: 200px;" data-mce-style="width: 200px;"|Sanctioning Body
| style="width: 137px;" data-mce-style="width: 137px;"|Classes
| style="width: 102px;" data-mce-style="width: 102px;"|Month
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|Years active since
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|Notes
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Australia
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.saea.com.au/formula Formula SAE Australasia]
| style="width: 200px;" data-mce-style="width: 200px;"|SAE Australasia
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|December
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Austria
| style="width: 327px;" data-mce-style="width: 327px;"|[https://fsaustria.at/ Formula Student Austria]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Austria
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Brasil
| style="width: 327px;" data-mce-style="width: 327px;"|[http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil Formula SAE Brasil ]
| style="width: 200px;" data-mce-style="width: 200px;"|[http://portal.saebrasil.org.br/ SAE Brasil]
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|October
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2004
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Canada
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-north Formula SAE North]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|May
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|China
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.formulastudent.com.cn/ Formula Student China]
| style="width: 200px;" data-mce-style="width: 200px;"|China Society of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|October-November
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2010
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|EV and CV are held separately since 2015, DV started in 2017, and is held with EV.
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Czech Republic
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.fsczech.cz/ Formula Student Czech Republic]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Czech Republic
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Germany
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formulastudent.de/ Formula Student Germany]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Germany
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2006
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Hungary
| style="width: 327px;" data-mce-style="width: 327px;"|[https://fseast.eu/ Formula Student East]
| style="width: 200px;" data-mce-style="width: 200px;"|Association of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|India
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formulabharat.com/ Formula Bharat]
| style="width: 200px;" data-mce-style="width: 200px;"|[http://www.curiosumtech.in/ Curiosum Tech]
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|January
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2017
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Italy
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formula-ata.it/ Formula SAE Italy]
| style="width: 200px;" data-mce-style="width: 200px;"|ANFIA
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Japan
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.jsae.or.jp/formula/jp Formula SAE Japan]
| style="width: 200px;" data-mce-style="width: 200px;"|JSAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|September
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Netherlands
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formula-student.nl/ Formula Student Netherlands]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Netherlands
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Russia
| style="width: 327px;" data-mce-style="width: 327px;"|[http://fstudent.ru/ Formula Student Russia]
| style="width: 200px;" data-mce-style="width: 200px;"|Department of Entreprenurship and Innovative Devlopment of the City of Moscow and SMP Racing
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|September
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2019
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|South Korea
| style="width: 327px;" data-mce-style="width: 327px;"|[http://jajak.ksae.org/ KSAE Formula]
| style="width: 200px;" data-mce-style="width: 200px;"|The Korean Society of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|October
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Spain
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.formulastudent.es/ Formula Student Spain]
| style="width: 200px;" data-mce-style="width: 200px;"|STA (Spanish Society of Automotive Engineers)
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Switzerland
| style="width: 327px;" data-mce-style="width: 327px;"|[https://formulastudent.ch/index.php Formula Student Switzerland]
| style="width: 200px;" data-mce-style="width: 200px;"|FS Switzerland
| style="width: 137px;" data-mce-style="width: 137px;"|EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Thailand
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.tsae.or.th/ TSAE Auto Challenge]
| style="width: 200px;" data-mce-style="width: 200px;"|SAE Thailand
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|January
| style="width: 100.8px;" data-mce-style="width: 100.8px;"| 
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|United Kingdom
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.imeche.org/events/formula-student Formula Student (UK)]
| style="width: 200px;" data-mce-style="width: 200px;"|IMechE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|USA
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-michigan Formula SAE Michigan]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV
| style="width: 102px;" data-mce-style="width: 102px;"|May
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2000
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|USA
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-california Formula SAE California]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|EV
| style="width: 102px;" data-mce-style="width: 102px;"|June
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2006
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|Held at Lincoln, NB between 2012-2019
|}

=Unofficial Active Competitions=

{| class="wikitable" style="width: 1361px;" data-mce-style="width: 1361px;"
|- style="height: 34px;" data-mce-style="height: 34px;"
| style="width: 194px; height: 34px;" data-mce-style="width: 194px; height: 34px;"|City, Country
| style="width: 222px; height: 34px;" data-mce-style="width: 222px; height: 34px;"|Name
| style="width: 410px; height: 34px;" data-mce-style="width: 410px; height: 34px;"|Organizing Body
| style="width: 105px; height: 34px;" data-mce-style="width: 105px; height: 34px;"|Classes
| style="width: 60px; height: 34px;" data-mce-style="width: 60px; height: 34px;"|Month
| style="width: 125px; height: 34px;" data-mce-style="width: 125px; height: 34px;"|Years active since
| style="width: 472px; height: 34px;" data-mce-style="width: 472px; height: 34px;"|Notes
|- style="height: 24.8px;" data-mce-style="height: 24.8px;"
| style="width: 194px; height: 24.8px;" data-mce-style="width: 194px; height: 24.8px;"|Pittsburgh, USA
| style="width: 222px; height: 24.8px;" data-mce-style="width: 222px; height: 24.8px;"|[//www.pittsburghshootout.com Pittsburgh Shootout]
| style="width: 410px; height: 24.8px;" data-mce-style="width: 410px; height: 24.8px;"|[//www.facebook.com/Pittfsae University of Pittsburgh Formula SAE]
| style="width: 105px; height: 24.8px;" data-mce-style="width: 105px; height: 24.8px;"|CV, EV
| style="width: 60px; height: 24.8px;" data-mce-style="width: 60px; height: 24.8px;"|July-August
| style="width: 125px; height: 24.8px;" data-mce-style="width: 125px; height: 24.8px;"|2016
| style="width: 472px; height: 24.8px;" data-mce-style="width: 472px; height: 24.8px;"|Uses Formula SAE ruleset
Autocross event only
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|Ljungbyhed, Sweden
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|[https://lundformulastudent.se/nordic-test-event/ Nordic Test Event]
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|[https://lundformulastudent.se/ Lund Formula Student]
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|CV, EV, DV
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|June
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|2015
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|Mock competition aimed at the nordic teams
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|
|}

==Notes==
<references />

List of competitions

2020-05-15T21:05:31Z

IvoPivo: /* Unofficial Active Competitions */

=[[Category:Competition]]

 Official Active Competitions
=

{| class="wikitable" style="width: 1256px;" data-mce-style="width: 1256px;"
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Country
| style="width: 327px;" data-mce-style="width: 327px;"|Name
| style="width: 200px;" data-mce-style="width: 200px;"|Sanctioning Body
| style="width: 137px;" data-mce-style="width: 137px;"|Classes
| style="width: 102px;" data-mce-style="width: 102px;"|Month
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|Years active since
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|Notes
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Australia
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.saea.com.au/formula Formula SAE Australasia]
| style="width: 200px;" data-mce-style="width: 200px;"|SAE Australasia
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|December
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Austria
| style="width: 327px;" data-mce-style="width: 327px;"|[https://fsaustria.at/ Formula Student Austria]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Austria
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Brasil
| style="width: 327px;" data-mce-style="width: 327px;"|[http://portal.saebrasil.org.br/programas-estudantis/formula-sae-brasil Formula SAE Brasil ]
| style="width: 200px;" data-mce-style="width: 200px;"|[http://portal.saebrasil.org.br/ SAE Brasil]
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|October
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2004
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Canada
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-north Formula SAE North]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|May
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|China
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.formulastudent.com.cn/ Formula Student China]
| style="width: 200px;" data-mce-style="width: 200px;"|China Society of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|October-November
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2010
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|EV and CV are held separately since 2015, DV started in 2017, and is held with EV.
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Czech Republic
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.fsczech.cz/ Formula Student Czech Republic]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Czech Republic
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Germany
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formulastudent.de/ Formula Student Germany]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Germany
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2006
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Hungary
| style="width: 327px;" data-mce-style="width: 327px;"|[https://fseast.eu/ Formula Student East]
| style="width: 200px;" data-mce-style="width: 200px;"|Association of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|India
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formulabharat.com/ Formula Bharat]
| style="width: 200px;" data-mce-style="width: 200px;"|[http://www.curiosumtech.in/ Curiosum Tech]
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|January
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2017
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Italy
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formula-ata.it/ Formula SAE Italy]
| style="width: 200px;" data-mce-style="width: 200px;"|ANFIA
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Japan
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.jsae.or.jp/formula/jp Formula SAE Japan]
| style="width: 200px;" data-mce-style="width: 200px;"|JSAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|September
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Netherlands
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.formula-student.nl/ Formula Student Netherlands]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula Student Netherlands
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Russia
| style="width: 327px;" data-mce-style="width: 327px;"|[http://fstudent.ru/ Formula Student Russia]
| style="width: 200px;" data-mce-style="width: 200px;"|Department of Entreprenurship and Innovative Devlopment of the City of Moscow and SMP Racing
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|September
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2019
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|South Korea
| style="width: 327px;" data-mce-style="width: 327px;"|[http://jajak.ksae.org/ KSAE Formula]
| style="width: 200px;" data-mce-style="width: 200px;"|The Korean Society of Automotive Engineers
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|October
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Spain
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.formulastudent.es/ Formula Student Spain]
| style="width: 200px;" data-mce-style="width: 200px;"|STA (Spanish Society of Automotive Engineers)
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Switzerland
| style="width: 327px;" data-mce-style="width: 327px;"|[https://formulastudent.ch/index.php Formula Student Switzerland]
| style="width: 200px;" data-mce-style="width: 200px;"|FS Switzerland
| style="width: 137px;" data-mce-style="width: 137px;"|EV
| style="width: 102px;" data-mce-style="width: 102px;"|July-August
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|Thailand
| style="width: 327px;" data-mce-style="width: 327px;"|[http://www.tsae.or.th/ TSAE Auto Challenge]
| style="width: 200px;" data-mce-style="width: 200px;"|SAE Thailand
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV
| style="width: 102px;" data-mce-style="width: 102px;"|January
| style="width: 100.8px;" data-mce-style="width: 100.8px;"| 
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|United Kingdom
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.imeche.org/events/formula-student Formula Student (UK)]
| style="width: 200px;" data-mce-style="width: 200px;"|IMechE
| style="width: 137px;" data-mce-style="width: 137px;"|CV, EV, DV
| style="width: 102px;" data-mce-style="width: 102px;"|July
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|USA
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-michigan Formula SAE Michigan]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|CV
| style="width: 102px;" data-mce-style="width: 102px;"|May
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2000
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|
|-
| style="width: 194px;" data-mce-style="width: 194px;"|USA
| style="width: 327px;" data-mce-style="width: 327px;"|[https://www.sae.org/attend/student-events/formula-sae-california Formula SAE California]
| style="width: 200px;" data-mce-style="width: 200px;"|Formula SAE
| style="width: 137px;" data-mce-style="width: 137px;"|EV
| style="width: 102px;" data-mce-style="width: 102px;"|June
| style="width: 100.8px;" data-mce-style="width: 100.8px;"|2006
| style="width: 367.2px;" data-mce-style="width: 367.2px;"|Held at Lincoln, NB between 2012-2019
|}

=Unofficial Active Competitions=

{| class="wikitable" style="width: 1361px;" data-mce-style="width: 1361px;"
|- style="height: 34px;" data-mce-style="height: 34px;"
| style="width: 194px; height: 34px;" data-mce-style="width: 194px; height: 34px;"|City, Country
| style="width: 222px; height: 34px;" data-mce-style="width: 222px; height: 34px;"|Name
| style="width: 410px; height: 34px;" data-mce-style="width: 410px; height: 34px;"|Organizing Body
| style="width: 105px; height: 34px;" data-mce-style="width: 105px; height: 34px;"|Classes
| style="width: 60px; height: 34px;" data-mce-style="width: 60px; height: 34px;"|Month
| style="width: 125px; height: 34px;" data-mce-style="width: 125px; height: 34px;"|Years active since
| style="width: 472px; height: 34px;" data-mce-style="width: 472px; height: 34px;"|Notes
|- style="height: 24.8px;" data-mce-style="height: 24.8px;"
| style="width: 194px; height: 24.8px;" data-mce-style="width: 194px; height: 24.8px;"|Pittsburgh, USA
| style="width: 222px; height: 24.8px;" data-mce-style="width: 222px; height: 24.8px;"|[//www.pittsburghshootout.com Pittsburgh Shootout]
| style="width: 410px; height: 24.8px;" data-mce-style="width: 410px; height: 24.8px;"|[//www.facebook.com/Pittfsae University of Pittsburgh Formula SAE]
| style="width: 105px; height: 24.8px;" data-mce-style="width: 105px; height: 24.8px;"|CV, EV
| style="width: 60px; height: 24.8px;" data-mce-style="width: 60px; height: 24.8px;"|July-August
| style="width: 125px; height: 24.8px;" data-mce-style="width: 125px; height: 24.8px;"|2016
| style="width: 472px; height: 24.8px;" data-mce-style="width: 472px; height: 24.8px;"|Uses Formula SAE ruleset
Autocross event only
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|Ljungbyhed, Sweden
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|[https://lundformulastudent.se/nordic-test-event/ Nordic Test Event]
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|[https://lundformulastudent.se/ Lund Formula Student]
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|CV, EV, DV
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|June
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|2015
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|
|- style="height: 16px;" data-mce-style="height: 16px;"
| style="width: 194px; height: 16px;" data-mce-style="width: 194px; height: 16px;"|
| style="width: 222px; height: 16px;" data-mce-style="width: 222px; height: 16px;"|
| style="width: 410px; height: 16px;" data-mce-style="width: 410px; height: 16px;"|
| style="width: 105px; height: 16px;" data-mce-style="width: 105px; height: 16px;"|
| style="width: 60px; height: 16px;" data-mce-style="width: 60px; height: 16px;"|
| style="width: 125px; height: 16px;" data-mce-style="width: 125px; height: 16px;"|
| style="width: 472px; height: 16px;" data-mce-style="width: 472px; height: 16px;"|
|}

==Notes==
<references />

Category:Internal Combustion

2020-05-15T20:48:40Z

IvoPivo: Undo revision 657 by IvoPivo (talk)

[[Category:Powertrain]]

The goal of the powertrain is to move the car forward. In an internal combustion engine, this is accomplished by converting chemical energy stored in a combustible [[Fuel|fuel]] source into mechanical energy. An internal combustion engine burns the fuel to create rotational energy. This is transmitted to the ground through the drivetrain. Should this be a system level analysis? 

=Engine=
{{Main|Engine}}The engine is the center of the internal combustion powertrain system. All other components of the greater system exist to service the engine in different ways. This means the engine is sensitive to design changes made across the entire powertrain. As of 2019, the FSAE rules require an internal combustion engine with a displacement of 710cc or less. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles.[citation needed]
==Engine Control==
{{Main|Engine control}}

overview of engine control - system level, detail and design on main page
=Intake=
{{Main|Intake}}

The intake system has a dominant effect on the torque curve and behavior of the powertrain system. All air used by the engine(s) for combustion must pass through a 20 mm or 19 mm opening for gasoline or E85 fueled vehicles respectively, commonly referred to as a 'restrictor'. For naturally aspirated engines, this restriction limits the maximum power output from the engine to about 120 hp [link restrictor calcs].
=Exhaust=
{{Main|Exhaust}}

The exhaust system is designed to aid in the removal of burnt fuel and air from the engine. A sound limit is placed on the exhaust in competition.
=Fuel=
{{Main|Fuel}}

Internal combustion engines can use a variety of fuels, the fuels available at US competitions are gasoline of octane ratings 93 and 100, and E85. No fuel additives can be used. Info on fuel itself and system design on main page.
=Cooling=
{{Main|Cooling}}

___ amount of energy used in combustion goes into heat. Heat is also generated by the turbulence of the air in the intake and cylinder, as well as friction from the engine's internals. A system is needed to keep the engine within it's operational temperature range. System details and design in main page.
=Drivetrain=
{{Main|Drivetrain}}

A system is needed to transfer mechanical energy from the engine to the ground (are we including tires here? I always think a drivetrain discussion without talking about tires isnt complete -simon). System details and design are in main page.
=System Testing=
==Chassis Dynamometer==
==Test Procedures==
==System Data and Data Collection==
=System Simulation=
==Multi-component model==
=Health and Safety=
==Fire Hazards==
==Best Practices==
=Advanced System Design=
==Traction Control==
needs own page
==Vibration reduction==
own page?
==Industrial Motors==
not sure if anyone uses these, but they have special rules so warrant discussion i think
==Theoretical Powertrain Designs==
hydraulic awd?

custom engines?

energy recovery?
=Notable History=
==Trends==
four banger

rise of single

turbo
==Notable Alternative designs==
AWD teams

first turbo team?

V8 team - WWU and maybe another

Engine on side - ergo UTA 2018

Category:Internal Combustion

2020-05-15T20:42:34Z

IvoPivo: /* Intake */

[[Category:Powertrain]]

The goal of the powertrain is to move the car forward. In an internal combustion engine, this is accomplished by converting chemical energy stored in a combustible [[Fuel|fuel]] source into mechanical energy. An internal combustion engine burns the fuel to create rotational energy. This is transmitted to the ground through the drivetrain. Should this be a system level analysis? 

=Engine=
{{Main|Engine}}The engine is the center of the internal combustion powertrain system. All other components of the greater system exist to service the engine in different ways. This means the engine is sensitive to design changes made across the entire powertrain. As of 2019, the FSAE rules require an internal combustion engine with a displacement of 710cc or less. Available OEM motors within this displacement limit are largely sourced from motorcycles and snowmobiles.[citation needed]
==Engine Control==
{{Main|Engine control}}

overview of engine control - system level, detail and design on main page
=Intake=
{{Main|Intake}}

The intake system has a dominant effect on the torque curve and behavior of the powertrain system. All air used by the engine(s) for combustion must pass through a 20 mm or 19 mm opening for gasoline or E85 fueled vehicles respectively, commonly referred to as a 'restrictor'. For naturally aspirated engines, this restriction limits the maximum power output from the engine to about 80 hp [link restrictor calcs].

=Exhaust=
{{Main|Exhaust}}

The exhaust system is designed to aid in the removal of burnt fuel and air from the engine. A sound limit is placed on the exhaust in competition.
=Fuel=
{{Main|Fuel}}

Internal combustion engines can use a variety of fuels, the fuels available at US competitions are gasoline of octane ratings 93 and 100, and E85. No fuel additives can be used. Info on fuel itself and system design on main page.
=Cooling=
{{Main|Cooling}}

___ amount of energy used in combustion goes into heat. Heat is also generated by the turbulence of the air in the intake and cylinder, as well as friction from the engine's internals. A system is needed to keep the engine within it's operational temperature range. System details and design in main page.
=Drivetrain=
{{Main|Drivetrain}}

A system is needed to transfer mechanical energy from the engine to the ground (are we including tires here? I always think a drivetrain discussion without talking about tires isnt complete -simon). System details and design are in main page.
=System Testing=
==Chassis Dynamometer==
==Test Procedures==
==System Data and Data Collection==
=System Simulation=
==Multi-component model==
=Health and Safety=
==Fire Hazards==
==Best Practices==
=Advanced System Design=
==Traction Control==
needs own page
==Vibration reduction==
own page?
==Industrial Motors==
not sure if anyone uses these, but they have special rules so warrant discussion i think
==Theoretical Powertrain Designs==
hydraulic awd?

custom engines?

energy recovery?
=Notable History=
==Trends==
four banger

rise of single

turbo
==Notable Alternative designs==
AWD teams

first turbo team?

V8 team - WWU and maybe another

Engine on side - ergo UTA 2018

Category:Internal Combustion

2020-05-15T20:40:48Z

IvoPivo:

Teams

2020-05-14T08:51:58Z

IvoPivo:

[[Category:Team]]

===Canada===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Concordia Formula Racing
| align="left"|Montréal, QC
|-
| align="left"|Formula uOttawa
| align="left"|Ottawa, ON
|-
| align="left"|Formule ETS
| align="left"|Montréal, QC
|-
| align="left"|Gryphon Racing
| align="left"|Guelph, ON
|-
| align="left"|McGill Formula Electric (MFE)
| align="left"|Montréal, QC
|-
| align="left"|Queen's Formula SAE
| align="left"|Kingston, ON
|-
| align="left"|Schulich Racing
| align="left"|Calgary, AB
|-
| align="left"|UMSAE Polar Bear Racing
| align="left"|Winnipeg, MB
|-
| align="left"|UMSAE Polar Bear Racing Electric
| align="left"|Winnipeg, MB
|-
| align="left"|UTFR - UofT Formula Racing
| align="left"|Toronto, ON
|-
| align="left"|Waterloo Formula Electric
| align="left"|Waterloo, ON
|}

===United States===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Bruin Racing FSAE
| align="left"|Los Angeles, CA
|-
| align="left"|CalBaptist Racing
| align="left"|Riverside, CA
|-
| align="left"|Carnegie Mellon Racing
| align="left"|Pittsburgh, PA
|-
| align="left"|Clemson University Formula SAE
| align="left"|Clemson, SC
|-
| align="left"|Crimson Racing
| align="left"|Tuscaloosa, AL
|-
| align="left"|CSUF Titan Racing
| align="left"|Fullerton, CA
|-
| align="left"|Cyclone Racing
| align="left"|Ames, IA
|-
| align="left"|Global Formula Racing
| align="left"|Corvallis, OR
|-
| align="left"|GT Motorsports
| align="left"|Atlanta, GA
|-
| align="left"|Husky Formula Racing
| align="left"|St. Could, MN
|-
| align="left"|Jayhawk Motorsports
| align="left"|Lawrence, KS
|-
| align="left"|Kettering University Formula SAE
| align="left"|Flint, MI
|-
| align="left"|KSU Motorsports
| align="left"|Kennesaw, GA
|-
| align="left"|Michigan State Formula Racing
| align="left"|East Lansing, MI
|-
| align="left"|Mines Formula
| align="left"|Golden, CO
|-
| align="left"|Mizzou Racing
| align="left"|Columbia, MO
|-
| align="left"|Panther Motorsports
| align="left"|Miami, FL
|-
| align="left"|[//facebook.com/pittfsae Panther Racing]
| align="left"|Pittsburgh, PA
|-
| align="left"|Penn State Racing
| align="left"|University Park, PA
|-
| align="left"|Powercat Motorsports
| align="left"|Manhattan, KS
|-
| align="left"|Purdue Formula SAE
| align="left"|W. Lafayette, IN
|-
| align="left"|SLU – Parks Racing
| align="left"|St. Louis, MO
|-
| align="left"|Rensselaer Motorsport
| align="left"|Troy, NY
|-
| align="left"|RIT Racing
| align="left"|Rochester, NY
|-
| align="left"|RoadRunner Racing
| align="left"|San Antonio, TX
|-
| align="left"|Rutgers Formula Racing
| align="left"|Piscataway, NJ
|-
| align="left"|The Sooner Racing Team
| align="left"|Norman, OK
|-
| align="left"|TTU Motorsports
| align="left"|Cookeville, TN
|-
| align="left"|UC Davis Formula Racing
| align="left"|Davis, CA
|-
| align="left"|USC Racing
| align="left"|Los Angeles, CA, USA
|-
| align="left"|UTA Racing Formula SAE
| align="left"|Arlington, TX
|-
| align="left"|Velox Racing
| align="left"|San Antonio, TX
|-
| align="left"|Viking Motorsports
| align="left"|Portland, OR
|-
| align="left"|VT Motorsports
| align="left"|Blacksburg, VA
|-
| align="left"|Warrior Racing
| align="left"|Detroit, MI
|-
| align="left"|Wildcat Formula Racing
| align="left"|Tucson, AZ
|-
| align="left"|Wisconsin Racing (Combustion & Electric
| align="left"|Madison, WI
|}

----

==European Teams==
===Austria===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Joanneum Racing Graz
| align="left"|Graz, Austria
|}

===Bosnia and Herzegovina===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FSRacing Team
| align="left"|Mostar, Bosnia and Herzegovina
|}

===Finland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Tampere UAS Motorsport
| align="left"|Tampere, Finland
|}

===Germany===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Dart Racing
| align="left"|Darmstadt
|-
| align="left"|E.Stall Esslingen
| align="left"|Göppingen
|-
| align="left"|Ecurie Aix
| align="left"|Aachen
|-
| align="left"|Race-Ing Team
| align="left"|Dortmund
|-
| align="left"|Rennteam
| align="left"|Stuttgart
|-
| align="left"|Rennstall Esslingen
| align="left"|Esslingen
|-
| align="left"|Running Snail Racing Team
| align="left"|Amberg
|-
| align="left"|Strohm + Söhne
| align="left"|Nuremberg
|}

===Greece===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|TEIWM Racing Team
| align="left"|Kozani
|}

===Iceland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Team Sleipnir
| align="left"|Reykjavik
|-
| align="left"|Team Spark
| align="left"|Reykjavik
|}

===Ireland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Formula Trinity
| align="left"|Dublin
|}

===Netherlands===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FS Team Delft
| align="left"|Delft
|-
| align="left"|University Racing Eindhoven
| align="left"|Eindhoven
|}

===Poland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|AGH Racing
| align="left"|Krakow, Poland
|-
| align="left"|Silesia Automotive
| align="left"|Katowice, Poland
|-
| align="left"|PWR Racing Team
| align="left"|Wroclaw, Poland
|}

===Slovenia===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|UNI Maribor GPE
| align="left"|Maribor
|}

===Switzerland===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|AMZracing
| align="left"|Zürich
|}

===Sweden===

{| class="wikitable" style="height: 151px;" width="301" cellspacing="0" cellpadding="0" data-mce-style="height: 151px;"
|- style="height: 16px;" data-mce-style="height: 16px;"
! style="height: 16px; width: 190.813px;" align="left" data-mce-style="height: 16px; width: 190.813px;"|Team Link
! style="height: 16px; width: 84.8125px;" align="left" data-mce-style="height: 16px; width: 84.8125px;"|Location
|- style="height: 2px;" data-mce-style="height: 2px;"
| style="height: 2px; width: 190.813px;" align="left" data-mce-style="height: 2px; width: 190.813px;"|Chalmers Formula Student
| style="height: 2px; width: 84.8125px;" align="left" data-mce-style="height: 2px; width: 84.8125px;"|Gothenburg
|- style="height: 4px;" data-mce-style="height: 4px;"
| style="height: 4px; width: 190.813px;" align="left" data-mce-style="height: 4px; width: 190.813px;"|Clear River Racing
| style="height: 4px; width: 84.8125px;" align="left" data-mce-style="height: 4px; width: 84.8125px;"|Karlstad
|- style="height: 7px;" data-mce-style="height: 7px;"
| style="height: 7px; width: 190.813px;" align="left" data-mce-style="height: 7px; width: 190.813px;"|KTH Formula Student
| style="height: 7px; width: 84.8125px;" align="left" data-mce-style="height: 7px; width: 84.8125px;"|Stockholm
|- style="height: 1px;" data-mce-style="height: 1px;"
| style="height: 1px; width: 190.813px;" align="left" data-mce-style="height: 1px; width: 190.813px;"|LiU Formula Student
| style="height: 1px; width: 84.8125px;" align="left" data-mce-style="height: 1px; width: 84.8125px;"|Linköping
|- style="height: 1.625px;" data-mce-style="height: 1.625px;"
| style="height: 1.625px; width: 190.813px;" align="left" data-mce-style="height: 1.625px; width: 190.813px;"|Lund Formula Student
| style="height: 1.625px; width: 84.8125px;" align="left" data-mce-style="height: 1.625px; width: 84.8125px;"|Lund
|}

===Ukraine===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|FS ONPU
| align="left"|Odessa
|}

===United Kingdom===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Cardiff Racing
| align="left"|Cardiff, UK
|-
| align="left"|Oxford Brooks Racing
| align="left"|Oxford, UK
|-
| align="left"|Leeds Formula Race Team
| align="left"|Leeds, UK
|-
| align="left"|LJMU e-Racing
| align="left"|Liverpool, UK
|-
| align="left"|Team Bath Racing Electric
| align="left"|Bath, UK
|-
| align="left"|UBRacing
| align="left"|Birmingham, UK
|}

----
==South American Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|EESC USP Formula SAE
| align="left"|São Carlos, Brazil
|-
| align="left"|Equipe Poli Racing
| align="left"|São Paulo, Brazil
|}

----
==Asian & Pacific Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|TaipeiTechRacing
| align="left"|Taipei, Taiwan
|-
| align="left"|TDU Racing
| align="left"|Tokyo, Japan
|-
| align="left"|University of Auckland
| align="left"|Auckland, New Zealand
|}

===Australia===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Curtin University
| align="left"|Perth
|-
| align="left"|Monash Motorsport
| align="left"|Melbourne
|-
| align="left"|RMIT Racing
| align="left"|Melbourne
|-
| align="left"|RMIT Electric Racing
| align="left"|Melbourne
|-
| align="left"|Team Swinburne
| align="left"|Melbourne
|-
| align="left"|UOW Motorsport
| align="left"|Wollongong
|-
| align="left"|[//www.uqracing.com UQ Racing ]
| align="left"|Brisbane, QLD
|}

===India===

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|DJS Racing
| align="left"|Mumbai
|-
| align="left"|Fierce formula India
| align="left"|Hyderabad, India
|-
| align="left"|Pravega Racing
| align="left"|India
|-
| align="left"|Team Acceleracers
| align="left"|Pune, India
|-
| align="left"|Team Defianz Racing
| align="left"|New Delhi, India
|-
| align="left"|VITC Formula Electric
| align="left"|India
|-
| align="left"|Zurra Formula Racing
| align="left"|Chennai, India
|-
| align="left"|Orion Racing India
| align="left"|Mumbai, India
|}

----

==Middle East & African Teams==

{| class="wikitable"
|-
! align="left"|Team Link
! align="left"|Location
|-
| align="left"|Formula Electric Racing NUST
| align="left"|Karachi, Pakistan
|-
| align="left"|NED Racers
| align="left"|Karachi, Pakistan
|-
| align="left"|NUST Formula Student Team
| align="left"|Karachi, Pakistan
|}