1.

Overall Goal
Our 2013 car is an evolution over its predecessor. Redesigned from the ground up, the RF13 has been developed to find the optimal balance between performance, reliability and maintainability. Also weighing heavily throughout the design process were aspects of maximizing driveability while preserving power, and enhancing driver comfort and safety. In short, the RF13 is a viable option for market needs, where track performance and functionality must collaborate to produce results.

2. Overall Concept
Several main design concepts were kept in the forefront to advance the performance of the 2013 car compared to the 2012, as well as to address feedback and concerns arising from previous years design judging. The main goals for 2013 are: 1) Reduce the mass and bulk of the chassis by designing an effective suspension system 2) Increase the specific power output of the engine and improving drivability 3) Further develop ergonomics and safety allowing for increased driver comfort and control 4) Reduce rotating mass within the driveline while allowing for variations in final drive ratios, depending on performance preferences.

3. Suspension
The goal of the design of each component of the suspension was to keep the unsprung weight as low as possible while retaining a degree of reliability. 4130 Steel Tubing was used to increase reliability of the suspension arms as previous attempts at carbon tubes failed. Rockers were designed using 7075 Aluminum to reduce weight compared to the steel used previously. The camber coefficient in bump was kept to 0.5 deg/inch. Control of the camber curves for the laden and unladen tires was of extreme importance in roll while keeping the roll center movement to a minimum. Camber curve control was achieved by adjustment of the kingpin and caster angles. The result, at a maximum lateral acceleration of 1.5 gs corresponding to a body roll of 1.275. The roll center movement was kept to a minimum in roll with a vertical movement of 0.019 inches and a lateral movement of 3.75 inches towards the laden tire. This lateral movement toward the outside is done to make use of inside tires initial grip. This resulted in a kingpin angle of 2.86 degrees and a caster angle of 4.07 degrees. The rear suspension geometry was done in a similar fashion. In the rear, keeping the roll center consistent with the front with respect to the center of gravity was of importance while maintaining respectable camber curves. This resulted in a roll center height of 3.35 inches moving 0.0005 inches vertically and 0.56 inches laterally toward the laden tire in roll, and a camber coefficient in bump of 1.6 deg/in. In both front and rear suspensions, tie rod locations were designed to minimize bump steer (almost 0 degrees at full bump/rebound). The design wheel travel for both front and rear was 1.5 inch of bump and 1.2 inch of rebound. Taking into consideration the front and rear sprung mass with a total static deflection of 2.7 inches, a front sprung mass natural frequency of 3.08Hz resulted. Keeping a slightly lower rear natural frequency, a value of 2.98

Hz was used. The design criteria for damper actuation was based on ease of accessibility of the damper for tuning applications. The damper ratio was chosen as linear 1:1 in the front and 0.721:1 in the rear. Spring and anti-roll rates were determined through required ride and roll rates. The goal of the design was to allow for maximum acceleration of ~1.5g to be maintained in the maximum radius corner in the endurance event, without bottoming out of the suspension and leaving 0.25 in of suspension travel for bumps.

4. Steering System
This year brings new innovation to the team, with the use of a carbon composite steering wheel. Unique to this design is the integration of all driver aids and controls, as well as an electronic dash display. The main goal of this year's concept was to improve on previous years aluminum wheel in order to reduce weight. Due to the success of last year's rack and pinion system, little modifications were made in this area. The steering ratio for this year is 200 per rotation for a total rack travel of 1.5 inches. This Steering ratio results in 0.6 turns lock-to-lock, and a 30 steering angle

5. Powertrain 5.1 Engine

The objective of this years Power Train Team is to design, optimize and build a reliable and powerful power plant system. This includes intake, engine management, and exhaust systems. The design all begins from the intake system, and where the one of the largest challenges starts. Having to use a single twenty millimeter restrictor on a 600cc engine which normally draws its air from four throttle bodies chokes the engine in high rpm's. The limited volume of air being allowed to pass through creates large problems to optimize horse power, torque and performance while trying to balance fuel efficiency, durability and reliability. We use hundreds of computer software iterations in order to produce ideal performance from the engine without blowing it up. The intake itself will be designed in SolidWorks, then sent straight to the 3D printer for manufacturing. Depending on time, and budget, these runners may be designed to be manufactured out of carbon fibre. Difficulties continue with the small envelope the intake system must be contained within on the car, which is from the roll hoop to the rear wheels. From the intake to the engine itself now, for this we have increased performance by increasing the compression ratio, re-porting our intake ports, and changing our cam timing. This approach will maintain the durability of the engine while still increasing its performance to suit the rpm range desired. Every attempt to save weight will be taken, along with enhanced maintenance and care. The team is experimenting with a couple of different exhaust options, one being 2-1 dual or using a standard 4-2-1 reduction. We will be leaning towards the 2-1 dual because it will add to the performance, breathability, overall flow and power output for the car. The most difficult task with this will be routing the system to the rear of the car, and keeping the system as light and efficient as possible. Finally the entire system will be tuned on a dyno to work out any engine map concerns, and

with some luck, will confirm our design decisions.

5.2 Intake

The intake was completely redesigned to a barrel style plenum with the throttle body located at the rear of the car. The goal was to have equal cylinder charge while maintaining the maximum possible total pressure past the throat. This was achieved by having a slow gradual expansion of the neck from the throat. Wave ramming is of advantage as the runners were designed to be as straight as possible and connect to the barrel on the same plane. In order to achieve a fuel-to-air mixture as accurately as possible to what is desired, the runners are positioned such that the fuel injectors are directed towards the intake valves.

5.3 Fuel
This year's fuel tank has been re-designed to be more structurally sound and and easier to manufacture than previous iterations of composite fuel tanks. The new fuel tank is constructed from two layers of carbon fiber and one layer of kevlar cloth (providing improved impact resistance) wetted with chemical-resistant Derakane M470-300P vinyl-ester resin. The fuel tanks total size has decreased this year, lowering the overall center of gravity of the car, and lowering the contribution of lateral fuel slosh to dynamic load transfer under cornering conditions. Reducing the width of the tank is advantageous from a packaging perspective because space near the center of the car is freed up for electrical components (such as the ECU and battery), which helps reduce the length and complexity of the wiring harness. An in-tank fuel pump was chosen primarily for packaging reasons, and a sump was incorporated into the design to help prevent fuel starvation under lateral acceleration when fuel levels run low. Low impedance fuel injectors were chosen for their faster response time over the high-impedance stock fuel injectors.

6. Drivetrain
This years goal for the drivetrain was to design components with gearing that allows the engine to stay in its peak power band while still being light and durable. Ideal gearing for expected competition tracks was achieved with a lighter gearbox by using six different configurations of sprocket (45, 47 and 49 tooth) and pinion pairs (11 and 16 tooth). Blank sprockets machined to a custom design allow less strain on the sprocket carrier for a more aggressive, lighter design, saving approximately 800g. Both the sprockets and sprocket carrier are made of 7075-T6 aluminum. This year, the team has switched to using a Drexler limited slip differential designed

specifically for this competition, saving approximately 5 lb. It is supported by two radial bearings on either end of the differential with the sprocket cantilevered off the left support. The bearings are located in aluminum 7075-T6 hangers which are mounted to tabs on the chassis for the lower section and by turnbuckles on the upper section to adjust chain tension. Chain tensioning can be done by lengthening both turnbuckles to an equal length (to avoid misalignment). The half-shafts are made of 4340 steel with an asymmetric length of 17 on the sprocket carrier side and 18. Inboard CV joints which mount to the sides of the differential are made of 300M and were custom designed according to small tri-pod style bearings. Outboard CV joints are integrated with the rear hubs and are also made of 300M.

7. Chassis
This years design was done with manufacturability and low mass in mind. A tubular space frame was chosen for a number of reasons, most importantly; cost, manufacturability, reliability and the ease at which it can be modified. By deconstructing the chassis into planar sectors, two dimensional jigs could be constructed. This greatly improved chassis assembly time by eliminating errors in the fabrication process. This year's chassis construction was greatly aided by utilizing CNC processes to profile the tubes. This drastically reduced chassis construction time, as well as allowed for more accurate tube joining. 4130 MIL-T-6736 seamless tubing was chosen for its combination of excellent tensile strength, toughness and welding characteristics. The frame was assembled by means of TIG welding, using argon gas for shielding and ER 70 S2 filler rod. To ensure maximum weld strength, edges were sanded clean of surface coatings, degreased with acetone and heated with a portable propane torch to free the surface from any water vapor or other contaminants.

8. Braking System
The braking system was designed for the driver to experience increased pedal feedback with good pedal modulation and improved stability. AP Racing master cylinders with bore diameters of 5/8 and 3/4 were used for the front and the rear brake lines, respectively. A balance bar connected to the brake pedal actuates the master cylinders. A brake bias controller mounted on the dash allows the driver to change braking characteristics to suit the current driving conditions. Two AP Racing fixed 4-piston brake calipers are mounted on the front rotors, while two AP Racing fixed 2-piston brake calipers are mounted to the rear. The front brake rotors are custom designed rotors made of ductile iron with an outside diameter of 226mm. The rear rotors have a similar design with an outside diameter of 210mm and are fixed to the rear spindles. The rotors have a thickness of 4.5mm in the front and 4mm in the rear. The material used (Ductile iron) allow the rotors to withstand deformations due to high operating temperatures and clamping forces.

9. Electrical System

The selection and implementation of the Ryerson Formula Racing 2012/2013 Electrical system was a collaborative decisions and implementation. The primary goal of this electrical system was to put together a reliable as well as manageable system, therefore kept simple. For cable management, the ECU and battery are kept next to the fuel tank, beneath the driver, to reduce the length of wire required, however away from any potential damage such as heat at the engine and exhaust. Every wire on the harness is colour coded and continuously labeled along the wire to note the specific wire and number. The Ballistics Evo 2 battery is an 8 cell battery that uses a LiFePO4 cathode material, which enhances safety and reduces mass greatly over a traditional lead-acid battery. The AEM Engine Management System 4 (EMS-4) is a powerful ECU that provides all of the essential features to run the vehicle, while keeping mass and size to a minimum. Furthermore, additional optional features are available, such as traction control and launch control, allowing for potential additions to the vehicles capability. All connectors on the ECU and sensors are water tight, resulting in a reliable vehicle under most atmospheric conditions.

11. Outboard System

For 2012, Ryerson Formula SAE uses for the first time, a magnesium alloy for the uprights. A wrought magnesium alloy, AZ31B-H24 was selected, CNC machined to the final dimensions and coated to protect against corrosion. The yield strength of this magnesium alloy is 135 MPa compared with 165 MPa for the A356-T6 aluminum alloy used last year, but the material density decreased from 2.7 g/cm to 1.78 g/cm. Despite the decrease in strength, a safe and suitable component was created through proper design. By switching from aluminum alloys to a magnesium alloy, a reduction in weight of 20% was achieved for each upright (a total reduction of 1.12 kg).