Paper Number 01

Design, Analysis and Fabrication of a Formula SAE Chassis

Andrew Salzano
2009 FSAE Co-Captain
Eric Klang
Faculty Advisor
Wolfpack Motorsports
College of Engineering
North Carolina State University
Raleigh, NC 27695-7910

Copyright 2009 Wolfpack Motorsports
ABSTRACT
This paper is an introduction to the design, analysis, and
fabrication of a steel tube space frame chassis for use in
Formula SAE. A guideline for the construction of this
frame will be based upon the Wolfpack Motorsports
2009 car (WMF09) and may be used by nearly every
amateur formula car racer that would like to build a car
for him/herself.
INTRODUCTION
The Formula SAE competition requires the construction
of a new car for every competition year. The 2008
Wolfpack Motorsports effort was disappointing due to
the underestimation of the difficult construction of a steel
space frame chassis. Having built carbon fiber
monocoque chassis for several years before 2008, the
team was inexperienced in the design and fabrication of
a full steel frame. As a result, the WMF08 was never
raced at an official competition, leaving it eligible to be
used in the 2009 competition. However, the FSAE
Rules committee implemented a minimum size
requirement for all 2009 chassis and the 2008 frame
would not have met this requirement, so a new frame
had to be built.
GOALS, DESIGN, ANALYSIS, FABRICATION
The first step in the design of an FSAE chassis is to
have a set of goals that the frame must meet. These
goals were compiled after considering the goals of the
engine, drivetrain, and suspension sections of the car.
GOALS The goals for the chassis are as follows:
Wheelbase 61.5 in.
Pushrod rear suspension, Pullrod front suspension
Carry pre-determined suspension points
Allow space for engine, turbo, intake, exhaust,
cooling
Have 54% rear weight bias
Hold all electronics within chassis structure
Lower center of gravity
Keep components as close to car centerline as
possible
Shallower seat angle for lower driver CG
Minimum torsional stiffness of 1200 ft-lb/deg in
ANSYS analysis
Weigh less than 58 lb
Conform to 2009 FSAE chassis rules
Completed chassis by J anuary 1, 2009

The designer of the chassis must have an idea as to
how all components of the car are going to function in
relation to each other. As a result, the designer must
know how all parts must interact and take this interaction
into account when designing the frame.
Discussion of goals Since the 2008 car has not
competed in an FSAE competition, many of the parts on
it are able to be used on the 2009 car. It was
determined that the team would try to carry over as
many parts as possible so that design and fabrication of
these parts would not have to be performed. The
advantage of this is the possibility of having a running
car in late winter or early spring that will be able to be
tested extensively. Testing is the only way to make a
car faster and more reliable so this is an ideal situation.
Transferring these parts allowed the team to set a goal
of J anuary 1, 2009 as a chassis completion date.
All suspension related parameters for the chassis were
determined through careful examination of data acquired
from the WMF08 testing days and through analysis of
tire data provided by Calspan. It was determined that
the suspension geometry of the 2008 car performed well
and that 6 of the 8 a-arms would be carried over. The
front upper a-arms would be redesigned to handle the
new pullrod actuated front suspension, to allow for an
optimal camber adjustment range, and to fit the
designed a-arm span. On the subject of camber, the
Calspan tire data showed a trend that led the team to
believe that the Goodyear tires being used are mostly
insensitive to camber. Through testing and the use of
an infrared tire temperature sensor rig, WM determined
that the tires performed best with minimal negative
camber and low pressure. Therefore camber gain was
minimized through inboard a-arm point locations.
Packaging of the engine and its network of supporting
components is a major challenge for the NC State team
due to the engine being turbocharged. This adds the
turbo, oil lines, and an oil cooler to the number of
components needed to run the engine properly. As with
every FSAE car ever built, the goal of lighter weight
applies to this chassis as well. With the new rules
requiring an overall larger car, an extensive effort was
put in to minimize the weight of the 2009 frame.
DESIGN The design of a Formula SAE chassis, or any
racing chassis for that matter, is going to be based on
suspension points, powertrain layout, driver position and
controls, and safety. These four important points must
come together to form an effective package for the car to
perform as intended.
Suspension Points The suspension geometry is what
determines how well the car controls the tires that
connect the vehicle to the ground. Should the
suspension not control the tires correctly, the car will not
corner as quickly and therefore be slower overall.
Through testing, data analysis, and simulation, WM has
developed effective suspension geometry for an FSAE
car on Goodyear tires. As explained earlier, camber
gain has been minimized through the placement of the
inboard suspension points.
Powertrain Layout Since FSAE cars use motorcycle
engines, it is easier to place the engine as it was in the
bike. The location of the engine in relation to the
wheelbase of the car plays the biggest role in weight
distribution of the car. The WMF08 has had
considerable difficulty in obtaining traction on launch and
on corner exit. An easy way to combat this is to
distribute more of the weight of the car toward the driven
wheels to increase vertical load on the tires. This led the
team to decide on a 54% rear weight distribution for the
2009 competitor.
In the past, the turbo has been located outside of the
main structure of the car. This relatively large mass,
being far away from the centerline of the car, potentially
has a negative effect on the yaw inertia of the vehicle.
By moving the turbo to a location in the center of the car,
we are able to decrease our yaw inertia. But, having the
turbo directly in front of the engine presents some
packaging issues for the driver and the fuel tank. These
issues were resolved by moving the driver forward and
having the seat lean more horizontal than in previous
years.
Driver Position and Controls Another important aspect
of chassis design is driver positioning and controls. If the
driver is not able to operate the car comfortably, it will
not meet its full potential. Driver comfort concerns
include seating angle, elbow space, head height in
relation to the front of the car, and controls operation
(pedals, shifter, and steering wheel).
Driver Seating The seating position in the car was
determined mainly from having the driver test different
seat back angles in a plywood seat mockup. It was
determined that an angle between 45 and 50 degrees
from horizontal is ideal for having a drivers chest and
head low enough and for comfort. Decreasing the back
angle from 65 degrees in the 2008 car to 45 degrees
drops the drivers chest by nearly 2 inches. The
shallower seat angle has a positive effect in that it
moves the drivers head and chest lower and therefore
lowers the overall center of gravity of the finished car.
With the drivers head lower, it will be more difficult for
short drivers to see over the front roll hoop and
bulkhead. However, since the members of the team that
are competition drivers are between 511 and 62, it
was decided that the shallow seat would be kept.
One advantage of the 2009 rules change on cockpit size
is that it allows the driver to have more elbow room
when driving. With the driver able to place his/her
elbows where necessary, it becomes easier for the
driver to operate the steering wheel and clutch in the
car. The steering wheel is operated with greater ease
due to the driver being able to have more leverage in the
cockpit.
Controls Operation - As part of the new chassis design,
a redesign of the 2008 pedal box was in store. The
2008 box flexed considerably under braking causing a
loss of driver feel and even a drop in braking
deceleration. After careful investigation of the front
portion of the new chassis design, it was determined that
a pedal box could be built into the chassis using steel
tubing. This pedal arrangement is much stiffer than the
previous carbon plate and should provide better braking
characteristics for the car.

Figure 1: 2009 Pedal Arrangement
In previous years, the transmission was shifted using a
manual linkage to the gear selector drum. This
arrangement meant that a shift lever must be placed
inside the chassis within reasonable reach of the driver.
In 2008, this meant that the shifter was encroaching on
the drivers thigh and caused bruising after hard driving.
For 2009, the team has come up with a paddle actuated
pneumatic shifting system for the steering wheel that
eliminates the need for a shift lever and accompanying
linkage.
Safety Fortunately, the FSAE rules committee has set
up a group of rules requiring certain tubing sizes in
areas of the frame critical to driver safety in the event of
an accident. These rules define outer diameters and wall
thicknesses for the front bulkhead, front roll hoop, main
roll hoop, side impact tubing, roll hoop bracing, and front
impact zones. The stated rules are adhered to without
deviation so that the driver may be safe and the car can
pass technical inspection at competition.
Design Process - A space frame is designed in several
steps that are based on the design considerations
previously stated. A methodical plan must be followed
so that all parameters are considered and the design
incorporates every part of the car correctly. The WMF09
was designed in Solidworks using the weldment feature
to model tubes easily and accurately.
Initial Setup First, baseline dimensions like wheelbase,
overall length, width, and height were selected.
Stemming from these dimensions were roll hoop
locations, bulkhead location, engine mounting location,
and wheel centerlines. Once these dimensions were
selected, a series of planes were created in Solidworks
at these points so that these locations could be
visualized.

Figure 2: Chassis Planes Side View
Modeling of Fixed Elements Fixed elements include
roll hoops, front bulkhead, suspension points, and
engine mounts. These features will not be moved
around during chassis design iteration so that the
number of variables able to be manipulated may be
decreased. This allows for a quicker design period so
that construction may begin sooner than usual.
The roll hoop and bulkhead shapes are decided upon to
minimize the length of tubing for the elements. Since
the roll hoops and bulkhead are required to be at least 1
OD .095 wall and 1 OD .065 wall, respectively, the
lengths of this heavy tubing need to be minimized to
reduce weight. Once shapes of the features are decided
upon, they are drawn on their respective planes. A
structural member feature is added to the sketch and the
first tubes of the model are drawn.

Figure 3: Roll Hoops and Suspension Points
The suspension mounting points are the next to be
designed. These are drawn as fixed points in space in
the Solidworks model. During suspension design, an
optimal a-arm span was determined and this dimension
must now be integrated into the chassis. The front
upper suspension mounting tube is modeled as
1x1x.049 square box tubing. This box tubing allows
for easy suspension mounting and accurate camber
adjustment with the use of shims. Aluminum mounts are
bolted to the chassis such that their distance from the
centerline of the car is adjustable, therefore moving the
top of the upright outward. This box tubing is again used
in the front lower and rear lower suspension mounting
locations but the a-arms are bolted inside the tubing in
the rear.

Figure 4: A-arm Mounting
The box provides a rigid mounting point to reduce
compliance in the highly loaded lower suspension
members. The rear upper suspension mounts are
vertical tabs welded to a round tube that sandwich
rodends coming from the a-arm. These tabs have three
holes at different vertical positions for potential roll and
instant center adjustment during suspension tuning.
Once the lengths, thicknesses, and locations of these
tubes are decided, they are modeled and not moved
during the rest of the design process unless absolutely
necessary.
Engine mounting locations are also decided upon and
fixed so that the engine design team can accurately
place their individual part models in the car assembly
without having to change their parts. This keeps the
team from making drastic changes when farther along in
the design process.
Modeling of Variable Elements The next step is to
model the tubes that connect the fixed elements to each
other. Arrangements of these tubes are variable and
careful consideration of weight, manufacturability, and
chassis stiffness must be taken, so that the chassis does
not become heavy and too flexible. The 2009 rules must
also be taken into account when drawing these
connecting tubes.
Since the weight of the chassis is critical to car
performance, connecting tubes must be kept short and
thin. Most of the connecting tubes on the WMF09
chassis are 1 .049 wall, 1 .035 wall, or .75 .035
tubing. The only connecting tubes that are not this size
are the required roll hoop bracing tubes which must be
1 .065 wall. These bracing tubes are kept to a
minimum length.
Manufacturability is important to bear in mind because
the more complex the chassis, the harder it will be to
fabricate. If the connecting tubes have extremely
difficult notches on the ends, it will take the team
member who is making that tube much longer to finish.
Subsequently, if each tube on the chassis takes 2 or
more hours to notch, then it will take much longer to
complete the frame.
Chassis stiffness relies on the effective arrangement of
the connecting tubes. This will be discussed in further
detail later.
Modeling of the connecting tubes is relatively simple in
Solidworks using the 3D sketch tool. Drawing the lines
is much like connecting the dots, or in this case, nodes.
Once a line is drawn between two of the nodes, a
structural member may be placed along that line. A
network of tubes may then be drawn by connecting
nodes in certain places and inserting structural
members.

Figure 5: Early Chassis Iteration
The final step in the design of the chassis is to put
together an assembly model with all of the parts that will
be put on the car, including the driver. This process
allows the designer to see clearances between parts
and to get an idea as to where certain parts will be able
to be mounted. A key part to the assembly of the
Wolfpack Motorsports cars is the header clearance for
the turbo and the drivers seat. Special consideration
must be taken so that the fuel tank and drivers seat are
not too close to the turbo and vice versa. This assembly
also gives an indication as to where such items as the
battery and ECU will be placed on the car. It is
important to put as many parts as possible into the
assembly to check for clearances and interferences with
every part of the car and the chassis. Figure 6 is an
example of a near full assembly.

Figure 6: Full Car Assembly Model
ANALYSIS Much like any mechanical design, this
chassis must undergo analysis to determine if it meets
its strength and stiffness goals. The analysis tool that
WM uses is ANSYS for finite element modeling and
analysis. It is important to outline the procedure for
using ANSYS so that iterations may be performed
quickly and smoothly.
Modeling The chassis was modeled in ANSYS using a
text file that defines keypoints, lines, areas, and volumes
in space. Keypoints are all points where a line begins,
ends, or intersects another line. These keypoints model
all of the nodes in the chassis, or where two tubes come
together. The full Solidworks model is combed for all of
the points necessary to define the chassis and these
points are input into the text file and numbered. All of
the tubes are then defined in the file by connecting the
necessary keypoints. Once the tubes are defined, the
engine must be modeled. As an important structural
member of the chassis, the engine is crucial to accurate
analysis. The engine is modeled as a set of areas that
form a volume once meshed in ANSYS.
ANSYS uses certain element types based on the part
the user wishes to examine. This selection determines
which theoretical model will be used in the constraint
and analysis of the part. The element types used in this
analysis are BEAM188 for the tubing and SOLID187 for
the engine. BEAM188 is based on Timoshenko beam
theory and is used in the analysis of slender beam
structures
1
. SOLID187 elements are 3D, 10-node,
tetrahedral elements used for almost any solid part
2
.
Another important part of the text file is where material
and section properties are defined. Two materials, 4130
steel and aluminum, are defined using their tensile
strengths and Poissons ratio. This allows for the
selection of materials when meshing in ANSYS. Section
properties are then defined so that different tubing sizes
may be selected in ANSYS as well.
The analysis of the chassis in ANSYS also requires the
modeling of a-arms, pushrods, bellcranks, and shocks.
These are defined using keypoints and lines much like
the rest of the frame. One crucial step is to define the
pivoting joints (inboard and outboard ball joints) as
coincident nodes, meaning define them twice. This will
allow movement of these points during the ANSYS run.
Meshing Once all important features are defined in the
text file, it is imported into ANSYS using the Read Input
from option. This brings the chassis model in to
ANSYS and it is shown on the screen as a wireframe.
The following steps are taken to mesh the chassis:
1. Preprocessor>Meshing>MeshTool
This menu is used for creating the chassis mesh. First,
attributes are assigned to the lines and volume that
make up the model.
2. Element Attributes>Lines (or Volumes)>Set>Pick
After clicking this, a menu appears that allows the user
to select material, element type, and element section.
This is performed for each tube and for the engine.
3. Size Controls>Lines>Element Divisions
An element size must be chosen for the mesh. This size
will determine how coarse or fine the mesh is and
consequently how precise the results will be.
4. Mesh>Lines (or Volumes)>Mesh>Pick
This will mesh the model and prepare it for FEA.
5. Preprocessor>Coupling>Coincident Nodes
Since the pivots in the suspension members must be
modeled, coincident nodes are created. This will say
that all nodes that are within 0.01 inches of each other
will be called coincident and will be unrestrained.
6. Solution>Solve>Current LS
The solver takes the loading characteristics defined in
the text file and applies the loads to the chassis.

Results Post processing can now be performed to
figure out how stiff the chassis is in torsion. The chassis
is analyzed for torsional stiffness because of its
contribution to the car as a whole. A target stiffness for
the chassis is chosen after roll stiffness analysis is
performed on the suspension. The target torsional
stiffness for this chassis is 1200 ft-lb/deg. This is viewed
in the results of the ANSYS analysis by observing the
maximum vertical displacement of the front upper a-
arms and calculating stiffness using the following
equations:
) arctan(
MomentArm
flection VerticalDe
lection AngularDef =
lection AngularDef
e InputTorqu
tiffness TorsionalS =
The input moment arm is half of the track width and the
input torque is the torque caused by the input
suspension loads on the front a-arms. These suspension
loads are estimated to be anywhere from 200 to 400 lbf
for an FSAE vehicle. Suspension loading is a function of
weight transfer and static loading. This load is applied to
the front while the rear lower a-arms are pinned,
simulating an absolute maximum torque the chassis
could encounter.
Once the first ANSYS trial is complete, iterations can be
performed in both Solidworks and ANSYS to optimize
chassis stiffness and weight. Over 50 ANSYS trials
were performed on this particular chassis to meet the
goals set by the team and the designer. During this
iteration process, it becomes apparent to the designer
what tubing layouts contribute to the stiffness of the
chassis and which ones have a negative effect.
It is easy to visualize the chassis as a long rectangular
prism that is loaded in torsion. If there are only
structural members running along the edges of this box,
it will not be able to support much torsion load. But if
bracing is run on each face in the shape of an X, such
as in the picture below, there will be a considerable
increase is torsional stiffness of this box.

Figure 7: Box Bracing Example
Using this concept, stiffness can be increased by
strategically placing members that run from the left side
of the car to the right side, or vice versa. The designer
must keep in mind the load paths, however.
The load paths must be visualized as where the load
travels through the chassis once it is applied. A major
feature to look for is a cantilevered section, or a space
between nodes on a single structural member. When
the load travels from one tube to the next through one of
these sections, it must go through this space and in turn
it creates unnecessary stresses in that location.

Figure 8: Cantilever Section Example
FABRICATION Fabrication is obviously the most
important part of completing a Formula SAE chassis.
The WMF09 is constructed of 4130 steel tubing TIG
welded with ER70S-2 rod. 4130 is chosen for its weld
ability and strength. Tubes are fitted together through
manual notching on a bench grinder and using the
manual mill. There are other methods of tube fitment
including CNC laser cutting the end of each tube so that
the chassis fits together like a puzzle. Wolfpack
Motorsports uses the manual notching method to
promote fabrication education for new members and to
save money. The chassis must be built in steps so that
it is made accurate to the design.
J ig - The first step is to have a jig designed and built to
locate the critical members of the chassis, or the fixed
elements as referred to earlier. A jig consists of a table
that is drilled and tapped at certain points to locate a
fixture that holds a fixed element in place. In this case,
an aluminum table top is drilled and tapped to locate
fixtures for the bulkhead, roll hoops, engine, and all
suspension points. These fixtures are also made of
aluminum and are machined precisely to locate these
critical points in space. The fixtures also act as a
restraint for the tubes when being welded. If there was
no jig, the chassis would be warped and unusable.
Roll Hoops The first tubes to be made are the roll
hoops and the front bulkhead. These are the only parts
of the chassis made off of the jig table. A large scale
drawing of these features is printed and used as a guide
when making bends and welding these tubes. The
following picture is of the front hoop being jigged and
constructed off of the jig table.

Figure 9: Front Roll Hoop Construction
Once these features are completed, they are bolted to
the jig table in their respective locations. The bottom of
the main roll hoop is used as a height reference for other
parts of the chassis because it is bolted directly to the
table with no spacer.
Cockpit - The cockpit is the first section to be built on the
frame. This section is built first so that it can be used as
a template for seat construction. The side impact
structure of the cockpit must be built from the bottom
toward the top so that during tube notching and fitment,
a tight fit may be achieved for each tube.
Front Section After the cockpit is built and welded, the
team moves to the front of the car to build the front
suspension mounting locations and front impact
structure. The first tubes to be made are the lowest
tubes. On the 2009 frame, these tubes stretch from the
front roll hoop to the front bulkhead. The tubes also
carry small box tubing sections where the front lower a-
arms are connected using bolts. The box sections are
arranged with the angle of the a-arms for clean fitment
during assembly.
The next tubing to be notched and welded is the box
tubing for the upper suspension mounts. It is critical to
keep this tube jigged during all welding so that these
points are not warped. If these points move in space
from where they have been designed, the upper a-arms
will not fit correctly and suspension geometry will be
compromised.
The front impact structure must form a triangle according
to the FSAE rules. The two tubes that form the triangle
connect to the upper suspension tube to form a node.
Due to the complexity of notching a round tube to fit a
square tube and multiple other round tubes, a small
cylinder is constructed to simplify this fabrication. The
cylinder is made of 1.25 .049 wall tubing with .040
sheet metal caps on the end. This cylinder is placed on
its side and at the front of the upper suspension tube.

Figure 10: Front Node Construction
The final pieces to be welded to the front part of the
chassis are the bellcrank and shock mounts. These
mounts must be jigged so that the bellcrank and shock
can rotate in the same plane to produce the desired
motion ratio. The bellcrank mount is a short length of
tubing that is welded to the lower suspension tube. This
small tube carries a bung that incorporates the races for
needle and thrust bearings that allow rotation of the
bellcrank. The shock mount is a piece of 1x2x.049
rectangular tubing welded to the front hoop using
multiple gussets.
The rest of the front section of the frame is made up of
miscellaneous bracing tubes that constrain nodes and
distribute loading to other parts of the chassis. These
tubes are thin since most of the time, they do not carry
any significant load. Weight savings can be made by
designing this bracing effectively and using small tubing
sizes.
Rear Section After the front section of the frame is
complete, the team works toward the rear. The first
major tube to be put in place is the shoulder belt tube.
This tube is located by a jig attached to the table. Once
this tube is on the jig, all of the tubes that connect to it
can be notched and fit up. At the same time, tubes that
connect to the engine mount are fit to the main hoop and
the engine mount. The engine mount is a 1.25 .049
wall tube that is capped on one end with a bung. This
mount is then bolted to one of the stock mounting holes
on the engine block with a 0.5 aluminum spacer. This
aluminum will reduce vibration slightly and will permit
easier installation of the engine into the frame.
The rear suspension tubes are the next to be
constructed. The lower points are located inside the box
tubing as mentioned before. Another jig is used to
locate the upper suspension tube. This jig holds a set of
tabs that determine the position of this tube in space.
These tabs are waterjet cut for a precise fit to the tube.
The upper suspension tube will stay in the jig as long as
possible while other welding is being performed so that
warping can be kept to a minimum.
Perhaps the most critical tube of the rear chassis is the
shock mounting tube that runs across the rear of the
engine. Not only does this tube carry the shocks but it
also contains the rearmost engine mounting tabs. This
tube must have a small bend in the center to
accommodate the shocks and this bend must be
perfectly in line with the centerline of the car. Once this
tube is in place, the tabs that the shocks mount to must
be located on the tube. These tabs must also be
perfectly centered on the car.
Once the shock tabs are in place, mock shocks can be
used to place the bellcrank tabs on the upper
suspension tube. It is important to get these bellcrank
tabs in plane with the shock tabs so that the desired
bellcrank motion ratio may be obtained. This rotation
being in plane also reduces the chances of bending the
shock shaft in compression and rebound when the
suspension is in use.
The rear section of the chassis also contains bracing
tubing that connects the left and right sides and also the
upper points to the lower points. These tubes must be
carefully placed so that the halfshafts that drive the
wheels clear the frame. There is also bracing in the
large open space above the engine. Small, thin tubing is
used to create an X and stiffen the rear section of the
frame.
Final Preparation - Once the rear section of the frame is
completed, the chassis may be taken out of the jig for
final welding. During construction, most welds on tubes
can only be half or three quarters of the way done due to
space constraints. With the chassis off of the table,
welders can easily reach these places that were
neglected earlier. Welding out of the jig is not normally
done due to potential warping but by skipping from one
location to another and spreading out the heat of
welding, the chassis will remain mostly as it was in the
jig with minimal warp.
After completion of welding, the car is ready to be
assembled. During assembly, mounts are made to
support the various components of the car that need
solid mounting. Most mounting is done through the use
of sheet metal tabs that are welded to the frame and
have a nut plate riveted to one side. This allows for
bolting of parts to the car. Careful observation needs to
take place so that oversized tabs are not used
abundantly as this is an easy way to lose control of the
weight of the chassis. Ideally, tabs will be made of thin
sheet metal and be used by multiple components.
Rivets may also be used to mount parts such as the
firewall, closeout panels, and permanent bodywork. The
number of rivets should be kept to a minimum because
every rivet requires a hole in the chassis and
subsequently produces a stress concentration feature.

CONCLUSION
The completion of the chassis is a major annual
milestone for every FSAE team. A completed chassis
provides motivation to complete other parts of the car
because the team members can now visualize what has
been in the design phase for months. Every team sets a
goal to complete their frame early, giving them a chance
to test the car for two or three months before each
competition, but frequently there are delays. These
delays can range from financial difficulties, materials
procurement problems, workshop limitations, and team
member skill development.
To finish the chassis by a deadline that is put in place by
the team, the designer needs to have his/her design fully
completed and frozen by the time construction starts.
Changing design points during fabrication can
significantly hinder progress because days or even
weeks will go by without any construction while the
designer is modifying their model. This can decrease
team morale and motivation to finish the project.
Steel tube space frame construction gives team
members an opportunity to learn basic fabrication skills
through sheet metal work, tube fitment, and welding.
This also instills a sense of pride in new members that
make tubes that are used in an integral part of the race
car. Space frame construction also provides an
opportunity for veteran members to teach the new
members how the team operates and its standards
regarding finished part quality.
The chassis design and construction process is a
cornerstone of the FSAE project. The many details that
must be considered during this procedure provides great
practice to aspiring engineers and gives them a leg up
on their competition.

ACKNOWLEDGMENTS
The authors would like to thank Max Koff, Drew Ulrich,
and the rest of the Wolfpack Motorsports members and
alumni for the support and advice during this project.
REFERENCES
1. kxcad. BEAM188. 14 Dec. 2008
<http://www.kxcad.net/ansys/ANSYS/ansyshelp/Hlp
_E_BEAM188.html>.
2. kxcad. SOLID187. 14 Dec. 2008
<http://www.kxcad.net/ansys/ANSYS/ansyshelp/Hlp
_E_SOLID187.html>.
3. Rouelle, Claude. Vehicle Dynamics and Race Car
Engineering Seminar (2008).