Rutgers Formula Racing
Encyclopedia
Rutgers Formula Racing (previously known as Rutgers Formula SAE) is a collegiate club within the Rutgers University School of Engineering
which competes in the Formula SAE Design Series
.
Design of the first car began in the Fall of 1989 along side fund raising activities.
Ford Motor Company was the first monetary supporter of the team with a $5000. Dean Dill soon followed with a donation from the school's Alumni Association fund.
SAE Metropolitan Section was another key early sponsor that got Rutger's FSAE program going.
SAE's shop took residence in a cleaned up section of the boiler room off of the main MAE lab.
Also during this same time frame, Rutger's MAE department bought a new Bridgeport Mill and Harrison Lathe.
This was the first entry for a Rutgers car into the Formula SAE competition.
A modified Ford ECU was being used to control the engine, but it never really worked.
The car never ran on its own power with this ECU installed.
This car won the "Best Suspension Award" which was judged by Terry Satchell. Bill Mitchell's suspension software was awarded to the team.
The 1991 car was updated with an Electromotive ECU.
Approximately 60 hours of dyno testing was performed on this motor and numerous track sessions.
Rear wheel Hp was 73.
This car earned 3rd Place in Acceleration. The car completed all events except the second heat of endurance due the failure of a suspension linkage eye end.
Result Highlights:
Presentation - 7th Place,
Design - 13th Place,
Acceleration - 13th Place,
Skid Pad - 5th Place,
Autocross - 3rd Place,
Endurance - 7th Place (22 Cones and 3 spin outs),
Economy - 6th,
Overall - 9th
This car earned the "Best Prototype Fabrication Award"
1995 Competition Results:
Cost: 31 points
Presentation: 14.2 points
Design: 82 points
Acceleration: 46.25 points
Skid pad: 34.4 points
Autocross: 130.4 points
Endurance: 171.1 points
Economy: 22.5 points
Overall: 22nd / 531.9 points
1997 Competition Results:
Cost: 54.53 points
Presentation: 60.5 points
Design: 110 points
Acceleration: DNF
Skid pad: 5.59 points
Autocross: 45.0 points
Endurance: 153.0 points
Overall: 22nd / 428.67 points
First time an entirely new car was designed and fabricated from scratch at Rutgers in a school year. The car earned a spot in design semi finals. Utilized a 600CC Honda F3 motor. First time a motor was semi stressed in this program. Incorporated outboard shocks, which seemed to be going a step back, but they worked quite well. CV joints were applied after a long hiatus since the first car. Switched to a single inboard rear brake rotor. All three aluminum brake rotors failed during the morning heat of endurance. New rotors were made by the aftenroon, but the car ultimately did not finish endurance due to a throttle control issue (jam nut came loose).
1998 Competition Results:
Cost: 65.0 Points
Presentation: 63.8 Points
Design: 127.0 Points
Acceleration: 48.26 Points
Skid Pad: 29.97 Points
Autocross: 98.05 Points
Endurance: DNF
Total: 32nd / 432.12 points
The 1998 car was utilized for a second year with slight improvements and adjustments to meet the current years rules. The changes included: Adjustable pedals, conversion from the air shifter to a mechanical lever arm for enhanced reliability, new differential mounting brackets to ease chain adjustments, new main roll hoop to meet new chassis regulations, and a full carbon fiber foot box, also to meet new chassis regulations.
The car weighed just over 500 lbs.
The differential failed during endurance due to lack of safety wire on the main bolts. Early model Tosen differentials are assembled with three main bolts that hold the two housing together in the axial direction. These bolts loosened during the endurance event, which created a large gap between the two main gears and the friction washer.
This car is currently undergoing a full restoration by Rugters FSAE alumni
1999 Competition Results:
Cost: 59.14 points
Presentation: 31.26 points
Design: 65 points
Acceleration: 51.94 points
Skid Pad: 17.51 points
Autocross: 109.5 points
Endurance: DNF
Overall: 40th / 334.4 points
The year 2000 car marked the return to inboard suspension. However, the mounting posts for the bell cranks caused cracks in the main frame tubes. This car utilized the same engine, differential, and rear chassis subframe configurations as the 1998 and 1999 cars. However, a new rear upright and half shaft designs were implemented to eliminate cv joint failure and to reduce overall weight. The remainder of the chassis was fully redesigned from the engine forward.
Earned a 3rd place Bosch powertrain award for a novel variable length intake runner system.
The 2001 car featured upgrades and lessons learned from the 2000 car which include improved bellcrank mounting and lighter front uprights. New rear suspension geometry (new rear subframe) was also introduced this year.
2001 Competition Results:
Cost: 78.4 points
Presentation: 30.9 Points
Design: 60.0 Points
Acceleration: 47.18 Points
Skid Pad: 39.24 Points
Autocross: 62.28 Points
Endurance: 290.12 Points
Overall: 15th / 608.1 Points
The 2002 Car was a revised version of the 2001 Car, with the engine changed from the Honda to the 2001 Yamaha R6. A coil on plug was implemented by wiring the coils directly to the output blades on the TEC II (the pins that normally connect to the GM coils).
The team placed 17th overall. Taking home the Highest Horsepower Award(NA)
The team and car were featured in a RU-TV News Segment.
The 2002 Car was ultimately wrecked in early 2003 in the Stadium Lot during new upgrades testing for the 2003 car. This occurred when the driver, using the new paddle operated electronic shifter, pulled multiple downshifts at high speed, shifting into first gear and causing a loss of control due to virtual lock-up of the rear wheels. The car hit a curb, shearing the dropped seat bottom off the car, and then hit a small tree. The chassis was badly damaged. The driver was bruised and sore, but had no major injuries. The helmet he was wearing hit the steering wheel and was thus retired.
2002 Competition Results:
Cost: 17th / 79.6 points
Presentation: 27th / 54.7 points
Design: 76th / 60 points
Acceleration: DNF
Skid Pad: 41st / 16.75 points / 5.759
Autocross: 18th / 91.19 points / 81.4 secs
Endurance: 13th / 252.07 points / 1770.9 secs
Total: 17th / 554.271 points
Completion of the car was very far behind. The car was ultimately able to pass all parts of tech inspection in time to be the very last car to run endurance. The chain fell off in the next to last lap of the event (second driver) due to the retaining clip on the master link falling off. This car had a chain which rubbed a friction surface on an interfering chassis tube, which may have contributing to knocking the clip off.
After the competition the interfering tube was cut out with a reciprocating saw and a diagonal tube was welded in so that the chain did not interfere. This setup lasted many drive days until eventually causing a crack in one of the original chassis tubes.
The car used a custom designed electronic shifting actuator made from a standard RC car motor and a planetary gear box from a power drill. While the actuator was very powerful, the system required an electronic controller because the motor could not be turned on for more than a quarter second without damaging the brushes or windings. The overall actuator weight was around 1.2 lbs. There were positive and negative results of the system. With new brushes in the motor and proper tweaking it was capable of very fast shifts (~15 ms), and was able to perform very well for automatic up-shifting during acceleration runs. However, the brushed motor was unreliable in this implementation (very low rev, turning only a few turns at a time, commonly stalled), which meant that the motor required constant tinkering. Further problems included the use of 1st gear on this car which led to frequent neutral-out conditions.
2003 Competition Results:
Cost: 40th / 77.7 points
Presentation: 32nd / 54.1 points
Design: 71st / 60 points
Acceleration: DNF
Skid Pad: DNF
Autocross: DNF
Endurance: DNF
Overall: 85th / 191.8 Points
The ECU was switched from the Electrmotive TEC2 to the relatively new Performance Electronics ECU.
The custom built Backseat Driver telemetery and data acquisition system was first used this year. It was a dashboard mounted unit with a rudimentary on-board LED display, and entirely through-hole based circuit board with a remote mounted accelerometer and telemetry radio.
The car did not finish endurance. The second driver was black flagged for missing a blue (pass) flag. Later review of video revealed a track worker in a low visibility location waving the blue flag. After the penalty time, with engine off, the engine would not start. The battery was drained after continued cranking without firing. Based on telemetry, coolant temperature was in the high 250 range during this period. It was later noted that the PE ECU's starting enrichments cut off after 255 degrees (the maximum setting).
2004 Competition Results:
Cost: 43rd / 75.1 Points
Presentation: 44th / 54 Points
Design: 48th / 80 Points
Acceleration: 10th / 63.1 Points / 4.343 secs
Skid Pad: 20th / 38.2 Points / 5.412 secs
Autocross: 16th / 103 Points / 52.225 Secs
Endurance: DNF
OVERALL: 40th / 413.4 Points
In response to previous years rear subframe issues along with changing competition trends, 2005 was first year to utilize an aluminum plate rear subframe created via water jet. This design provided quick and accurate creation of subframe and also maintained precise suspension points.
Power plant was still the 2001 Yamaha R6 with a new drivetrain design utilizing the same Torsen Differential housed in a single piece housing to increase reliability.
2005 Competition:
Car was driven through competition without roll bars due to trouble with fabrication / and longevity. Summer testing after competition T-style rear sway bar was created and worked reliably. RFR '05 started competition utilizing previous mentioned "RC motor style" shifter, but due to reliability issues shifter was switched to a mechanical stylethe night before endurance and ensured car finished endurance event. During the event there were still hard shifting characteristics due to zero to no testing on shifter or driver training.
2005 Competition Results:
Cost - 41st / 80.8 points
Presentation - 19th / 63.0 Points
Design - 14th / 100 Points
Acceleration - 27th / 51.9 points / 4.486 sec
Skid Pad - 67th / 18.0 points / 5.794 Sec
Autocross - 17th / 98.1 points / 60.226 Secs
Endurance - 23rd / 245.6 points / 1608.599 secs
OVERALL - 17th / 657.512 points
Note: Endurance Economy 1.111 Gallons used
2006 car was a completely new chassis and component car. 2005 & 2006 were rolling side by side. Optimization of the 2005 package yielded a car 30 lbs lighter, weighing in at roughly 465 lbs fully fueled and ready to drive. A number of improvements were made based on experience with the previous car and recommendations from design judges.
The changes recommened by the design judges included the addition of floating brake rotors and the removal of rod ends at the outboard ball joints.
Improvements to the car included:
Reworked method for rear differential adjustment. Diff was the same style except further optimized to reduce weight
Reworked front camber adjustment.
Shifter was a mechanical push/pull cable paddle shifter.
Performance in the acceleration and skidpad events was limited by running in wet conditions with 1 season old rain tires. All other dynamic events were run in the dry.
2006 Competition Results:
Cost: 47th / 80.6 points
Presentation: 18th / 61.7 points
Design: 40th / 70 points
Acceleration: 48th / 33.3 points / 5.027 secs
Skid pad: 40th / 2.5 points / 6.247 secs
Autocross: 21st / 104.5 points / 49.348 secs
Endurance: 9th / 331.9 points / 1553.229 secs
OVERALL: 16th / 684.4 points
Note: Endurance Economy 1.283 gallons used
2007 Competition Results:
Cost: 48th / 77.5 Points
Presentation: 83rd / 34.9 Points
Design: 38th / 80 Points
Acceleration: DNF
Skid Pad: DNF
Autocross: DNF
Endurance: DNF
Total: 87th / 192.3 points
Competition Results:
Cost: 34th / 80.5 points
Presentation: 90th / 33.7 points
Design: 37th / 80 points
Acceleration: 19th / 56.9 points
Skid Pad: 56th / 18.2 points
Autocross: 66th / 41.4 points
Endurance: DNF
Total: 60th / 310.7 points
There was notable redesign of most systems creating an overall new "platform". The Yamaha R6 engine was replaced with the 2007 Honda CBR 600rr. Anti-squat, and anti-dive were added to the suspension kinematics. The aluminum rear subframe was scrapped and the chassis was reverted to a one piece steel tube design. The team competed in two competitions, VIR and MIS. Highlights were 3rd place in Acceleration at VIR, and a tie for 3rd place in Design at MIS. The MIS Design finish was originally a tie with one other team for 5th place after semi-finals, two of the Design finalists had a 35 point penalty for not passing the new template rules, causing the first place team to tie with the two 5th place teams for 3rd place in points.
A paddle actuated hydraulic clutch was designed which had a custom master cylinder concentric with the steering shaft. Shifting was originally via a large off-the-shelf electric solenoid (actually two solenoids inline which acted in opposite directions), but the windings for one of the internal solenoids burned out the Sunday before the VIR competition (the team left on the Tuesday morning after this). Parts were gathered from old (~10 years previous or more) pneumatic shifting setups that were stored in various places, and the following day CO2 tanks and various other parts were bought at a paint ball supply store and a pneumatic shifter was on the car by 4am Tuesday morning. This system used the same switches that actuated the original shifter, which were mounted on a collar on the steering shaft. The shift paddles pushed small pushrods which were in holes drilled in the quick release and protruded when the paddle was pulled to push the microswitch levers.
The car weighed in at 499 lbs with a carbon fiber aerodynamic undertray at VIR, and was reduced to 465 at MIS after the undertray was removed and other components streamlined.
VIR Endurance
The first driver completed the first half of the event, with about 4 cones and no off course penalties. The car was overheating and the overflow tank was venting steam. The car was inspected by the event officials and allowed to go back out. At the end of the driver change the coolant temperature was around 265, and with some hesitation the engine started. At the time the car a tendency to lock up the front wheels under braking. The second driver locked up the front wheels going into the corner after the first straight, and ended up stalling the engine. With a coolant temperature around 275 degrees, the engine would not restart. It cranked very slowly although the battery voltage was showing a full charge. After the Endurance course was closed, the now cooled down car was brought back to the paddock where it fired up immediately with no charging of the battery.
MIS Endurance Due to the problems in the VIR Endurance and in testing, a larger battery was added to the car for this event (14 amp-hour), and a second fan was installed on the radiator as well as a duct in front of the radiator. After about 7 laps by the first driver the downshift microswitch got stuck and held the pneumatic actuator in the down-shift position. The transmission ended up in first gear, and would not come out of first because the up-shift solenoid could not overcome the already actuated down-shift solenoid. At the end of the 10th lap, the coolant temperature was around 270F. At the final turn of the final lap, the checkered flag was displayed approximately 1 second before the car reached the official holding the flag (based on video slow-motion). The driver did not see the flag and continued around the course. Based on telemetry data, it is evident that there was a loss of oil pressure by about 90% while the coolant temperature was around 270 during this 11th lap. By the ½ way point of the 11th lap the engine began to misfire badly and the driver decided to pull over. At this point the overflow tank was still steaming. The driver was instructed by track workers to cut the engine, and the car was immediately towed away. After watching the video of the event, it was decided that the team leaders would make a compliant to the event organizers regarding the late flag. The whole situation was explained to one of the main organizers, and he informed them that missed flags occur constantly and they just can’t do anything about it. He went on say that if the driver was not given the 3 minute period stipulated in the rules to restart the engine and continue driving, that it may have been a mistake on their part, and he would talk to the event captain and see what could be done. After 10 minutes he returned to the paddock and explained that the event captain wanted us to return to the course with our second driver and attempt the second half of the event. He further explained that he and the track workers would later inspect the notes and any video evidence, and only if there was definitive proof that the driver was not offered his 3 minute restart period would they consider the second driver’s laps and give us point for the event. The car was immediately returned and the second driver entered the track. The second driver immediately noticed that the sound of the engine was off, and after the first slow section of the course shifted into 3rd gear for the remained of the first lap. At the start of the second lap, the car was passed, and upon pulling onto the course again the driver noticed an increase in the vibration from the engine. The driver then shifted into 4th gear to further reduce the engine RPM. Before the half-way point of the 2nd lap (right before the back sweeper) a loud bang was heard from the engine, and the car began shaking violently. The driver continued through the back sweeper and then pulled off the side of the course. Before being towed back, the driver was handed a small, oily chain by one of the track workers who believed that it came from our engine (which it did). Upon inspection there was a hole in the front bottom of the engine near the #1 cylinder.
Other notable events and facts from 2009:
First time the shop in the Packaging Engineering Building was used as a main shop. The chassis was built in this shop and carried through the single door before the final assembly of the car.
Addition of the "car on the roof". This is the chassis and body of the 2003 car which has been strapped to the roof of the shop with wire rope.
The team unofficially adopted Africa by ToTo as the theme song for the 2009 season.
Testing at the Goodyear facility in Akron, Ohio in October, 2008.
VIR Car #14
VIR Competition Results:
Cost: 20th / 44 points
Presentation: 18th / 52.3 points
Design: 9th / 75 points
Acceleration: 3rd / 59.5 points
Skid Pad: 10th / 30.1 points
Autocross: 13th / 72.2 points
Endurance: DNF
Overall: 13 th / 333.1 points
MIS Car #26
MIS Competition Results:
Cost: 20th / 78 points
Presentation: 4th / 68.8 points
Design: 3rd / 115 points
Acceleration: 27th / 50.8 points
Skid Pad: 45th / 17.5 points
Autocross: 64th / 17.8 points
Endurance: DNF
Overall: 40th / 347.8 points
Faculty Advisor
Team Captain
Team President
The Team Captain and President are in charge of the team overall. They have different but sometimes overlapping responsibilities, and have equal authority. The Team Captain is responsible for getting the car built. He/she tends to resolve design contentions, acts as a technical interface between the people designing the systems of the car, and sets the priorities of the team.
The Team President is responsible for the finances of the team, and deals with logistics regarding the University, and SAE.
Before June 2009: The Team Captain was known as the Team Leader. The roles of Vice President was assigned on and off, and no clear role was defined.
Project Leaders
Project Leaders are responsible for the design and fabrication of the major systems of the car. Some years have additional or fewer specific projects leaders, but in general they are as follows: Chassis, Powertrain, Drivetrain, Controls, Electronics
Before June 2009, Project Leaders were referred to as Team Leaders of Sub-team Leaders.
Vice President
The Vice President is a support role for the President.
Project Manager
The Project Manager is a support role for the Team Captain. He/she keeps track of every individual project related to the design and fabrication of the car, and reports the status of the projects to the Team Captain.
This title was first used in 2007, but the job was not clearly defined until June 2009.
Treasurer
Information about Backseat Driver system http://www.lsasso.com/index_files/bsd.htm
School of Engineering (Rutgers University)
The School of Engineering at Rutgers, The State University of New Jersey, was founded in 1914 as the College of Engineering. It was originally a part of the Rutgers Scientific School, which was founded in 1864. The school has seven academic departments, with a combined undergraduate student...
which competes in the Formula SAE Design Series
Formula SAE
Formula SAE is a student design competition organized by the Society of Automotive Engineers . The competition was started back in 1978 and was originally called SAE Mini Indy.-Concept:...
.
1989
Rutger's Formula Team organized and several members attended the 1989 event at South West Research Institute in San Antonio, Texas.Design of the first car began in the Fall of 1989 along side fund raising activities.
Ford Motor Company was the first monetary supporter of the team with a $5000. Dean Dill soon followed with a donation from the school's Alumni Association fund.
SAE Metropolitan Section was another key early sponsor that got Rutger's FSAE program going.
SAE's shop took residence in a cleaned up section of the boiler room off of the main MAE lab.
Also during this same time frame, Rutger's MAE department bought a new Bridgeport Mill and Harrison Lathe.
1990
Major design and fabrication work on the first car was completed in 1990. The car utilized a Ninja 600 engine and 10 inch wheels. Wheelbase was 61 inches and the track was 60 inches front 58 inches rear. The car was not ready for the 1990 competition; however, the rolling chassis was brought to the event which was held at Lawrence Tech.1991
The 1991 competition was held at the GM Proving Grounds aka "Black Lake."This was the first entry for a Rutgers car into the Formula SAE competition.
A modified Ford ECU was being used to control the engine, but it never really worked.
The car never ran on its own power with this ECU installed.
This car won the "Best Suspension Award" which was judged by Terry Satchell. Bill Mitchell's suspension software was awarded to the team.
1992
The 1992 Formula SAE competition was held at Ford's Research and Engineering campus in Dearborn, MI.The 1991 car was updated with an Electromotive ECU.
Approximately 60 hours of dyno testing was performed on this motor and numerous track sessions.
Rear wheel Hp was 73.
This car earned 3rd Place in Acceleration. The car completed all events except the second heat of endurance due the failure of a suspension linkage eye end.
1994
Rutgers entered its first carbon fiber monocoque in the 1994 competition at the Pontiac Silverdome. The front half of the car was constructed of pre-preg carbon fiber with a Nomex honeycomb core. 3 sandwich panel aluminum bulkheads were used to mount the front suspension and master cylinders. The rear half of the car was constructed of 4130 steel tubing. One of the most dramatic features of the car was the use of very long lower A-Arms. They were so long, that there was only about 1 inch of space between the left and right mounts on the chassis. The composite construction made use of very simple molds made primarily from sheetmetal and wood. There were no compound curves to any of the molds for the monocoque. Shifting was performed by steering wheel push buttons via pneumatics (an FSAE first). The brakes used 200mm OD cast iron vented rotors. The engine was a naturally aspirated Kawasaki Ninja 600R, making 73 RWHp.Result Highlights:
Presentation - 7th Place,
Design - 13th Place,
Acceleration - 13th Place,
Skid Pad - 5th Place,
Autocross - 3rd Place,
Endurance - 7th Place (22 Cones and 3 spin outs),
Economy - 6th,
Overall - 9th
This car earned the "Best Prototype Fabrication Award"
1995
Car #9 - This was the second year entry of the 1994 car. Carbon fiber wheels were custom built for the car.1995 Competition Results:
Cost: 31 points
Presentation: 14.2 points
Design: 82 points
Acceleration: 46.25 points
Skid pad: 34.4 points
Autocross: 130.4 points
Endurance: 171.1 points
Economy: 22.5 points
Overall: 22nd / 531.9 points
1997
Car #681997 Competition Results:
Cost: 54.53 points
Presentation: 60.5 points
Design: 110 points
Acceleration: DNF
Skid pad: 5.59 points
Autocross: 45.0 points
Endurance: 153.0 points
Overall: 22nd / 428.67 points
1998
Car # 22First time an entirely new car was designed and fabricated from scratch at Rutgers in a school year. The car earned a spot in design semi finals. Utilized a 600CC Honda F3 motor. First time a motor was semi stressed in this program. Incorporated outboard shocks, which seemed to be going a step back, but they worked quite well. CV joints were applied after a long hiatus since the first car. Switched to a single inboard rear brake rotor. All three aluminum brake rotors failed during the morning heat of endurance. New rotors were made by the aftenroon, but the car ultimately did not finish endurance due to a throttle control issue (jam nut came loose).
1998 Competition Results:
Cost: 65.0 Points
Presentation: 63.8 Points
Design: 127.0 Points
Acceleration: 48.26 Points
Skid Pad: 29.97 Points
Autocross: 98.05 Points
Endurance: DNF
Total: 32nd / 432.12 points
1999
Car #67The 1998 car was utilized for a second year with slight improvements and adjustments to meet the current years rules. The changes included: Adjustable pedals, conversion from the air shifter to a mechanical lever arm for enhanced reliability, new differential mounting brackets to ease chain adjustments, new main roll hoop to meet new chassis regulations, and a full carbon fiber foot box, also to meet new chassis regulations.
The car weighed just over 500 lbs.
The differential failed during endurance due to lack of safety wire on the main bolts. Early model Tosen differentials are assembled with three main bolts that hold the two housing together in the axial direction. These bolts loosened during the endurance event, which created a large gap between the two main gears and the friction washer.
This car is currently undergoing a full restoration by Rugters FSAE alumni
1999 Competition Results:
Cost: 59.14 points
Presentation: 31.26 points
Design: 65 points
Acceleration: 51.94 points
Skid Pad: 17.51 points
Autocross: 109.5 points
Endurance: DNF
Overall: 40th / 334.4 points
2000
Car # 67The year 2000 car marked the return to inboard suspension. However, the mounting posts for the bell cranks caused cracks in the main frame tubes. This car utilized the same engine, differential, and rear chassis subframe configurations as the 1998 and 1999 cars. However, a new rear upright and half shaft designs were implemented to eliminate cv joint failure and to reduce overall weight. The remainder of the chassis was fully redesigned from the engine forward.
Earned a 3rd place Bosch powertrain award for a novel variable length intake runner system.
2001
Car #56The 2001 car featured upgrades and lessons learned from the 2000 car which include improved bellcrank mounting and lighter front uprights. New rear suspension geometry (new rear subframe) was also introduced this year.
2001 Competition Results:
Cost: 78.4 points
Presentation: 30.9 Points
Design: 60.0 Points
Acceleration: 47.18 Points
Skid Pad: 39.24 Points
Autocross: 62.28 Points
Endurance: 290.12 Points
Overall: 15th / 608.1 Points
2002
Car #36The 2002 Car was a revised version of the 2001 Car, with the engine changed from the Honda to the 2001 Yamaha R6. A coil on plug was implemented by wiring the coils directly to the output blades on the TEC II (the pins that normally connect to the GM coils).
The team placed 17th overall. Taking home the Highest Horsepower Award(NA)
The team and car were featured in a RU-TV News Segment.
The 2002 Car was ultimately wrecked in early 2003 in the Stadium Lot during new upgrades testing for the 2003 car. This occurred when the driver, using the new paddle operated electronic shifter, pulled multiple downshifts at high speed, shifting into first gear and causing a loss of control due to virtual lock-up of the rear wheels. The car hit a curb, shearing the dropped seat bottom off the car, and then hit a small tree. The chassis was badly damaged. The driver was bruised and sore, but had no major injuries. The helmet he was wearing hit the steering wheel and was thus retired.
2002 Competition Results:
Cost: 17th / 79.6 points
Presentation: 27th / 54.7 points
Design: 76th / 60 points
Acceleration: DNF
Skid Pad: 41st / 16.75 points / 5.759
Autocross: 18th / 91.19 points / 81.4 secs
Endurance: 13th / 252.07 points / 1770.9 secs
Total: 17th / 554.271 points
2003
Car #42Completion of the car was very far behind. The car was ultimately able to pass all parts of tech inspection in time to be the very last car to run endurance. The chain fell off in the next to last lap of the event (second driver) due to the retaining clip on the master link falling off. This car had a chain which rubbed a friction surface on an interfering chassis tube, which may have contributing to knocking the clip off.
After the competition the interfering tube was cut out with a reciprocating saw and a diagonal tube was welded in so that the chain did not interfere. This setup lasted many drive days until eventually causing a crack in one of the original chassis tubes.
The car used a custom designed electronic shifting actuator made from a standard RC car motor and a planetary gear box from a power drill. While the actuator was very powerful, the system required an electronic controller because the motor could not be turned on for more than a quarter second without damaging the brushes or windings. The overall actuator weight was around 1.2 lbs. There were positive and negative results of the system. With new brushes in the motor and proper tweaking it was capable of very fast shifts (~15 ms), and was able to perform very well for automatic up-shifting during acceleration runs. However, the brushed motor was unreliable in this implementation (very low rev, turning only a few turns at a time, commonly stalled), which meant that the motor required constant tinkering. Further problems included the use of 1st gear on this car which led to frequent neutral-out conditions.
2003 Competition Results:
Cost: 40th / 77.7 points
Presentation: 32nd / 54.1 points
Design: 71st / 60 points
Acceleration: DNF
Skid Pad: DNF
Autocross: DNF
Endurance: DNF
Overall: 85th / 191.8 Points
2004
Car # 29The ECU was switched from the Electrmotive TEC2 to the relatively new Performance Electronics ECU.
The custom built Backseat Driver telemetery and data acquisition system was first used this year. It was a dashboard mounted unit with a rudimentary on-board LED display, and entirely through-hole based circuit board with a remote mounted accelerometer and telemetry radio.
The car did not finish endurance. The second driver was black flagged for missing a blue (pass) flag. Later review of video revealed a track worker in a low visibility location waving the blue flag. After the penalty time, with engine off, the engine would not start. The battery was drained after continued cranking without firing. Based on telemetry, coolant temperature was in the high 250 range during this period. It was later noted that the PE ECU's starting enrichments cut off after 255 degrees (the maximum setting).
2004 Competition Results:
Cost: 43rd / 75.1 Points
Presentation: 44th / 54 Points
Design: 48th / 80 Points
Acceleration: 10th / 63.1 Points / 4.343 secs
Skid Pad: 20th / 38.2 Points / 5.412 secs
Autocross: 16th / 103 Points / 52.225 Secs
Endurance: DNF
OVERALL: 40th / 413.4 Points
2005
Car # 54In response to previous years rear subframe issues along with changing competition trends, 2005 was first year to utilize an aluminum plate rear subframe created via water jet. This design provided quick and accurate creation of subframe and also maintained precise suspension points.
Power plant was still the 2001 Yamaha R6 with a new drivetrain design utilizing the same Torsen Differential housed in a single piece housing to increase reliability.
2005 Competition:
Car was driven through competition without roll bars due to trouble with fabrication / and longevity. Summer testing after competition T-style rear sway bar was created and worked reliably. RFR '05 started competition utilizing previous mentioned "RC motor style" shifter, but due to reliability issues shifter was switched to a mechanical stylethe night before endurance and ensured car finished endurance event. During the event there were still hard shifting characteristics due to zero to no testing on shifter or driver training.
2005 Competition Results:
Cost - 41st / 80.8 points
Presentation - 19th / 63.0 Points
Design - 14th / 100 Points
Acceleration - 27th / 51.9 points / 4.486 sec
Skid Pad - 67th / 18.0 points / 5.794 Sec
Autocross - 17th / 98.1 points / 60.226 Secs
Endurance - 23rd / 245.6 points / 1608.599 secs
OVERALL - 17th / 657.512 points
Note: Endurance Economy 1.111 Gallons used
2006
Car # 482006 car was a completely new chassis and component car. 2005 & 2006 were rolling side by side. Optimization of the 2005 package yielded a car 30 lbs lighter, weighing in at roughly 465 lbs fully fueled and ready to drive. A number of improvements were made based on experience with the previous car and recommendations from design judges.
The changes recommened by the design judges included the addition of floating brake rotors and the removal of rod ends at the outboard ball joints.
Improvements to the car included:
Reworked method for rear differential adjustment. Diff was the same style except further optimized to reduce weight
Reworked front camber adjustment.
Shifter was a mechanical push/pull cable paddle shifter.
Performance in the acceleration and skidpad events was limited by running in wet conditions with 1 season old rain tires. All other dynamic events were run in the dry.
2006 Competition Results:
Cost: 47th / 80.6 points
Presentation: 18th / 61.7 points
Design: 40th / 70 points
Acceleration: 48th / 33.3 points / 5.027 secs
Skid pad: 40th / 2.5 points / 6.247 secs
Autocross: 21st / 104.5 points / 49.348 secs
Endurance: 9th / 331.9 points / 1553.229 secs
OVERALL: 16th / 684.4 points
Note: Endurance Economy 1.283 gallons used
2007
Car # 582007 Competition Results:
Cost: 48th / 77.5 Points
Presentation: 83rd / 34.9 Points
Design: 38th / 80 Points
Acceleration: DNF
Skid Pad: DNF
Autocross: DNF
Endurance: DNF
Total: 87th / 192.3 points
2008
Car #58Competition Results:
Cost: 34th / 80.5 points
Presentation: 90th / 33.7 points
Design: 37th / 80 points
Acceleration: 19th / 56.9 points
Skid Pad: 56th / 18.2 points
Autocross: 66th / 41.4 points
Endurance: DNF
Total: 60th / 310.7 points
2009
A paddle actuated hydraulic clutch was designed which had a custom master cylinder concentric with the steering shaft. Shifting was originally via a large off-the-shelf electric solenoid (actually two solenoids inline which acted in opposite directions), but the windings for one of the internal solenoids burned out the Sunday before the VIR competition (the team left on the Tuesday morning after this). Parts were gathered from old (~10 years previous or more) pneumatic shifting setups that were stored in various places, and the following day CO2 tanks and various other parts were bought at a paint ball supply store and a pneumatic shifter was on the car by 4am Tuesday morning. This system used the same switches that actuated the original shifter, which were mounted on a collar on the steering shaft. The shift paddles pushed small pushrods which were in holes drilled in the quick release and protruded when the paddle was pulled to push the microswitch levers.
The car weighed in at 499 lbs with a carbon fiber aerodynamic undertray at VIR, and was reduced to 465 at MIS after the undertray was removed and other components streamlined.
VIR Endurance
The first driver completed the first half of the event, with about 4 cones and no off course penalties. The car was overheating and the overflow tank was venting steam. The car was inspected by the event officials and allowed to go back out. At the end of the driver change the coolant temperature was around 265, and with some hesitation the engine started. At the time the car a tendency to lock up the front wheels under braking. The second driver locked up the front wheels going into the corner after the first straight, and ended up stalling the engine. With a coolant temperature around 275 degrees, the engine would not restart. It cranked very slowly although the battery voltage was showing a full charge. After the Endurance course was closed, the now cooled down car was brought back to the paddock where it fired up immediately with no charging of the battery.
MIS Endurance Due to the problems in the VIR Endurance and in testing, a larger battery was added to the car for this event (14 amp-hour), and a second fan was installed on the radiator as well as a duct in front of the radiator. After about 7 laps by the first driver the downshift microswitch got stuck and held the pneumatic actuator in the down-shift position. The transmission ended up in first gear, and would not come out of first because the up-shift solenoid could not overcome the already actuated down-shift solenoid. At the end of the 10th lap, the coolant temperature was around 270F. At the final turn of the final lap, the checkered flag was displayed approximately 1 second before the car reached the official holding the flag (based on video slow-motion). The driver did not see the flag and continued around the course. Based on telemetry data, it is evident that there was a loss of oil pressure by about 90% while the coolant temperature was around 270 during this 11th lap. By the ½ way point of the 11th lap the engine began to misfire badly and the driver decided to pull over. At this point the overflow tank was still steaming. The driver was instructed by track workers to cut the engine, and the car was immediately towed away. After watching the video of the event, it was decided that the team leaders would make a compliant to the event organizers regarding the late flag. The whole situation was explained to one of the main organizers, and he informed them that missed flags occur constantly and they just can’t do anything about it. He went on say that if the driver was not given the 3 minute period stipulated in the rules to restart the engine and continue driving, that it may have been a mistake on their part, and he would talk to the event captain and see what could be done. After 10 minutes he returned to the paddock and explained that the event captain wanted us to return to the course with our second driver and attempt the second half of the event. He further explained that he and the track workers would later inspect the notes and any video evidence, and only if there was definitive proof that the driver was not offered his 3 minute restart period would they consider the second driver’s laps and give us point for the event. The car was immediately returned and the second driver entered the track. The second driver immediately noticed that the sound of the engine was off, and after the first slow section of the course shifted into 3rd gear for the remained of the first lap. At the start of the second lap, the car was passed, and upon pulling onto the course again the driver noticed an increase in the vibration from the engine. The driver then shifted into 4th gear to further reduce the engine RPM. Before the half-way point of the 2nd lap (right before the back sweeper) a loud bang was heard from the engine, and the car began shaking violently. The driver continued through the back sweeper and then pulled off the side of the course. Before being towed back, the driver was handed a small, oily chain by one of the track workers who believed that it came from our engine (which it did). Upon inspection there was a hole in the front bottom of the engine near the #1 cylinder.
Other notable events and facts from 2009:
First time the shop in the Packaging Engineering Building was used as a main shop. The chassis was built in this shop and carried through the single door before the final assembly of the car.
The team unofficially adopted Africa by ToTo as the theme song for the 2009 season.
Testing at the Goodyear facility in Akron, Ohio in October, 2008.
VIR Car #14
VIR Competition Results:
Cost: 20th / 44 points
Presentation: 18th / 52.3 points
Design: 9th / 75 points
Acceleration: 3rd / 59.5 points
Skid Pad: 10th / 30.1 points
Autocross: 13th / 72.2 points
Endurance: DNF
Overall: 13 th / 333.1 points
MIS Car #26
MIS Competition Results:
Cost: 20th / 78 points
Presentation: 4th / 68.8 points
Design: 3rd / 115 points
Acceleration: 27th / 50.8 points
Skid Pad: 45th / 17.5 points
Autocross: 64th / 17.8 points
Endurance: DNF
Overall: 40th / 347.8 points
Organization
Rutgers Formula Racing, as of June 2009, has the following administrative structure:Faculty Advisor
Team Captain
Team President
The Team Captain and President are in charge of the team overall. They have different but sometimes overlapping responsibilities, and have equal authority. The Team Captain is responsible for getting the car built. He/she tends to resolve design contentions, acts as a technical interface between the people designing the systems of the car, and sets the priorities of the team.
The Team President is responsible for the finances of the team, and deals with logistics regarding the University, and SAE.
Before June 2009: The Team Captain was known as the Team Leader. The roles of Vice President was assigned on and off, and no clear role was defined.
Project Leaders
Project Leaders are responsible for the design and fabrication of the major systems of the car. Some years have additional or fewer specific projects leaders, but in general they are as follows: Chassis, Powertrain, Drivetrain, Controls, Electronics
Before June 2009, Project Leaders were referred to as Team Leaders of Sub-team Leaders.
Vice President
The Vice President is a support role for the President.
Project Manager
The Project Manager is a support role for the Team Captain. He/she keeps track of every individual project related to the design and fabrication of the car, and reports the status of the projects to the Team Captain.
This title was first used in 2007, but the job was not clearly defined until June 2009.
Treasurer
Funding
Each "year" or "season" runs from June to May of the next year. For example the 2000 season would run from June 1999 to May 2000. The major categories for funding sources are funds from the University, private sponsors, and member contributions. The majority of University funding comes from the Engineering Governing Council (EGC). Other University entities have offered funding in some years, such as the Mechanical Engineering Department, the Alumni Association, and others.Faculty Advisers
| Name | Start of term | End of term |
|---|---|---|
| K.T. Rhee | 1995 | |
| Nick Glumac | 1996 | 1999 |
| Haim Baruh | 2000 | 2003 |
| Mark Sproul | 2004 | current |
Notable alumni
| Name | Year of Graduation | Notable Accomplishments |
|---|---|---|
| Anthony Musci | ..., Designer of Aston Martin V12, FSAE Design Judge | |
| Jerry Grandov | Engineer for Shadow Racing Products, FSAE Design Judge | |
| Frank Bain | Professional Driver, ... | |
| David Faustino | 2001 | Race Engineer/Race Strategist for Penske Racing IndyCar driver Will Power |
| Jeffrey Kinsberg | Owner, JAK Tool And Model / JEVEK Solutions | |
| Mike Black | FSAE Design Judge, RFR Co-Founder | |
| Charles MacDonald | Indycar and NASCAR Designer | |
| David Mazer | 2003 | NASCAR Race Engineer |
See also
Formula SAE Official Web Site http://students.sae.org/competitions/formulaseriesInformation about Backseat Driver system http://www.lsasso.com/index_files/bsd.htm