Weight: 28.9kg.
Mild steel tubular space frame chassis.
7075-T6 aluminium plate rear sub-assembly.
Resin-infused carbon fibre nose.
The steel spaceframe structure of the chassis incorporates numerous advantages over the alternative
monocoque construction. For the weekend racer this provides a low cost solution with the ability to
easily replace damaged parts of the chassis along with offering excellent specific stiffness. Mass has
been minimised through the selection of a variety of wall thickness, with smaller thicknesses used in
regions of low stress while maintaining stiffness.


Mild steel tubing.
Roll bars, AISI 4140 alloy steel.
Cane Creek Double Barrel dampers.
Variable Ackermann steering geometry.
Toe, Camber and Caster Adjustable.
The car has been optimised for both wheel frequency and total lateral load transfer parameters.

Unsprung Mass

10” wheels were chosen as they reduce:
Rotational Inertia – increasing acceleration,
Unsprung mass – allowing faster recovery to steady state,
A disadvantage of using 10” wheels is that tyre choice is limited, however Hooiser still provide a range of tyres to choose from. 6” wide tyres were favored over the wider options; they reach operating temperature quicker.
Fabricated mild steel uprights were designed around the objective of reducing steering effort. This was achieved by not using any King Pin Inclination (KPI) or Castor Trail.
7075-T6 Anodised aluminium hubs.
3 piece aluminium split rims.
CNC Machined 7075-T6 aluminium wheel centres.
AP Racing brake calipers used in conjunction with custom designed brake discs. The front calipers are 4 pot, whilst the rears are 2 pot. As the car will experience a forward weight transfer under braking, a larger amount of braking force can be applied to the front.


2004 Yamaha R6 600cc.
Ricardo WAVE and Ricardo VECTIS exhaust systems. WAVE used to obtain air intake runner lengths and exhaust primary lengths to use the effects of wave ram charging and scavenging to flatten the torque curve.
Barrel Throttle
Aluminium Spun Restrictor
SLS Injector Seats
Magnetti Marelli (check spelling) injectors – cone spray pattern.
Simulation optimised 4-2-1 ceramic coated exhaust.
Custom radiator with dual high-flow fans and full use of threaded Goodridge connectors.
Electric water pump, with smart flow rate control.


Torsen T1 differential internals – large Torque Bias Ratio
CNC machined 7075-T6 aluminium custom differential housing.
Lightweight tripod joints.


The vehicle electronics interconnected through a CAN bus network. Currently five major nodes are connected to the network, each of which caters for specific functionality.
It includes a commercial unit (Gems PM1) that delivers current through solid-state switches.
Power Control Module (PCM): Distributes regulated power to all of the on-board electronics. This means channels can just be switched off electronically if an electrical fault occurs, so no fuses are needed.
Engine Control Unit (ECU): Essentially the “brains” of the electronics, it coordinates the engine operation and measures a plethora of vehicle diagnostics. Measurands include temperatures, pressures, engine rpm, and battery voltage. The ECU used is a DTAFast S60.
Custom Control Unit (CCU): Regulates the cooling by controlling the radiator fan speeds. It also drives the gear-changing mechanism. This module is designed and built in-house. It is cheaper, lighter, and consumes less power than commerical units.
Dashboard Control Unit (DCU): Reads important diagnostics off the CAN bus and relays this to the team through an interactive graphical display on the drivers dashboard. This unit is designed and built by the team.
National Instruments Compact Rio: Strain-gauge sensors, wheel speed sensors, and an angular position sensor are some of the additional sensors installed on the car. This unit reads and logs the sensor data, which helps inform future revisions of the vehicle chassis design.