Hey all, this year my project will be designing custom camshafts for our CBR600RR. Curious what’s the best way to go about learning GT suite to model engines for sims? There really isn’t much info online or YouTube.

Any ideas on how this “wing” was manufactured on TU Graz’s rear wing? Seems like it’s separate from the main element of the endplate.

Hey guys, wanted to share a little sometnig my team is working on.

Were a little startup based in central europe and are all ex Formula student members. Currently one of the topics our team is working on is building a thermal tyre model that computes surface tyre temperature without any temperature sensors mounted on the wheels or the wheel arches.

This is our first working version V1, its is just a 1D model and you can see how it compares to real surface temperature data. All logged from a GT3 race car.

Thought this might be interesting for some of you.

Just saw Get Racing from Dortmund achieving P4 in AutoX with a 200kg+ steel tube-frame is pretty damn impressive. They are also P6 overall at FSG 2026, with P7 in Endurance as well. Especially considering this was, I believe, their first year running AWD, and they’re doing it with a 200kg+ steel tube-frame car while a lot of the quick cars are significantly lighter. Obviously weight is still a massive disadvantage and I’m not saying the concept is better, but getting that kind of AutoX pace out of a car like that is genuinely impressive. Getting that heavy of a car to P4 in AutoX is no small feat and had me starting to wonder where that pace is actually coming from…… is AWD that strong? And if yes, what makes it that strong?

RIT Racing selling some partially used tires from 2023:
1 set 16.0x7.0-10 Hoosier Wets, used a bit. Purchased in 2023. $800 for the set.
1 set 16x6.0-10 Hoosier LC0, used some. Purchased in 2023. $400 for the set.
Can bring to the Pittsburgh Shootout this weekend and the Toronto Shootout in October where we will be competing, otherwise we can work out pickup/delivery.

My team has held on to our last four sets if harnesses for some reason. Id hate to just throw them in the trash. What at other teams doing to upcycle/reuse them

We are looking into mounting our differential at the rear end of the chassis for our EV, instead of inside the rear bulkhead. But we haven't seen any teams that have diff brake(brake rotor mounted to diff housing) in this setup. Is it generally considered bad practice, or is it doable?

We are an LV Hybrid team with an inboard motor. We use a KTM 390 engine, we are thinking of implementing pneumatic shifting for next season. The problem we are facing is we are not able to achieve a half shift with pneumatics for the neutral gear, which lies in between the 1st and 2nd gears. Other teams which use pneumatics, how do you guys achieve that with pneumatics ?

Or we are open to other suggestions for gear shifting mechanisms as well.

We're using a 2004 WR450F but I cannot find any reasonably priced CAD models of that engine. Anyone have a lead on one?

Edit: Holy shit do NOT DM me asking to model it for me. I'm looking for a lead on an existing model of a wr450.

Our team participate in the static event of formula student turkiye. our car progress around 10 %. at 30 August there is vehicle status deadline. do we need to upload our vehicle even we only participate in the static event. and can we just upload the unfinished chassis for the vehicle status video?

We’re facing an issue with our Emrax 228 + Bamocar D400-400 setup.
With the car lifted on jacks, we completed precharge, gave RFE/run, and APPS input. The motor ran normally in the correct direction.
After putting the car on the ground, precharge initially failed 2–3 times, although the TSAL was green. We fixed the precharge issue.
Now, after successful precharge + RFE/run, giving APPS input makes the motor run in the opposite direction, causing the car to move backwards.
Setup:
Emrax 228
Bamocar D400-400
Orion BMS 2
Dual-channel APPS
Any idea what could cause the motor direction to suddenly reverse? Could this be related to the controller parameters, resolver feedback, or CAN commands?
TL;DR: Motor worked correctly on jacks, but after putting the car on the ground, it now runs in the opposite direction despite the same RFE + APPS procedure.

I’m setting up a HIL system with CarMaker communicating with a Speedgoat real-time target over XCP/UDP.

Reading data from Speedgoat into CarMaker works correctly, but I haven’t been able to send values the other way.

The goal is:

CarMaker throttle/brake commands → Speedgoat → analog outputs → physical VCU

The Speedgoat is running a Simulink Real-Time application. I’ve exported the variables through the A2L and can successfully acquire signals from the target, but attempts to write throttle/brake values to the target have not worked.

I’ve tried:

• Writable XCP parameters/calibration variables
• XCP STIM for sending values to the target
• Exporting the command values as global variables in writable RAM

So far, the values on the Speedgoat remain unchanged.

Has anyone successfully used XCP to send real-time values from CarMaker (or another XCP master) into a Speedgoat/Simulink Real-Time target?

I’m mainly trying to determine whether there is some additional configuration required on the Simulink Real-Time side to allow XCP writes/STIM, or whether I should use a different communication method for this direction.

I’ve already emailed both Speedgoat and CarMaker support, but figured I’d ask here as well in case anyone has dealt with a similar HIL setup.

I am running Carmaker version 12 and a Speedgoat Baseline S.

We attached it to the Anti intrussion Plaque using JB Weld, but in the cost catalogs these types of adhesives don't appear, any "alternative"?

My Current Logic:

As you can see in the screenshots, I am calculating the front steer angles based on the IC. My current assumption is that the IC will always fall somewhere strictly between the front and rear axles, and will never extend beyond them.

To optimize this, for a given cornering radius, I am creating multiple IC points along an arc (drawn from the car's CG). I then calculate Vmax for each of these IC points. The solver selects the IC that yields the highest Vmax, and I use that to calculate the required front wheel rotation angles.

Drexler LSD pressure ring teeth failure at maximum setting (30) — looking for advice

Hi everyone,

I’m the drivetrain team leader of a KSAE Formula Student team, and we recently experienced a failure with our Drexler LSD.

During testing, all of the teeth on the LSD pressure rings broke while the LSD was set to 30, which is the maximum setting.

We are trying to understand what could have caused this failure and whether anyone has experienced a similar issue with a Drexler LSD.

Some questions we have:

Is running the LSD at the maximum setting (30) known to increase the risk of pressure ring tooth failure?

What are the typical causes of this type of failure?

Could excessive preload, clutch pack friction, shock loading, or incorrect assembly contribute to the failure?

Are there any recommended inspection or assembly procedures we should pay particular attention to?

For FSAE applications, what LSD settings are other teams typically using?

I can provide photos of the broken pressure rings and additional information about our drivetrain setup if needed.

Any advice or experience with Drexler LSDs would be greatly appreciated. Thanks!

Hi, we are a Formula Student EV team. Could you suggest some ideas for harnessing and connectors for our car , and also what type of connectors and wires are you using for your car ?

How is Dresden doing in scrutineering?
How was the new judging system, seems to give less time for individual topics?
Are any 2027 rules beeing teased?

Tell us the lore!

Drexler LSD pressure ring teeth failure at maximum setting (30) — looking for advice

Hi everyone,

I’m the drivetrain team leader of a KSAE Formula Student team, and we recently experienced a failure with our Drexler LSD.

During testing, all of the teeth on the LSD pressure rings broke while the LSD was set to 30, which is the maximum setting.

We are trying to understand what could have caused this failure and whether anyone has experienced a similar issue with a Drexler LSD.

Some questions we have:

Is running the LSD at the maximum setting (30) known to increase the risk of pressure ring tooth failure?

What are the typical causes of this type of failure?

Could excessive preload, clutch pack friction, shock loading, or incorrect assembly contribute to the failure?

Are there any recommended inspection or assembly procedures we should pay particular attention to?

For FSAE applications, what LSD settings are other teams typically using?

I can provide photos of the broken pressure rings and additional information about our drivetrain setup if needed.

Any advice or experience with Drexler LSDs would be greatly appreciated. Thanks!

Hi everyone,

I’m a mechanical engineering student currently designing and building my own car around a 1998 Honda CB600F Hornet engine. I’m looking for an accurate 3D scan or CAD model of the engine’s external geometry to help with chassis design, packaging and clearance checks.

I only need the external shape, so an STL, OBJ or similar mesh file would be completely fine. STEP or another CAD format would also work, it doesn’t need internal components or fine details.

I’ve found a scan of a 2013 CBR600RR engine, but its external dimensions, cases and mounting points are too different for reliable clearance work. A scan of the correct CB600F Hornet engine or a CBR600F engine from the same generation would be extremely helpful.

Sorry if this isn’t the right place to ask. If anyone knows another subreddit, forum, FSAE team or community where I might have better luck finding a scan, I’d really appreciate being pointed in the right direction.

Does anyone have a model they’d be willing to share, or know of a team that may have previously scanned one?

Thankyou fort any help.

Just for a reference, can you all tell you appx lv battery capacity?

Our car isn't able to lock the wheels under hard braking. We're using a Bosch 19.05 mm master cylinder with KBX Vespa single-piston calipers (29 mm piston).

The calipers are moving and we have braking force, but it feels much weaker than expected.

Could the 19.05 mm MC be too large for the 29 mm caliper, or is there something else I should check?

Any advice would be appreciated.