November 2025 Blog
Throughout the month of November, UNB Formula Racing has made significant strides in developing our first-generation electric vehicle. While there is still much to learn and many concepts to explore, the team has already made impressive progress. From suspension design to battery development, our members are working across a wide range of disciplines, all converging toward a single goal.
As we push to complete as much development as possible before exam season, it’s hard to believe how quickly the month has passed. It was not long ago that building a car was only an idea, now it’s becoming a reality.
We have also established an official team headquarters within Head Hall, where members can meet, collaborate, and design components in our dedicated workspace.
New members are always welcome to attend our weekly Saturday morning meetings. We only have one meeting scheduled for December, but many more are on the way as the project continues to grow.
Powertrain
With the decision to use a single-motor drivetrain configuration last month, the next step was selecting the motor. EMRAX is commonly chosen by many Formula SAE teams due to its high power-to-weight ratio. The team evaluated two models: the EMRAX 208 and 228. After some calculations and OptimumLap simulations, the EMRAX 228 demonstrated a slight advantage thanks to its higher efficiency at the required torque levels.
With our motor selected, we began looking into the tractive system. At first, we planned on running a high-voltage system with a nominal voltage of 500 V to minimize the current flowing through the tractive system. However, after further research, we learned that lowering the nominal voltage to 400 V would allow us to save approximately $1,500 CAD on the inverter. With this decision made, we began contacting battery pack suppliers to determine whether they could provide a pack compliant with FSAE regulations. We have since found a company in China capable of supplying such a pack, and we are currently reviewing their documentation to ensure it fully meets all North American FSAE rules. As a first-year team, our goal is to procure a premade battery pack rather than assembling one from individual cells. We believe this will help us pass the technical inspection more smoothly.
On the low-voltage side, we have acquired the first component of our VCU, which should arrive in the mail within the coming week. We would like to thank AUDESS for providing our VCU and for offering us a generous discount. Additionally, a group of team members has begun designing and selecting the electronic components related to the brake system (brake light, pressure sensor, BSPD, and BOTS).
Dynamics
Following the front-suspension modeling, we have now completed the full-car suspension model. This model can predict the car’s transient response to road inputs and helps guide decisions on motion ratios, spring rates, and damper selection. We have also determined preliminary ride frequencies and roll gradient. Over the next few weeks, we will work on identifying LSC, HSC, LSR, and HSR damping rates for different damper settings, estimating shock and spring costs, and creating additional road-input profiles for the model.
For the rear suspension, we have made strong progress on finalizing the geometry and building the model in software. We are now focusing on designing the rear upright and wheel hub. Our main goal for the next couple of weeks is to optimize these designs using outputs from the suspension model. We will also place more attention on defining the connection between the motor and the rear wheels.
We researched the front-suspension geometry needed to improve lateral grip in both low and high speed corners. Using this information, we applied the key principles to our own design. After several iterations, we refined and optimized the geometry based on what we learned. We have now completed the geometry design and are starting to redesign the detailed parts.
Chassis
Building off of the general geometry that was completed last month, the front suspension geometry has been implemented into the frame and the pick up points have been finalized. The material chosen for the steel tubing has been switched from 4130 to 1020 steel. This was done as it is a cheaper material that is more accessible and easier to work with. Along with this, it is of comparable weight to the old material. The only concession is that it isn't as strong as 4130. This will not affect much as all calculations are to be done with material properties of 1020 steel regardless of steel grade chosen.
For ergonomics, ideal seat geometry and angles have been decided to optimize driver comfort while still being able to fit inside the chassis. The design for the seat has been roughly started with a more final version to come. The harness used to secure the driver has been decided as well along with placing attachment points on the chassis frame.
The team has decided to opt for a standard honeycomb impact attenuator as opposed to a standard foam IA or a custom built one. Companies have been contacted to receive quotes.