This document is a research paper submitted for an MSc in Automotive Engineering. It aims to improve racing car performance through understanding vehicle dynamics and elements that affect performance. The paper will focus on suspension and tires, which transmit engine power to the road surface and are important for setup. A literature review establishes the background on vehicle dynamics and factors like aerodynamics, tires, brakes, and suspension. Research will include a questionnaire, interview, and case study to analyze data and discuss findings on improving performance through adjusting vehicle elements.

1. Improvement of Vehicle Performance in Racing Car
By
Noritaka Nakamura
CEG08032504
A research project
submitted to
ONCAMPUS COVENTRY
In progression to
MSc Automotive Engineering
AT COVENTRY UNIVERSITY
Word count: 8105

2. Contents
Abstract 5
1 INTRODUCTION 6
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.2 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3 Hypothesis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.4 Research Objectives and Questions . . . . . . . . . . . . . . . . . . . . . . . 10
1.4.1 Research Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.4.2 Research Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5 Research Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6 Time Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.7 Budgets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.8 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2 Literature Review 14
2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.2 Principle of vehicle dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.1 Force acting on vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2.2 Acceptable and unacceptable behaviours . . . . . . . . . . . . . . . . 16
2.2.3 Oversteer, Neutral Steer, and Understeer . . . . . . . . . . . . . . . . 17
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3. 2.3 Elements affect vehicle performance . . . . . . . . . . . . . . . . . . . . . . . 18
2.3.1 Aerodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.3.2 Wheels and tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.3.3 brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.3.4 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2.4 Racing car set up on race tracks . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.5 Tyres and Suspension Setting Up (Wheel Alignment Set-up) . . . . . . . . . 26
2.5.1 Wheel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.5.2 Toe Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.5.3 Caster Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.5.4 Camber Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.5.5 Wheel Alignment set-ups (Toe Angle and Camber Angle) . . . . . . . 29
2.5.6 Case study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2.6 Hypothesis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.7 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3 Research Method 34
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.2 Research Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.2.1 Primary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.2.2 Secondary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.2.3 Qualitative Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.2.4 Quantitative Method . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.3 Research Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.3.1 Deductive Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.3.2 Inductive Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.4 Sampling Framework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
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4. 3.5 Ethics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.5.1 Responsibility to subjects . . . . . . . . . . . . . . . . . . . . . . . . 37
3.5.2 Privacy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.5.3 Copy Rights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.6 Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.7 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.8 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4 Data Analysis and Finding, Case Study and Discussion 39
4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.2 Data Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.2.1 Quantitative Research: Questionnaires . . . . . . . . . . . . . . . . . 40
4.2.2 Qualitative Research: Interview . . . . . . . . . . . . . . . . . . . . . 44
4.3 Case study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.4 Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.5 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5 Summary, Limitation and Recommendation 50
5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
5.2 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
5.3 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.4 Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.5 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
References 54
Acknowledgement 56
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5. Appendix 57
A Questionnaires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
B Interview Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
C Forza Motorsports 6 Apex and Forzatune 6 . . . . . . . . . . . . . . . . . . . 59
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6. Abstract
This research focuses on how to improve racing car vehicle performance. Some studies related
to this area has already done and applied for real racing field. However, many people do
not familiar with how to improve racing car performance. There are many elements which
affect racing car performance, such as aerodynamics, suspension and tyre, etc. Therefore, this
research include these three objectives as follows; to understand basic vehicle performance, to
find out elements which affect vehicle performance and how these affect for the performance,
and to study deeply about suspension and tyres, such as placement of tyres.
The reason why this research focuses on tyre and suspension is these elements are included
primary set up for racing car and derive engine power and steering input to road surface.
These elements set up are stated in this paper with a case study.
This research will prove that vehicle performance has been improved by adjusting some
vehicle elements while comparing with case study, collecting and analyse data .
5

7. Chapter 1
INTRODUCTION
1.1 Introduction
Improving vehicle performance of racing car is vital to compete and win in motor racing
and there are a lot of approaches to do this. For example, building driver friendly vehicle,
which means the vehicle that driver is able to control it with less stress. Racing teams or
automobile company build one or more prototype car under official technical regulation and
it can be used in a race season. However, since they compete in several different circuits and
places, the car performance will change in each places depends on some characteristics of the
tracks, such as track surface and track temperature. One of the simple way to keep stable
performance in different circuits is to change setups of the car. To know these setups, engi-
neers have to know vehicle dynamics, which is one of the subjects in automotive engineering.
Vehicle dynamics means the interaction of driver, vehicle,load and environment. For in-
stance, driver gives lateral dynamics by turning steering wheels and longitudinal dynamics
by operating brake pedal, clutch and gear shift to a vehicle. Moreover, the vehicle gives
some vibrations which applies to vertical, lateral and longitudinal (Rill, 2004). This subjects
6

8. include various kinds of elements, such as aerodynamics, brakes, tyres, suspensions, etc.
In this research, studying all kinds of detailed setups, related to the elements mentioned
above, is too wide and not enough time to cover. Therefore, some specific parts that can
be considered as important to improve racing car performance are chosen and digging down
deeply. However, because of insufficient knowledge and background, this research paper
states general automotive topics without any professional mathematical formulas. This re-
search will help to understand principle of vehicle science, dynamics and motorsports for
people who do not have engineering background or automotive engineering background.
1.2 Background
Vehicle performance stands for how vehicle can be operated quickly with less stress for the
drivers. Since this performance is affected by characteristics of roads or circuits, some parts
of the vehicles should be changed to suite the tracks, such as changing angles of front wing
or placement of tyres.
During a race event, there are three main sessions which are test (or practice) sessions,
qualifying session, and race. Team crews and drivers can set-up the car to suite a circuit in
practice sessions. The number of sessions and procedure of these depend on racing categories,
for example Formula 1 racing has three practice session on Friday and Saturday (Formula
1 Sporting Regulation 2016 Article 32.1), however GP2 has only one practice session (GP2
series 2016).
Since practice sessions are limited, it is vital that focusing specific target, such as lap time,
reliability and fuel usage. However, firstly teams have to do citing laps to adjust the circuit
7

9. and conditions, braking point and racing lines for the driver. After that, the engineers collect
data from the driver and the data logger, which can get many parameters of the car when it
is driven. In addition, they need to analyse these data and reflect for next practice session.
The remaining session, teams focus on their target, which is not only set-ups but also testing
new parts or continue familiarising with tracks and the car.
If teams move on to set-up stage, they mainly focus on “chassis set-up”. This set-up should
be accurate, consistent and in repeatable manner. The following elements are changed in
this (Smith 2013).
(a) Ride Heights
(b) Camber
(c) Caster
(d) Toe
(e) Corner weight
In order to set-up the car precisely, engineers have to understand vehicle dynamics which is
one of the subjects in automotive engineering.
vehicle dynamics is “the branch of engineering which relates tyre and aerodynamics forces
to overall vehicle accelerations velocities and motions, using Newton’s Lows of Motion.”
(Milliken et al,1995: III) Vehicle dynamic contains various kinds of elements. The following
elements are included in it (Guiggiani 2013).
(a) Aerodynamics
Outside of a vehicle and considering wind affects.
(b) Wheels with tyre
The vehicle elements contacted with road surface (Smith 2013: 76) and derive engine
power to the road (Beyond The Apex 2013: 120).
8

10. (c) Handling(of Road car, of Race car, with Roll motion)
The system that vehicle makes turns on a road. (Guiggiani 2013: 3)
(d) Brakes
One of the vehicle which is decelerate its speed (Beyond The Apex 2013: 110).
(e) Suspension
The device which is placed between the body and wheels to absorb impacts coming from
wheels (Beyond The Apex 2013: 114).
These elements will help to understand vehicle behaviour affected by track condition or
driver’s characteristics and improve the vehicle performance.
1.3 Hypothesis
This research focuses on particular part of vehicle dynamics and control in racing car and
apply this in theoretically better way. It needs to understand basic theory of car performance
in Engineering point of view. After this, finding out some elements that affects the perfor-
mance and focusing one or two parts to applying for racing car performance improvement.
This topic has been studied and applied for every single racing field. Therefore, in this re-
search focuses on to prove previous research which has been done before by collecting datas
and comparing another studies.
9

11. 1.4 Research Objectives and Questions
1.4.1 Research Objectives
(1) To understand behaviours of car running on roads in general.
(2) Arising some factors that possibly affect vehicle performance of cars and determine how
these factors affects the performance.
(3) Pick up one or two factors from (2) and study how racing car performance will be improved
by changing some parts which related to the factors. In this research, suspension and tyre
set up are selected.
1.4.2 Research Questions
(1) How cars are generally performing on roads?
>>> It will be answered by studying fundamental of vehicle dynamics for general cars.
Many kinds of forces are applied on particular parts of cars.
(2) What factors do affect vehicle performance of cars in general?
>>> It will be answered by studying vehicle dynamic as well. In general there are some
factors for example Aerodynamics, tyres, suspensions and so on.
(3) If one particular factor will be picked up, how it will be applied to racing cars.
>>> In this research, the factors of tyres and suspension will be picked up and study
about placement of the tyres and setting of suspension and prove some theories work in racing
field comparing previous study and virtual racing field.
1.5 Research Method
In this research project, primary and secondary research methods are used. Distributing
questionnaires are applied as quantitative research and interview to professional person is
10

12. employed as qualitative research in Primary data collection. As secondary research, book,
journals, articles and web resources are used with referencing.
1.6 Time Scale
The time table below is brief schedule of this research and will help to meet up with the
time giving to finish it. Grey parts show ideal plan and black bars illustrate actual work
progression. During this limited time, there were some difficulties, problems and limitations
for this research and these became obstacles for progression of the research. However, these
could overcome these by finding compromise solutions.
Firstly, drafting chapter two took two weeks to complete because this part is one of the
important part in this paper and principle knowledge of the project. It was difficult to find
suitable books or articles from limited resources. Consequently, it was solved by giving extra
time to finish writing chapter two.
Secondary, interview session and case study could not include on draft of chapter four, because
of some problems as follows; it took long time to organise interview and case study. In terms
of interview session, it could not organise fully interview session, therefore semi structured
interview was used instead of full-interview session. Case study have done with a racing game
because it is not too engineering and many people can use this.
Finally, insufficient knowledge and background was a main obstacle of this because it affects
to do un depth research. To overcome this problem, avoid too much engineering factors and
provide basic engineering concept of automotive engineering.
11

13. Figure 1.1: Gantt Chart
1.7 Budgets
Figure 1.7 shows the budget that were spent for this research. The following things are
included; USB controller for racing simulation, Forzatune 6 which is iPhone/iPad application.
Print and photocopy was free because printed paper were printed by university printer.
12

14. Figure 1.2: Budget Table
1.8 Conclusion
This chapter introduces the basic ides of race weekend procedure and some idea about vehicle
dynamics. Since the chassis set-ups needs to be accurate, engineers should have knowledge
about vehicle dynamics. In later chapters will give more detailed ideas of vehicle dynamics
in general cars, considerable factors for car-performance and possible suggestion to improve
racing car performance from tyres and suspensions point of view.
13

15. Chapter 2
Literature Review
2.1 Introduction
The main objective of racing is to win the race. Most people might think winning the race was
mainly luck, however it is not true. If the teams did not give a proper winning car for a driver,
he or she would not win the race even if the drive has huge luck (Glimmerveen 2004: xii).
In other words, building a good car, which is for example, quick on straights and in corners
or less-steering fluctuations coming from wind, bumps and so on. It is important to win the
race. Moreover, good setting up can maximise car performance. In this chapter, in order
to understand vehicle setting up, firstly basic vehicle performance is explained. Secondly,
some elements affecting car performance are discussed and finally, setting up suggestions are
derived from suspension and tyre point of view. Though this research, suspension set ups
are identified as the main focus of the project.
14

16. 2.2 Principle of vehicle dynamics
2.2.1 Force acting on vehicle
Forces acts at some specific positions and directions for a vehicle. In order to understand
the force, it is essential to determine accelerations and velocities. For determining these in
direction of interests, defining axles are important (Millkinen 1995: 113). The most common
axes are X, Y, and Z axis, however in vehicle dynamics, “Vehicle axis system” is used. This
system as shown in Figure 2.1 shows that X axis is Roll axis, Y axis is Pitch axis, and Z axis
is Yaw axis (Millkinen 1995: 115). In addition, these axes are also called as follows: X axis
is longitudinal axis, Y axis is transverse axis and Z axis is vertical axis (Reif 2014: 15).
There are three different rotational movements which are derived from vehicle in each axis
as shown in Figure 2.1. Firstly, Roll is on Roll axis (X axis or longitudinal axis), secondary,
Pitch is on Pitch axis (Y axis or transverse axis) and thirdly, Yaw on Yaw axis (Z axis or
vertical axis) (Beyond The Apex 2013).
When vehicles are moving, various forces are acting on them. The forces shown in Figure 2.1
are the principle forces on vehicles. Longitudinal forces and lateral forces are major forces
which are applied on vehicles. Longitudinal forces act on longitudinal axis, for example,
motive force, aerodynamics drags or rolling friction. Lateral forces act on transverse axis,
for instance, steering force, centrifugal force when cornering or crosswind. These forces are
applied downwards or sideways to the tyres and ultimately to the road and derived as follows
(Reif 2014: 15).
(a) The chassis (e.g. wind)
(b) The steering (steering force)
(c) The engine and transmission (motive force)
15

17. (d) The breaking system (breaking force)
Figure 2.1: Force Acting on Vehicle with Axle (Reif 2014: 15)
In order to move the vehicle, motive force from engine and transmission should be bigger
than longitudinal forces. In terms of dynamic handling characteristics and handling stability,
forces are acting between tyres and roads must be know (Reif 2014: 16).
2.2.2 Acceptable and unacceptable behaviours
Since roads have curves, vehicle has to be driven in a fairly precise way. For example, the
behaviour of vehicle shown in Figure2.2 is negotiating a curve. On the other hand, the
behaviours illustrated in Figure 2.3. is not exactly negotiating the curve, however these
are acceptable because these are able to be controlled by drivers. The behaviour shown in
Figure 2.4 is unacceptable because this movement is not negotiating the curve and cannot be
controlled by drivers (Guiggiani 2014: 2-3). In next section, these movements are explained
more detailed.
16

18. Figure 2.2: Negosiating Line (Guiggiani
2014: 2)
Figure 2.3: Acceptable Line (Guiggiani
2014: 2)
Figure 2.4: Unacceptable Line (Guiggiani 2014: 3)
2.2.3 Oversteer, Neutral Steer, and Understeer
In vehicle science, there are three major expression for car behaviour. First, the movement
shown in Figure 2.2. is called neutral steer which is ideal behaviour when a vehicle is driven.
Second, the movement illustrated left in Figure 2.3 is called understeer which occurs a lack
of steering angle as the speed increases. Third, the movement shown in right of Figure 2.2 is
called understeer which is caused by too much steering angles (Beyond The Apex 2013). The
figure below shows a situation in which a vehicle is in steady-state circular driving. In later
sections, relations between some elements and over/under steering is explained in detail.
17

19. Figure 2.5: Oversteer, Understeer and Neutral Steer (Beyond The Apex 2013: 38)
2.3 Elements affect vehicle performance
2.3.1 Aerodynamics
Aerodynamics is a subject which studying about fluid (e.g air) with a body moving through
it (Smith 2013: 126). When a vehicle is driven at high speed, such as 200km/h, air resistance
becomes huge. The increase of the air resistance is a square of a vehicle’s speed (Beyond
The Apex 2013: 124). Being applied aerodynamic downforce and its distribution are widely
important for race car performance. These vehicle performance factors showed below are
affected by aerodynamics efficiency (Millikan 1995: 490).
(a) max cornering (limit) acceleration
(b) max traction and max breaking
(c) balance at max cornering
Because of this air resistance, two major forces are created, which are downforce and drag.
Downforce is a positive element for vehicle performance because it adds vertical tyre load
18

20. (Smith 2013: 126). On the other hand, drag is a negative effect for the performance and
this force “saps horsepower at any velocity”(Smith 2013: 126). By using these two forces,
aerodynamics efficiency is expressed as follows.
Aerodynamics efficiency =
Downforce[N]
Drag[N]
(2.1)
According to equation 2.1 above, in order to increase the efficiency, higher number is better
efficiency, therefore the amount of drag should be reduced to improve vehicle performance.
2.3.2 Wheels and tyre
Tyres and wheels are the unique elements that a car contact with race surface (Smith 2013)
and deliver the power coming from engine (Beyond The Apex 2013: 120). By interacting
with tyre and road surface, force is created when the tyre rotates and deforms. Figure 2.6
illustrates tyre deformation and forces on transversal direction. When a vehicle is turning a
corner, the force called “Shear force”, which is a type of force that deforms an object in a
shearing manner, applied on the tyre. As a result of this, tyre will laterally deform like in
Figure 2.6. Moreover, shear module of the tyre will be applied during the same time. This
force is necessary for acceleration, deceleration, and turning corner of a vehicle.
19

21. Figure 2.6: Tyre Deformation and Force (Beyond The Apex 2013: 36)
Figure 2.7 is a diagram that illustrates a tyre during a car is in corner. Lateral force is
produced with a slip angle (Haney 2003: 20), which is the angle of central plane of tyre and
direction of travel (Beyond The Apex 2013: 36), and this lateral force is necessary to turning
a corner as well (Haney 2003: 20). In general, if shear module is larger in the same slip
angle, strong cornering force will be obtained. However, on the other hand, if shear module
is very low, tyre deformation will highly increase in a same slip angle. This situation has led
to uncomfortable and unsafe drive for a drive (Beyond The Apex 2013: 36)
20

22. Figure 2.7: Tyre that a Vehicle is Turning a Corner (Beyond The Apex 2013: 36)
Since above phenomenon, there is a relation between cornering force and slip angle.
Cornering power =
Cornering force variation
Slip angle
(2.2)
This relation is also illustrated in figure 2.8.
Figure 2.8: Relation Between Cornering Force and Slip Angle (Beyond The Apex 2013: 37)
Since above relation, in order to increase cornering power, slip angle should be small or
21

23. large amount of cornering force should be applied on tyre (Beyond The Apex 2013: 37).
In terms of tyre in racing car, they prefer well accelerate, decelerate and maintain handling
to archive good driving, cornering and breaking performance (Beyond The Apex 2013: 120).
2.3.3 brakes
Brake is a device which convert kinetic energy into heat energy in order to decelerate or stop
vehicle (Beyond The Apex 2013: 110). This system is one of the important components of
the safety and performance for racing cars and is broken down into four areas below (Milliken
1995: 749).
(1) Mechanical component (e.g. disk, calliper, pads, etc.)
(2) Hydraulic system
(3) Cooling system
(4) Brake distribution (adjustable)
2.3.4 Suspension
Suspension is a mechanism which is placed between the body and wheels in order to absorb
impacts coming from the wheels. In addition, handling is influenced greatly by this system.
Generally, suspension is categorised into two different types, dependant and independent
suspension. Dependant suspension, such as beam, live axle suspension, is that movement
of a wheel is affected by opposite side of movement. In contrast, independent suspension
is that left and right hand side wheels move independently without affecting each other.
For example, strut type and double wishbone suspension. Figure 2.9 illustrates strut type
suspension which is standard type of suspension for manufactured car (Beyond The Apex
2013: 114).
22

24. Figure 2.9: Strut-Type Suspension Diagram (Beyond The Apex 2013: 114)
Having broken down suspension elements, there are five different components, which are
Springs, Shock absorbers, Suspension arms, Sway bars/Stabilisers, and Suspension bushings.
The most important element of these is springs that absorb shocks applied by the car when
driven thereby reducing the shocks. In addition, it ensures the car height stays constant.
Spring setting is one of the most important factor of vehicle performance because it affects
greatly for vehicle performance (Beyond The Apex 2013: 115).
23

25. 2.4 Racing car set up on race tracks
In terms of set-up car, it is vital to distinct between adjustment which will always improve the
performance of the car and adjustment which tune or balance the car (Milliken 1995: 387).
Racing is all about driving a vehicle in its limit (Milliken 1995: 288), therefore finding better
baseline set-up for the vehicle is one of the key to win races (Smith 2013: 208). However,
it is difficult to maintain every single elements during practice session (Milliken 1995: 288).
The following objectives are principal set-up for a car (Milliken 1995: 288).
(a) Cornering balance (neutral steer) under maximum lateral conditions
(b) Compromise between cornering performance and drag on high-speed track
(c) Eliminate specific control and stability problems at any points on the circuit as reported
by drivers
In addition, figure 2.10 explains basic vehicle setting up items. These are major part to
consider when vehicles are tuned.
24

26. Figure 2.10: Principle Chassis Tuning Items (Milliken 1995: 389)
25

27. 2.5 Tyres and Suspension Setting Up (Wheel Align-
ment Set-up)
2.5.1 Wheel Alignment
Wheel alignment is also known as suspension geometry, which means setting up wheels to the
right angle for suitable operation on a circuit. “This positioning of the wheel can maximise
the performance of the tires” (Beyond The Apex 2013: 118). In this section, toe, caster, and
camber angle are explained and how toe and camber angle can set-up on some situations,
such as oversteer or understeer.
2.5.2 Toe Angle
Toe angle is the angle of the right and left wheels when the car viewed from above(Beyond
The Apex 2013: 119). This angle affects in vehicle performance from three point of view; tire
wear, straight line stability and corner entry handling (Jazar 2014, 527). In general, when
the wheels leading edges are pointed inward, it is defined as toe-in. Excessive toe-in causes
tire wear at the outboard edge of tires. Toe-in set-up is increase the directional stability with
little steering fluctuations (Jazar 2014, 528). On the other hand, If the wheels leading edges
are pointed outward, it is called toe-out. Excessive toe-out causes accelerated tire wear at the
inboard edge (Jazar 2014, 527). Moreover, this set-up makes the vehicle unstable, however
steering responses become quicker, therefore most race cars have slight toe-angle (Jazar 2014,
529). Both toe-in and toe-out is illustrated in Figure 2.11.
26

28. Figure 2.11: Toe Angle (Jazan 2014: 528)
2.5.3 Caster Angle
Caster angle is the angle of the front suspension to the front tires viewed from the side of
vehicle (Beyond The Apex 2013: 119). Positive caster increase negative camber and excessive
positive caster makes steering heavy and too reactive when it tries to return to the central
position (Smith 2013: 93). The figure 2.12 shows positive caster angle.
Figure 2.12: Caster Angle (Beyond The Apex 2013: 119)
27

29. 2.5.4 Camber Angle
Camber angle is the angle of the wheels relative to the road from front view (Beyond The
Apex 2013: 118). If the top edge of the wheels pointed inward, it is called negative camber
(Beyond The Apex 2013: 118). This set-up is common in motorsport in order to obtain a
larger contact patch in corners (Smith 2013: 92). On the other hand, when the top edge of
the wheels pointed outwards, it is positive camber. Most cars have slight positive camber
because it can offser the effect of a heavy load (Beyond The Apex 2013: 118). Too much
camber angle can reduce braking and traction stability, while it also causes overheating and
overloading the inside shoulder of tire. Furthermore, it also makes vehicle hard to drive with
cold tyres.
Figure 2.13: Camber Angle (Jazan 2014: 528)
28

30. 2.5.5 Wheel Alignment set-ups (Toe Angle and Camber Angle)
Firstly, toe angle set up is discussed in this section. The main reason of adjusting this is
maintain stability. Some general set-ups are shown in Figure 2.14. Front wheels toe-in and
rear wheels toe-out will cause greater tendency to oversteer. If the setting become opposite,
it will cause tendency to understeer. In most cases, front toe angle set-up is toe-in which is
mentioned in previous section; however, if cornering behaviour is unstable, toe-out setting
will be used.
Toe angle is interacted with wheelbase, track width, camber angle and engine power. Chang-
ing toe angle is very minor because this set-up affects driving performance and handling
hugely. Therefore, front toe angle is set first and then rear toe angles set next if necessary
(Beyond The Apex 2013: 161).
Figure 2.14: Suspension Set-up with Toe Angle (Beyond The Apex 2013: 161)
29

31. Secondly, discussing about camber angle, this is the most common wheel alignment set-
up. During a vehicle turning in a corner, centrifugal force is applied to it. If the wheels have
a negative camber in order to anticipate of this, most tire surface will be in contact with the
road surface and better traction will be obtained. In general, “Increasing camber angle”
means to increase negative camber.
However, negative camber set-up has disadvantages when a vehicle running on a straight
line. This also can reduce acceleration performance and increase braking distance.
When the front camber set as negative angle, it is vital to consider weight balance effect
between front and rear wheels when corning.
Since positive camber reduces tire grip and car become oversensitive, it is almost never used
(Beyond The Apex 2013: 160).
Figure 2.15: Suspension Setting for High Speed Track (Beyond The Apex 2013: 160)
2.5.6 Case study
The following tables describe suspension set-up suggestions in many different situations.
These data are taken from an appendix booklet of driving simulation game called “Gran
30

32. Turismo 6”. In this section, five different set-ups in five different situations are shown below.
Figure 2.16 is about high speed circuit, and next figure is for technical circuit. After these
tables, suggested set-ups for overcome understeer and oversteer are shown in figure 2.18 and
2.19 each. Finally, wet condition set-up is explained in Figure 2.20.
Figure 2.16: Suspension Setting for High Speed Track (Beyond The Apex 2013: 166)
Figure 2.17: Suspension Setting for Technical Track (Beyond The Apex 2013: 167)
Figure 2.18: Suspension Setting for Countering Understeer (Beyond The Apex 2013: 168)
31

33. Figure 2.19: Suspension Setting for Countering Oversteer (Beyond The Apex 2013: 169)
Figure 2.20: Suspension Setting for Wet Condition (Beyond The Apex 2013: 170)
2.6 Hypothesis
In order to win a race, it is imperative to tailor car for the drivers comfort and control, but
setting up time is always limited on the race track. In this chapter, suggested setting up
data are shown in previous section, however it should be justified thought this research. In
addition, whether wheel alignment and suspension setting up which is most important factor
for improving race car performance should be justified in later chapter as well.
2.7 Conclusion
This chapter gives principles of vehicle movement and forces are applied by this and four
vehicle dynamics elements, which are aerodynamics, wheels and tyres, brakes, and suspension,
32

34. are explained with basic rolls and how they affect on car performances. However, since
there is a time limitation for setting up every single element to fit driver feeling and track
characteristics, engineers have to focus on basic set-up elements. In this research, wheel
alignment, which is placement of tyres, and spring stiffness will be focus because these are on
listed of primary racing issues, as shown in Figure 2.10. The later chapter explain research
methods and approaches used in this research project.
33

35. Chapter 3
Research Method
3.1 Introduction
This chapter states in details of research methods to obtain information for this research
project. Primary and secondary search are generally based on whole research methods. This
research used both research types. This chapter also describe procedure of data collection
by using both qualitative and quantitative method.
3.2 Research Strategy
As mentioned above, primary and secondary research are used in this research project. Both
qualitative and quantitative methods are used as primary research. Moreover, since ex-
isting theories and phenomenon has been discussed mainly, deductive approach is used in
this research. The mixed approach helps to consist the hypothesis strongly and minimising
misleading information.
34

36. 3.2.1 Primary Data
Primary data stands for data which have not exist before and can show originality for own
research. Moreover, the primary data collected by researchers have to support their hypoth-
esis (Kothari 2004: 17). In this research project, both qualitative and quantitative research
are used. Firstly, qualitative data is collected by conducting interview and secondary, design
questionnaires for respondents to collect quantitative data.
3.2.2 Secondary Data
Variety of resources can support racing vehicle performance by using books, journals, ar-
ticles, previous research paper and websites. Moreover, comparing different books written
by different authors can concrete own research objectives and give strong literature review
because of coming up different ideas and perceptions. In addition, case study also support
the hypothesis and suggested setting up given by Gran Turismo is used.
3.2.3 Qualitative Method
Qualitative data is focused on quality, such as accurate data, rather than number data
collected. In this research, this data is obtained by interview session with one expert person
for automotive engineering and help in depth understanding for the research objectives.
3.2.4 Quantitative Method
Quantitative data is “based on the measurement of quantity or amount” (Kothari 2004: 3).
It is generally available for phenomena which can consist of quantity (Kothari 2004: 3). In
this research, designing questionnaire and distribution for respondent to collect primary data
as quantitative method. This approach can obtain people’s perception of racing car and how
it will match with literature.
35

37. 3.3 Research Approaches
In terms of research philosophy, research approaches are categorised into two major types,
which are deductive and inductive approaches.
3.3.1 Deductive Approach
Deductive approach moves from general ideas or theories, which have existed already, to
particular situations. This approach is majority among many researchers because it provides
a relatively easy and systematic way of examining established ideas for them (Godwill 2015:
11-12). Therefore, this is the most appropriate approach for the current study. Interview
session is effective way to obtain information during limited time like this research project.
3.3.2 Inductive Approach
Inductive approach is the way to inference from particular phenomenon to general ideas or
theories (Novikov 2013: 46). This approach is principally applied to find new ideas, laws
and theories, therefore it is difficult, a lot of time consuming and need vast amount of work
(Godwill 2015: 12).
3.4 Sampling Framework
Sampling is imperative part of the primary search. The two types called probability and
non-probability are basic sampling techniques. Probability means that all collected data is
equally valuable and can be use as the sample (Godwill 2015: 66). On the other hand,
non-probability is that limited data can be selected as the sample and the data should be
authentic and in depth. However, this sample selection depends on the researcher, type of
study and the nature of the sample. In general, it applies for qualitative research method
36

38. (Godwill 2015: 70). In this research, sampling data from questionnaires treat as probability
sampling, and interview data is analysed by using non-probability sampling.
3.5 Ethics
Certain ethics have to be considered and they must be based on morality and organised
according to moral norms (Novikov 2013: 30). The following ethical conditions are applied
in both interview and questionnaires to obtain primary data.
3.5.1 Responsibility to subjects
The participants in this research project will be treated as fairly and impartially in terms of
their religion, appearance, political and personal background, age and gender. However, this
research requires to have knowledge or interest about engineering, car technology, driving
and motorsports.
3.5.2 Privacy
Questionnaires are designed as avoiding to determine personal information, therefore all
respondent will answer these questionnaire as Beyond The Anonimous without giving age.
Moreover, these obtained data from both interview and questionnaires will only applied in
this research project.
3.5.3 Copy Rights
These obtained data from both interview and questionnaires will only applied in this research
project.
37

39. 3.6 Limitation
Number of respondents for the questionnaires is small portion because of limited time and
lack of specialist in automotive engineering. This might lead to insufficient analysis, there-
fore unable to obtain substantial result to support hypothesis in this research. Moreover,
suggested vehicle set-up might not get better performance in any situations, hence setting
up data given in this paper are theoretically best suggestion and testing with actual vehicle
by using these data is imperative to apply real vehicles and situations.
3.7 References
Information given in this research are collected from various authors or researchers. Each of
these are using with in-text and reference list to avoid plagiarism and reserve rights of these.
Referencing style of this paper follows Coventry Harvard Style Referencing.
3.8 Conclusion
This chapter explained research methodology with different types, methods and approaches.
Primary and secondary research, qualitative and quantitative methods, and deductive ap-
proach are employed in this research. Moreover, sampling data and the way of treating
this are also discussed for the data analysis. Next chapter gives analysed data and examine
whether these result match with the hypothesis or not.
38

40. Chapter 4
Data Analysis and Finding, Case
Study and Discussion
4.1 Introduction
This chapter is focused on showing collected data from questionnaires and interview, and
analysing these data. Finally, comparing these data with the research objectives and evaluate
how the results meet with the objectives. Mainly, two objectives; how vehicle dynamics
elements affect racing car performance and which of these elements have to be focused on
racing car set up during the limited of time are evaluated in this chapter.
A case study has been applied to support the research objectives. Driving simulation game
called Forza Motorsports 6 Apex and support software Forzatune 6 are used as the case
study. This game played by one examinee and obtaining feedback.
39

41. 4.2 Data Analysis
4.2.1 Quantitative Research: Questionnaires
Overall, 35 questionnaires were distributed and total of 20 responses and received data were
analysed in this section. These questionnaires were created by using Bristol Online survey
because it generates graphs automatically from collected data, such as bar charts and pie
chats. Received data were analysed by comparing important elements and not important
elements in overall, engineering respondents, respondents who are interested in car technology
or driving and respondents who are interested in motorsports. These pie charts are made on
Microsoft Excel because it is impossible to create pie chats like from figure 4.1 to figure 4.8
on Bristol Online Survey.
Figure 4.1: Important Elements (Overall)
Figure 4.2: Less Important Elements
(Overall)
Firstly, comparing data in overall responses, aerodynamics is the most important elements
in 5 different elements, which is 37% in total. Second important element is tyres, which is 21%
in total. On the other hand, suspensions are the least important part is suspensions, which
40

42. is 35% and second one is tyre and gear ratio, which are 20% each. In terms of important
elements, it matched with literature because aerodynamics is listed on primary setting up,
which is shown in figure 2.10. However, less important factor does not match with literature
because suspension is included primary set up for racing car.
Figure 4.3: Important Elements (Engi-
neering)
Figure 4.4: Less Important Elements (En-
gineering)
Some respondents do not have engineering back ground, so engineering point of view
may increase accuracy of these data. Therefore, the pie charts shown in Figure 4.3 and 4.4
illustrates selected data picked up only respondents who have engineering background. In
this case, tyres become the most important element which is 33% in total and aerodynamics
comes second important part. In contrast, suspension is the least important which is 44%
and aerodynamics is second least important element. Any respondents answered brakes is the
least important elements. The most important factor coordinate with the literature because
tyre is also listed on the table shown in figure 2.10 which explain primary factor for racing
set up. However, on the other hand, less important element is suspension which means it
does not match with the literature. This is the same result with overall result.
41

43. Figure 4.5: Important Elements (Techni-
cal and Driving Interest)
Figure 4.6: Less Important Elements
(Technical and Driving Interest)
Thirdly, responses answered by people who are interested in car technology or driving
has been chosen because they might have knowledge about practical car engineering. 13 of
20 responses are chosen and analysed. The result of evaluation, Tyre and aerodynamics is
the most important part to set for races which are 31%, but on the other hand, suspension
is the least important part in race set up which is 38%. This result is similar to data first
analysis part.
42

44. Figure 4.7: Important elements (Motor-
sports Interest)
Figure 4.8: Less Important Elements
(Motorsports Interest)
Finally, respondents who are interested or very interested in motorsports are picked up
which only 9 of 20 responses are chosen and analysed. 45% of this respondents answered
aerodynamics is the most important element in racing set up and tyre comes second impor-
tant part for this set up. In contrast, gear ratio is the least important set up element, which
is 45 %in total and second is suspension, which is 22%. This result can be analysed as similar
trend with previous data analysis.
Overall, most respondents answered aerodynamics is the most important elements in these
5 different elements. Common reasons that respondents chose aerodynamics are this is very
influence the maximum speed of the car, and how car is elapse to turn. Since this reasons,
many people aware of how aerodynamics is important for racing car performance. Moreover,
most of modern racing car shapes are forced on aerodynamics and looks very different com-
pared with classic car. Tyre becomes second important element in the racing set up. Main
reasons that chose this element are this element is main point, this is related to effectiveness
of driving and slippery tyres are dangerous while driving.
43

45. I expected suspension is the most important part for racing set up during limited time, how-
ever different result has been obtained by this questionnaires because of some limitations or
reasons and these are discussed in further section.
4.2.2 Qualitative Research: Interview
Interview session was originally planned with face to face session, however the interviewee
could not make this session, therefore interview questions were sent to the interviewee and
answered these question through E-Mail, which is semi structured interview. There are four
question for this interview.
Firtly, the question is about importance of vehicle dynamic elements and how these elements
can affect racing vehicle performance. The question is related to second objectives. The
answer of this question is that for race car applications, all parts of the vehicle are relevant
to find the ideal setup. Starting of course from the suspension you need to find the best static
camber and toe angle, spring, damper and stabiliser stiffnesses. The tire selection is crucial
and the right pressure, followed by the weight distribution, aerodynamic settings and engine
mapping. This answer matches with a literature from racing set up section because the el-
ements discussed in this answer are listed in figure 2.10. Moreover, this is also coordinate
with the hypothesis which is determining elements which can improve vehicle performance
by adjusting.
Second question is how wheel alignment set-up is important to improve racing car perfor-
mance? This question is related to third objective. The answer is that as the tire contact
point is the only way to transfer forces from the vehicle to the ground, it is most important
to bring the tire to the operation range were it can transfer the highest forces. With the
44

46. right wheel alignment you can achieve this.
Third question is In general, how camber and toe angles will set to maximise vehicle per-
formance for racing car? (If it is possible, I would like to know approximate angle of toe,
and camber for both GT racing car and Formula car) This question is also related to third
objectives. The answer is that See answer 2. You should be able to find sensible ranges for
toe and camber for racing cars in the web or in literature (e.g. Miliken). But the values
strongly depend on the combination of vehicle and the tires.
Finally, in terms of evaluation vehicle performance, how vehicle performance is improved by
changing wheel alignment on CarMaker. If it is possible, could you tell me any suggestion
about this evaluation. My original plan was that evaluation vehicle performance by measur-
ing lap times. This is also related to third objectives. The answer is that to observe the lap
times is one possibility. Being an engineer you could also look at signals relevant to judge
the dynamic behaviour of the vehicle, e.g. to determine over/understeering to get an idea
of the stability of the car. Observing signals like the slip angle you can see if the vehicle is
really driven to its limits.
4.3 Case study
As a case study, a driving simulation game called Forza Motorsport 6 and support soft
called Forzatune 6 have been used. Forza motorsports 6 is able to adjust various parts
such as aerodynamics, suspension, gear ratio. However, it is difficult to find suitable set
up, therefore Forzatune 6 helps to set up car to maximise this performance by suggesting
detailed numerically. In this case study, suggested set up generated by Forzatune 6 into Forza
Motorsports 6 and examine how this set up will work. In this case study, some suspension
45

47. and tyre set ups are applied for the simulation. The following figure illustrates suggested set
up for 2009 Peugeot #9 Peugeot Sport Total 908 in Forza motorsports 6 and use this car for
test drive.
Figure 4.9: Forzatune 6 Page1 Figure 4.10: Forzatune 6 Page2
Figure 4.11 is shows default wheel alignment set up for 2009 Peugeot #9 Peugeot Sport
Total 908 and fig 4.3 is modified wheel alignment set up which is from Forzatune 6. Front
camber angle adjusted to 0.2 ◦
positive side and rear camber set to 0.4◦
negative side. Toe
angles do not change, but caster angle changed 0.6◦
higer than initial set up.
46

48. Figure 4.11: Forza Default Set-up Align-
ment
Figure 4.12: Forza Recommended Set-Up
Alignment
Figure 4.13 is shows default spring and ride height set up for 2009 Peugeot #9 Peugeot
Sport Total 908 and fig 4.14 is modified spring and ride height set up which is from Forzatune
6. Front Spring adjusted from 665.5 to 412.0, which means suspension become softer, and
rear suspension also become softer, which is from 721.0 to 324.1. Both front and rear ride
height rearranged from 3.6 to 4, which means it becomes higher.
Figure 4.13: Forza Default Set-Up Spring
and Ride Height
Figure 4.14: Forza Recommended Set-Up
Spring and Ride Height
In terms of feedback about the initial setting car, the vehicle speed in slow corner has
been increased, but it is difficult to control, not stable, and very nervous. On the other hand,
feedback for rearranged car, the car became better because it is easy to control and feeling
of speed is also improved.
In terms of lap time improvement, figure 4.15 shows a lap time of the initial setting car, and
47

49. figure 4.16 illustrates a lap time of suggested set up car. Comparing these two lap times, the
car applied ideal set up is 0.037 faster than initial setting car.
Figure 4.15: Lap Time of Initial Setting Car
Figure 4.16: Lap Time of Modified Setting Car
4.4 Discussion
In these questionnaires, unexpected result is obtained and three reasons are considered about
this. Firstly, definition of the performance might be not clear for respondents. Performance
can be measured by various aspects such as speed with less stress driving or only for speed.
Most respondents focused on only speed, however in this research, both vehicle speed and
driver can drive comfortable have been looking at. Since this reasons if the word “perfor-
mance” was defined, more precise data could be obtained.
Secondary, respondent’s knowledge was not enough to full fill the research objectives be-
cause questionnaires required engineering knowledge in general and racing vehicle to obtain
accurate information. Most respondents have engineering back ground or they are interested
in car technology or motorsports which was acceptable to get information, however they do
not have automotive engineering or racing back ground. Therefore, qualitative research and
case study support to obtain precise data.
Finally, the word “limited time” is also unclear for respondents. Some responses were an-
48

50. swered as limited time race, however concept of “limited time” is that doing vehicle set up
and improve performance for races in limited time.
Interview session could not be organised enough because of interviewee’s schedule and lim-
ited time. Therefore, qualitative data collection for this research organised semi structured
interview through e-mail. Moreover, questions that were asked for the interviewee are four
and more than these questions could not be asked.
4.5 Conclusion
In this chapter, collected data and case study are discussed based on literature review, the
hypothesis and the research objectives. Most data has been matched with literature review
and support the hypothesis. Data collected by questionnaires did not coordinate with liter-
ature because of some limitations, such as limited responses. The interview session data was
not enough, but this can support literature and hypothesis. The case study was also support
literature and the hypothesis.
49

51. Chapter 5
Summary, Limitation and
Recommendation
5.1 Introduction
In this chapter, focusing on summarising this research project. Firstly, all the chapters of
this research are summarised. Secondary, limitations, which were considered in this research,
are mentioned in this chapter. Finally, some recommendation for this research are suggested.
5.2 Summary
In the first chapter, which is introduction of this research, importance of racing vehicle set
up and brief vehicle dynamic were mentioned. The background of racing weekend procedure
and elements that have to be considered were stated. The hypothesis and objective of this
research were set by asking three main questions. Gantt chart shows the plan of this research
and how the research progressed. Budget is also mentioned in this chapter.
50

52. The second chapter focused on the literature review of this research. Since the literature
followed the objectives, there are mainly four section; principle of vehicle dynamics, vehicle
dynamics elements which affect for road car and racing car, racing car set up on track, and
tyre and suspension alignment set up. A case study which is taken from Gran Turismo is
also discussed in this chapter.
The third chapter focused on research method to collect data. The research strategies are
based on primary and secondary research, and both were discussed in this chapter. As a
primary research, questionnaires and interview session were used, and secondary research
were based on obtaining information from books and journals. Bristol Survey was used for
creating questionnaires and also analysing these data. Interviewee is a person who knows
automotive engineering well. Some limitation, ethics, and sampling technique were also
discussed in this chapter.
In the fourth chapter, collected data was analysed based on the literature and hypothesis.
Most data collected by interview matched with literature review, but on the other hand
elements which is not too focus on racing set up was answered as suspension and it is
not matched with literature review. Interview session was not sufficient because of limited
time, however accurate data has been obtained from this. Another case study was taken
from different racing simulation game called Forza motorsports 6 Apex and setting support
software called Forzatune 6.
Overall, questionnaires data was not fully match with literature, however data obtained by
interview and case study was matched with literature and satisfied the hypothesis. This
topic should be focused on more engineering side to show how vehicle performance has been
improved.
51

53. 5.3 Limitations
During this research project, some limitations are considered for in depth research. There
are mainly four limitation are discussed in general.
Firstly, time was limited because this research project was allowed to spent just three months.
Consequently, lot of things could not be done, which is for example, to learn professional sim-
ulation software and to visit racing job field.
Secondary, this author does not have sufficient background and knowledge for this research
project. These are crucial for in depth research, such as understanding specific formula and
rules. These problem will be covered with taking lecture or seminar about automotive engi-
neering.
Thirdly, as a student financial resources are restricted. For instance, some professional simu-
lation software could not be obtained because of limited budget. On the other hand, primary
resources, such as books or journals, are obtained from university library. This resources are
also limited because some books or journals are not available at university library.
Finaly, professional simulation software could not be used for this research project. Since
research project period is limited, it was difficult to learn how to use this. Therefore, most
convenient way, which is to analyse lap time was used for simulation.
5.4 Recommendation
This research has been focused on vehicle performance and this topic have to be detailed
engineering and need to derive mathematical formulas and engineering data in order to
prove improvement of vehicle performance. However, since time, knowledge and facilities are
52

54. limited, this research could not archive deep engineering research. The following things will
help to improve research quality and accuracy.
Firstly, obtaining enough knowledge to organise researches deeply as possible. This factor
will support full filling professional researches. Moreover if researcher have some skills to use
data analysis or simulating software, more accurate result will be obtained.
Secondary, in terms of simulation software, it should be professional software such as IPG Car
Maker. This software is an original simulation approach because this software can generate
vehicle performance more precisely with numerical data. This types of software will help to
organise higher level of research.
Finally, this is the best way of measuring vehicle performance, which is to simulate actual
racing vehicle on a test track. This environment include natural effect, such as wind, air and
track temperature. In this case, the result may not much with theoretical data, however this
is the most precise way to measuring how vehicle performance has been improved.
5.5 Conclusion
In this chapter, firstly all the chapters are summarised and briefly explained how the result
matched with literature. Secondary, some general limitations considered in this research
project were mentioned. Finally, recommendations, which were considered from limitations,
were stated to improve accuracy and quality of this research project
53

55. References
Milliken, W.F and Milliken, D.L (1995) Race Car Vehicle Dynamics. Pennsylvania: Society
of Automotive Engineering, Inc
Beyond The Apex. (2013) Beyond the Apex: The Gran Turismo Magazine. Tokyo:
Polyphony Digital
Smith, J. (2013) Smith’s Fundamentals of Motorsports Engineering. Cheltenham: Nelson
Thornes
Haney, P. (2003) The Racing & High-Performance Tire: Using the Tires to Tune for Grip
and Balance. Illinois: TV MOTORSPORTS
Guiggiani, M. (2014) The Science of Vehicle Dynamics: Handling, Braking, Ride of Road
and Race Cars. Springer
Reif, K. (ed.) (2014) Brakes, Brake Control and Driver Assistance Systems: Function, Reg-
ulation and Components. Wiesbaden: Springer Vieweg
Rill, G.(2014) Vehicle Dynamics. Unpublished booklet: University of Applied Science
Godwill, E.A. (2015) Fundamentals of Research Methodology A Holistic Guide for Research
Completion, Management, Validation and Ethics. New York: Nova Science Publishers, Inc.
54

56. Novikov, A.M. and Novikov, D.A. (2013) Communications in Cybernetics, Systems Science
and Engineering : Research Methodology : From Philosophy of Science to Research Design
(1). vol.3. Boca Raton: CRC Press
Kothari, C.R. (2004) Research Methodology Methods and techniques. 2nd rev.edn. New Delhi:
New Age International Publishers
Jazar, R.N (2014) Vehicle Dynamics Theory and Application. 2nd edn. New York: Springer
Glimmerveen, J.H. (2004) Hands-On Race Car Enginner Just how important is a tenth of a
second Warrendale: SAE International
55

57. Acknowledgement
I would like to express deepest appreciation to my supervisor Dr. Ravjeet Kour who gave me
lots of advices for this research project and taught me the procedures of research and writing
this research paper.
I would like to thank IPG Automotive staffs who helped me to proving IPG CarMaker license
and answering interview.
In addition, I would like to thank Rassim Faskhutdinov who provided Forza Motorsports 6
environment and became as a test driver for this research.
Finally, I would like to thank all of my classmates whose supported me to answer question-
naires and provided some advices to improve this research project.
56

58. Appendix
A Questionnaires
(1) Your Country
(2) Your Major
(3) Have you ever studied about car engineering?
1. Yes
2. No
(4) (If the above answer is Yes) Which area of Automotive engineering have you studied
before?
(5) How is your knowledge about Automotive engineering 1. I do not have any knowledge.
2. I almost do not have knowledge.
3. I have a little knowledge.
4. I have some knowledge.
5. I have knowledge as professional.
(6) Are you interested in car technology or driving car?
1. I am not interested in these.
2. I am very little interested in these.
3. I am little interested.
4. I am interested in these.
57

59. 5. I am very interested in these.
(7) Are you interested in motorsports?
1. I am not interested in these.
2. I am very little interested in these.
3. I am little interested.
4. I am interested in these.
5. I am very interested in these.
(8) In your opinion, which area of the following is the most important set up in order to
improve race car performance during limited time?(e.g. 3 practice session / 90min for 1st,
2nd session and 60 min for 3rd session)
1. Aerodynamic (e.g. front or rear wings, outside body of a car)
2. Suspensions (e.g. Spring stiffness, placement of suspension)
3. Brakes (e.g. strength of brakes, front and rear brake balance)
4. Tyres (e.g. internal tyre pressure)
5. Gear Ratio (Width of each gears)
(9) Why did you chose this is the most important? (e.g. In terms of how affect the perfor-
mance and how easy to adjust on a circuit)
(10) Which area of the following is less important set up in order to improve race car perfor-
mance during limited time?(e.g. 3 practice session / 90min for 1st, 2nd session and 60 min
for 3rd session)
1. Aerodynamic (e.g. front or rear wings, outside body of a car)
2. Suspensions (e.g. Spring stiffness, placement of suspension)
3. Brakes (e.g. strength of brakes, front and rear brake balance)
4. Tyres (e.g. internal tyre pressure)
5. Gear Ratio (Width of each gears)
(11) Why did you chose this is not so important element?
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60. B Interview Questions
(1) Which vehicle dynamics elements are important for racing cars set-up on circuits and
how these affect for vehicle performance?
(2) How wheel alignment set-up is important to improve racing car performance?
(3) In general, how camber and toe angles will set to maximise vehicle performance for racing
car? (If it is possible, i would like to know approximate angle of toe, and camber for both
GT racing car and Formula car. )
(3) Finally, I want to evaluate how vehicle performance is improved by changing wheel align-
ment on CarMaker. If it is possible, could you tell me any suggestion about this evaluation.
My original plan was that evaluating vehicle performance by measuring lap times.
C Forza Motorsports 6 Apex and Forzatune 6
Forza Motorsports 6 Apex is a Windows 10 Racing game available at Windows Store for
Free.
(Official Web Site) http://www.forzamotorsport.net/en-US/games/fm6a
Fornatune 6 is an application for iPhone and iPad. This is available from App Store provided
by Apple.
(Official Web Site) http://forzatune.com/
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