1982


1982 was the second year for the Formula SAE competition, and the organizers opened a new class called the B&S Class and allowed Mini Baja cars (with Briggs & Stratton engines) to enter in order to increase participation. Four schools brought a total of five Mini Baja cars. We brought two: our 1981 and 1982 Mini Baja cars. Before we entered, we requested to be allowed to compete in the Formula SAE class; but we were told that our cars would be too slow compared to the formula cars. Well, not only did we take the top two places in the B&S class, if we had been in the FSAE class, we would have taken first and third.

1982


1982 was the second year for the Formula SAE competition, and the organizers opened a new class called the B&S Class and allowed Mini Baja cars (with Briggs & Stratton engines) to enter in order to increase participation. Four schools brought a total of five Mini Baja cars. We brought two: our 1981 and 1982 Mini Baja cars. Before we entered, we requested to be allowed to compete in the Formula SAE class; but we were told that our cars would be too slow compared to the formula cars. Well, not only did we take the top two places in the B&S class, if we had been in the FSAE class, we would have taken first and third.

1983


In 1983, the organizers would not allow Mini Baja cars.  The rules said that the cars must have a “formula-style body”.  So we simply wrapped some aircraft fabric around the nose and sides of the cars and called it a body.  The 8 HP Briggs & Stratton engines were replaced by 11 HP engines.  We put on motorcycle carburetors and removed the governors on the engine which bumped the power from 11 HP to 13 HP, still using the CVT.  We had really good drivers and what we lacked in straight-line speed, we made up in the corners.

1984


In 1984, the Formula SAE competition moved away from its founders in Austin to the University of Texas at Arlington with the newly expanded set of rules and judges. This was the first year that UTA Racing competed in Formula SAE with a true formula car. F84 featured a continuously variable transmission and a Honda in-line 4-cylinder air-cooled 400cc engine.

Although it dominated the performance portion of competition, F84 finished third in 1984 to the astonishment of everyone there, but returned in 1985 with a Honda 500cc V4 to take first place.

1985


1985’s  car continued with the Honda V4 500cc engine, however this year the car featured a manual transmission in the engine. We designed a hand operated sequential “butterfly” shifter that combined clutching and shifting in one motion. This allowed the driver to upshift and downshift with a single motion.  This car did not have a differential and continued the steel space frame with aircraft fabric.

1986


F-86 is an evolution of F-85 with the 500cc V4 engine. This car did not have a differential and continued with a new and improved hydraulic version of the butterfly shifter.

1987


In 1987, engineering advances for F86 included a new student-built Electronic Fuel Injection (EFI) system. We designed the circuit, built the circuit board, and programmed it in assembly language using our own theory. The pulse width was calculated based on an equation instead of a table look up. This was the first fuel injected vehicle ever entered in the competition.

During competition, F86 dropped from 1st to 2nd place due to a bad flagging call. Despite the error, F86 was the first Formula SAE car to break the 1.0 g barrier on the skid pad event.

1987


In 1987, engineering advances for F86 included a new student-built Electronic Fuel Injection (EFI) system. We designed the circuit, built the circuit board, and programmed it in assembly language using our own theory. The pulse width was calculated based on an equation instead of a table look up. This was the first fuel injected vehicle ever entered in the competition.

During competition, F86 dropped from 1st to 2nd place due to a bad flagging call. Despite the error, F86 was the first Formula SAE car to break the 1.0 g barrier on the skid pad event.

1988


F-88 featured a triangulated space frame with large side pods, a fabric body and a Kawasaki 600cc engine, and a modified UTA EFI system. This car also featured a double a arm suspension and was the first car to have anti-sway bars in the front and rear.

1989


F89 featured an aluminum monocoque chassis. Its large side pods and monocoque design helped it achieve the highest torsional rigidity of any of UTA Racing formula cars.

F89 was modified for the competition in 1990. Besides a new front nose, the Kawasaki 600cc engine was turbocharged and modified to use M-85 fuel. This car won the 1990 competition, giving us our sixth national championship.

1991


F-91 was built with the concept of simplicity. The use of NASTRAN software for finite element analysis provided virtual rigidity and strength testing of several frame and suspension combinations. A space frame was designed with more efficient side pods. This new design brought us the Best Design Award.

1992


F92 held on to F91’s design strategy, which was to design a space frame with an emphasis on space efficiency and simplicity, and optimized the ergonomics within, the overall car weight, and body aesthetics.

F92 featured a turbocharged Honda 600cc with the UTA EFI and M-85 modifications, a new style intake manifold, new front and rear upright designs, and the first carbon fiber composite wheels in Formula SAE History. F92 took second place in 1992 and 1993.

1992


F92 held on to F91’s design strategy, which was to design a space frame with an emphasis on space efficiency and simplicity, and optimized the ergonomics within, the overall car weight, and body aesthetics.

F92 featured a turbocharged Honda 600cc with the UTA EFI and M-85 modifications, a new style intake manifold, new front and rear upright designs, and the first carbon fiber composite wheels in Formula SAE History. F92 took second place in 1992 and 1993.

1993


The UTA entry for 1993 featured a space frame triangulated with large tetrahedral side pods and a turbocharged Honda 600cc with UTA EFI and M-85.  For ease of use F93’s Kevlar seat snapped in place rather than bolting into place. F93 also featured a new carbon fiber wheel design that saved weight and rotational inertia.

1994


F94 combined the best of F92 and F93 into one spectacular car. The body is all hand formed aluminum designed by an art student, Richard Pelitier. This car won numerous awards, including Best Engineering Design, Best Use of Composites, and Highest Performance using M-85 fuel. Unfortunately, due to the engine overheating in the very last lap, F94 dropped from 1st to 8th place.

F94 spent two years on display in the Motorsports Hall of Fame Museum in Novi, Michigan. F94 also has been on display at the Fort Worth Museum of Science and History, and at the A.E. Petsche Automotive Museum.

1995


F95’s inboard suspension featured dual shocks in front and rear and sway bars that were in pure torsion. The powertrain used a Honda 400cc engine, which was smaller displacement than most of the competition; however, a better matched induction system and advancements in engine management permitted it to outperform the entire field in combined power and economy.  The induction system utilized a turbocharger, a student-built multi-staged five-injector fuel delivery system, and used M-85 fuel.  F95 had a “cool can” that injected methanol in the intake and cooled the air before it went into the restrictor.  Other traditional features of F95 included a hand formed Kevlar-composite seat, the UTA-designed sequential butterfly shifter and clutch mechanism, and carbon composite wheels. An innovative suspension and advancements in the powertrain and engine-management lent to F95’s incredible performance.

1996


F96 marked UTA Racing’s second championship title in a row, and an unmatched eight victories in fifteen years of Formula SAE Competition. F96 set a new benchmark for UTA success, accumulating the most points in Formula SAE history, and winning by the largest margin in history. Outstanding handling characteristics combined with good power and incredible fuel economy made F96 a great performer. The turbocharged Honda 400cc engine featured a unique intake system that used a heat exchanger to pre-cool the air going into the restrictor. This gave us an extra 5 horsepower. We called it the “cool can.”

1996


F96 marked UTA Racing’s second championship title in a row, and an unmatched eight victories in fifteen years of Formula SAE Competition. F96 set a new benchmark for UTA success, accumulating the most points in Formula SAE history, and winning by the largest margin in history. Outstanding handling characteristics combined with good power and incredible fuel economy made F96 a great performer. The turbocharged Honda 400cc engine featured a unique intake system that used a heat exchanger to pre-cool the air going into the restrictor. This gave us an extra 5 horsepower. We called it the “cool can”.

1997


F97 featured a composite and cloth body and had the following performance characteristics.  It used the Honda 400cc engine with UTA fuel injection running on M-85.  This car achived 19.2 mpg in racing conditions.

1998


In 1998 England became the first country outside of the United States to host a competition, which was aptly named Formula Student. We wanted to attend to share some of our experience with the event, to let them see a top-level car from the USA, and to gain more experience and recognition for ourselves.

The event was held at the MIRA (Motor Industry Research Association) proving ground facilities. F98, with Ken Hassler driving, put on such a show that they asked us to run an extra demonstration lap so all of the judges could come see it. Needless to say, UTA Racing won the event.

1999


The suspension set up on F99 makes it an incredible performance vehicle. F99 continues the tradition of being powered by a 250cc turbocharged engine.

2000


In 2000, UTA had a cast aluminum upright in the rear that was tapped with a fine thread without using a helicoil. Unfortunately, it came loose during endurance and we were pulled off the track. We had such a lead that we still placed 15th.

That same year, Formula SAE Australasia was opened for international teams. There were 9 teams at the event. At the competition, UTA Racing put down a record of 1.34 lateral g’s on the skid pad that stood until recently, and won the international category.

2000


In 2000, UTA had a cast aluminum upright in the rear that was tapped with a fine thread without using a helicoil. Unfortunately, it came loose during endurance and we were pulled off the track. We had such a lead that we still placed 15th.

That same year, Formula SAE Australasia was opened for international teams. There were 9 teams at the event. At the competition, UTA Racing put down a record of 1.34 lateral g’s on the skid pad that stood until recently, and won the international category.

2001


The F00 car was drastically modified into the F01 car with the addition of wings front and rear.  The wings were based on an old Ferrari F1 design that was scaled down to fit our car.  The wings were made of a carbon composite.  Both front and rear wings were a 4-element design and made from the same molds.  Although the naturally aspirated 600cc engine remained a stressed and removable portion of the frame, significant changes were made to the intake and drivetrain.

2002


The F-02 car represented a major step for the team since they incorporated the first “unsuspended aero” package.  The front wing and the rear wing were mounted to the undertray / diffuser that covered the entire bottom part of the car.  Then this aero package was connected to the uprights in the front and rear so that the aero package never touched the suspended chassis.  The aero package flew over the ground putting all of its downforce into the tires and none of it into the suspended chassis.  The advantage of this was that we could suspend the car softly for optimum handling; whereas, if we connected the wings to the chassis (as is traditional), we would have had to increase the stiffness of the suspension so the chassis wouldn’t be pushed to the ground at high speeds.  This gave us the best compromise of aero downforce and handling. The car continued with the Honda CBR 600 engine and the UTA-designed fuel injection.

2003


F-03 continued with the unsuspended aero package with an improvement of how the undertray attaches to the A-arms at the uprights.  A second wing was added to help the rear diffuser.  The Honda F4i engine was controlled by second-generation UTA EFI.

2004


In 2004, Formula SAE Japan (now Student Formula Japan) was opened up to international teams. There were 28 teams at the event that year. UTA took F04 and dominated the competition winning almost every event and placing 1st overall. Later two professors from Japan visited our campus, and when they saw the F04 car they said “everybody in Japan fears this car”.

This was also the first year for the UTA carbon fiber composite wheels that were developed by Tim Patek. The wheels are a one-piece solid carbon fiber rim with an aluminum wheel center.

2005


F-05 was an iteration on F-04, still using the normally aspirated Honda 600cc engine with Performance Electronics engine management on gasoline.  It had an improvement on the unsuspended “aero into the bellcranks” aerodynamic package.  It got new sidepods that had much more shape and hence stiffness to them.

2006


F-06 went back to the Honda 250 four-cylinder engine with turbo.  This year we used the alternative fuel E-85.  The car went away from the unsuspended aero package and built a larger main section of the wings to give even more downforce.

2007


F-07 went back to the unsuspended aero by transmitting the aero forces to the center of the antiroll bar which then distributed the force directly to the tires through the suspension bellcranks.  See the Technical Innovations Section for further details.  The power plant was again the 600cc Honda F4i with the Performance Electronics controller.

2008


F-08 took quite a departure in engines this year.  We chose to use a normally aspirated Aprilia 550 cc vee twin running on gasoline with Performance Electronics controller.  This engine seemed to have many desirable attributes including weight, power, and dry sump.

2009


The rules were changed in 2009 which required us to make major modifications to our chassis to accommodate the cockpit template (which was huge).  This dictated a total redesign of the suspension since the A-arms had to be shorter than what we would like.  This car continued with the unsuspended “aero into the anti-roll bar” and the Honda F4i normally aspirated gasoline package.  We designed an intake manifold that had very intricate internal flow passages and built it using a plastic 3D printer.  This engine is one of the most powerful that we have ever had from a normally aspirated 600.

2010


In 2010 we went back to Formula SAE Michigan at the Michigan International Speedway. There were 102 registered teams, with a large international participation. F10 was another huge departure from our previous cars. It used a turbo charged 250cc single-cylinder engine, which saved a lot of weight. With the smaller engine, the frame got much smaller.

The low weight, combined with a full aero package, allowed the car to handle very well at speed. We set the fastest lap time in the endurance, and placed 6th overall.

2010


In 2010 we went back to Formula SAE Michigan at the Michigan International Speedway. There were 102 registered teams, with a large international participation. F10 was another huge departure from our previous cars. It used a turbo charged 250cc single-cylinder engine, which saved a lot of weight. With the smaller engine, the frame got much smaller.

The low weight, combined with a full aero package, allowed the car to handle very well at speed. We set the fastest lap time in the endurance, and placed 6th overall.

2011


In 2011, F10 was converted into a hybrid car. The turbo-charged 250cc single-cylinder engine was supplemented with 3 electric motors that provided an additional 25 horsepower.

Now known as H11, our hybrid car was unable to finish the endurance event due to a mechanical failure, but still received first place is it was faster than the next fastest car by over 60 seconds.

2013


F13 featured an innovative student-designed active aero system, which allowed the car to individually open and close each quadrant of the wings to reduce drag during straight line acceleration, and balance the car when cornering.

The system was featured at the Racecar Engineering Magazine from England, and the Daily Planet show from the Discovery Channel (Canada).

F13 placed fifth at the 2013 Formula SAE Lincoln competition among a field of international teams, and was ranked first in the United States.

2013


F13 featured an innovative student-designed active aero system, which allowed the car to individually open and close each quadrant of the wings to reduce drag during straight line acceleration, and balance the car when cornering.

The system was featured at the Racecar Engineering Magazine from England, and the Daily Planet show from the Discovery Channel (Canada).

F13 placed fifth at the 2013 Formula SAE Lincoln competition among a field of international teams, and was ranked first in the United States.