The design of the frame for the 2010 car starts from the one of the previous season and aims to improve a project which, in itself, represents a significant milestone at the base of which there are five seasons of experience and evolution.
We have chosen to keep the tubular steel frame architecture both for the simplicity of production and for the lower production costs with respect to monocoque composite. Moreover, the level of torsional rigidity achieved, is not much lower than that of a monocoque carbon fiber.

The approach to the new frame design was planned with the objective to keep unchanged the torsional stiffness/weight coefficient, while improving the ergonomics of the driving position, especially with regard to visibility, and taking into account the design constraints required by the adopted geometry of the suspension.
In particular, following the dynamic analysis conducted with the software multibody VI-Grade Sportscar, for the new car we have chosen a wheelbase of 1620 mm and a weight distribution front 47% - rear 53%. This required the lengthening of the central section of the frame while the point of the pilot's seat has been moved towards the back.

The project of the SCX’s suspension system has been based on the SC09’s one, following three fundamental points: the kinematic layout, the design and the FE analysis.

Unsprung masses over the years have represented one of the strengths of SC cars.
The challenge taken up early in the season was to optimize the design and, where possible, to reduce the weight of the various components, trying to keep as unaltered as possible the characteristics.

Starting from the SC07, SquadraCorse prototypes have been characterized by an aluminum rear subframe, that everyone in the team simply calls the box.
The solution was adopted primarily to meet the technical shortcomings of the rear of the SC05 that, due to the low accuracy of the differential bearing seats, created some problems of reliability to these latter.

The project of a new impact attenuator for the season 2010 comes from the need to make this component lighter than the version installed on SC09, maintaining the effectiveness and performance.
In order to reduce the weight of what the team simply calls "crash" we have chosen to move from a solution in aluminum, to one in carbon fiber.

In the project SCX we have paid particular attention to the finite element analysis (FEA), a technique of computer simulation which use the finite element method (FEM) to evaluate the resistance of engineering constructions, and that, for what concerns the 2010 car, has been focused not only on the frame but also on three structural elements entirely made of carbon fiber: the steering wheel, the driver floor and the cradle.

Performance of an engine depends fundamentally on its intake system.
Under normal conditions it should ensure the repeatability of each engine cycle ensuring uniform air characteristics among the various cylinders, unaffected by thermal and dynamic phenomena that were not foreseen in the project, without restricting airflow.

The intake system of a FSAE car is also subject to the regulatory constraint of a restriction of 20 mm in diameter (in the case of gasoline engines), to limit the power available and the absolute performance of the cars. Any air supply or throttling system downstream the restriction is prohibited.

Among the auxiliary systems of the engine the lubrication one plays a crucial role in the reliability and longevity of the engine itself. Once considered the performance reached by car, with particular attention to the values of the lateral acceleration, which are particularly significant in the analysis of the flow of working fluids, we have decided, in order to ensure a proper lubrication of the most critical components, to adopt a lubrication system with "dry sump".

In the project SCX transmission is probably the department that has suffered proportionately the greatest reduction in weight, going to affect all the parts of the system.
To better analyze and discover the solutions we start from the wheels and then we move towards the drive shaft.

The SCX dashboard is the interface between the pilot and the "brain" of the car, the ECU. In order to perform its task in the best way it should be visible, easily usable and with a perfect arrangement of its components such as knobs and buttons.

It stems from the work in close contact between engineers of control and frame divisions, with the firsts called to deal with the planning and execution of the instrument panel, and the seconds involved in the implementation of the electronic components on it.

The strengths of the electronics of SC lays is the fact that all the control units which equips the car, but the Engine Control Unit (ECU), are designed, developed and manufactured entirely within the Control Division of the team.

One of the major innovations introduced during the season 2009 has been the introduction of a pneumatic system for gear shifting and the variable geometry intake, all almost automatically driven by a control unit developed entirely in SC. In this way the mechanical feedback devices to actuate the gear lever have been removed and now, simply pushing a button on the steering wheel, the driver can change gear with less fatigue while driving, considering the strength that was necessary to use the mechanical levers.

SCX is equipped with a new electronic system called ELSD (Electronic limited slip differential) able of limiting the slip of the differential by differential braking the rear wheels.
This system was studied in order to improve the stability of the vehicle while tacking bends and to have more traction out of them.

In the project SquadraCorse a remote data communication system between the car and the box has been implemented for the first time in the project SC09.

This type of communication, commonly called telemetry, is based on a software that allows you to display and store all the data that the controller of the SCX sends using a WiFi connection and a particular type of data packaging previously designed, allowing technicians to check the conditions of the car and of all its sensors in real time, activating some alarms otherwise not visible to the pilot or to mechanics.

Other innovative aspects of the project 2010 are the greater attention to design and control of surface continuity and the greater ergonomic awareness based on the human centered design.
The car, this time, must not only meet the criteria related to the driver ergonomics, but universal design criteria that include all the team members who need to interact comfortably on the various mechanisms to reduce installation time and set-up.

SquadraCorse has devoted over the years more and more attention to the communication and dissemination of information on its project, focusing not only on the sportive aspect, but especially on the formative one, trying to communicate, as clearly as possible, to a large public the essence of Formula Sae and Formula Student competitions.
With a five years experience it has been possible, for the season 2010, to start a project structured on multiple levels, trying to make the most of new communication system.

When taking shape in 2005, the project SquadraCorse was including no more than ten people and could count on a very small amount of funding and resources made available almost exclusively from the Polytechnic of Turin. Today, for the development of the SCX, sixth prototype of the team, SquadraCorse may rely on more than fifty students, administer a budget of more than 60,000 € and boast collaborations with sponsors internationally well-known. To all intents and purposes it is no longer just a student association, but a real non-profit organization.

As in all large and small companies, visibility and publicity play a key role in the achievement of the brand and the success of the product.
In the case of SquadraCorse, being a non-profit research project, visibility is limited to promoting and advertising the validity of the team's activities so that partners can be actively involved in working with it.

Whenever we see a manifestation, of whatever kind, we often focus exclusively on its concrete aspects It is difficult to see over and we almost never focuses on the key that turns the lock to start the car, made of a series of linked operations that give light to the event itself; months of preparation, hard work and discussions to give light to something that will fade in the blink of an eye.
Logistics of a Formula SAE team essentially takes care of these aspects.

A logistics not considered as the set of all those formulas and numbers used to optimize resources, as most likely in a big company, but as a more simple and basic logistics.