600-FKM (FYP1-PP-Rev.

02)

FAKULTI KEJURUTERAAN MEKANIKAL

Final Year Project

Proposal

TITLE :

DESIGN AND ANALYSIS NF CAR (BODYWORKS)

NOR AZIM SYAHMI BIN NORBANI

IC NO: 960316-02-5553
STUDENT ID: 2017806446

SEMESTER 07 SESSION 2019-2020

 600-FKM (FYP1-PP-Rev.02)

FAKULTI KEJURUTERAAN MEKANIKAL

BACHELOR DEGREE PROJECT PROPOSAL

A. PROPOSED PROJECT

1. PROJECT TITLE: DESIGN AND ANALYSIS NF CAR (BODYWORKS)

2. STUDENT NAME: NOR AZIM SYAHMI BIN NORBANI

4. COURSE
3. STUDENT ID : 2 0 1 7 8 0 6 4 4 6 CODE :
MEC601

SUPERVISOR : MOHD HANIF BIN MAT@ MUHAMMAD

CO-SUPERVISOR (if available) : RAMLAN BIN KASIRAN

……………………………………………... ……………………………………………...
(Student’s Signature ) (Supervisor Stamp & Signature)

Name : …………………………….... Date : ……………………………....

Date : …………………………….... Ext. Line : ……………………………....

Cut Here
ACKNOWLEDGEMENT SLIP

I hereby acknowledge the receipt of a report entitled ______________________________

_____________________ submitted by _______________________________________

at _ _ _ _ am/pm on __ Dec 2016.

………………………………………. ………………………………………. …………………………………..

Received by: Stamp Date

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INSTRUCTION FOR PANEL

1. DO NOT ACCEPT THE PROGRESS REPORT WITHOUT APPROVAL BY

SUPERVISOR.

2. PLEASE EVALUATE THIS PROPOSAL BY USING PRELIMINARY

EVALUATION FORM FOR FINAL YEAR PROJECT 1 (600-FKM.FYP
(PPE1/02).REV5) UNDER SECTION B – PRELIMINARY PROJECT
ASSESSMENT. THIS FORM WILL BE PROVIDED DURING THE FINAL
YEAR PROJECT 1 PRESENTATION DAY.

3. PLEASE WRITE YOUR SUMMARY OF COMMENTS OR SUGGESTIONS

INSIDE THE PROVIDED COLUMN.

4. DO NOT ALLOWED THE STUDENT TO PROCEED FOR PRESENTATION

WITHOUT PROVIDING THE PROPOSAL AT LEAST ONE WEEK
BEFORE THE PRESENTATION DAY.

PANEL COMMENTS

……………………………………………...
(Stamp & Signature)

Date: ……………………………....

Ext. Line: ……………………………....

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1. PROJECT ABSTRACT
(Abstract of the proposed project in not more than 200 words ):
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO1[PO2]{C2}

This proposal contains the process of design the bodyworks of non formula (NF) car. This
NF car is a twin-seaters car and its appearance and characters is similar with sport car. The
objectives of this project is to develop a body of NF car with the proper studies and
analysis. The design of the bodyworks is to achieve the objective of this project which are
light-weight future mobility and aerodynamics bodyworks. In this proposal also state the
methods that have been used in order to design this bodyworks. The methods is based on
the 7 phase of engineering design process. By using this methods, it helps to choose the
right design and materials that need to be used. The expected result for this project is able
to design the light-weight and aerodynamic bodyworks for NF car.

2. PROJECT BACKGROUND
(Describe the background of your project)
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD

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CO1[PO2]{C2}

Non formula (NF) car is basically similar as roadster concept. The term traditionally refers
to an open-top, two-seat car with a design that emphasises sporty characteristics. However,
this meaning for roadster could just as easily apply to the terms ‘Spyder’ or ‘Spider’, which
are preferred by certain manufacturers when naming their sporty, two-door open-top cars.
The term roadster has been around longer though, since the nineteenth century in fact. First
used in America, the term was originally used to describe a horse suitable for travelling,
but by the end of this century the term was also being used for other things including
roadworthy bicycles and tricycles. Over time, the use of the term roadster spread across the
globe and turned into a term that became used to describe a wider range of open-top cars.
Roadsters can have a folding roof which is either made of fabric or metal. So basically, this
NF car is same as the roadster which it is an open two-seat car that have sporting
appearance. This type of car usually build with no weather protection because it has only
basic bodies without doors and have windshields.

Bodyworks are the outer covering of the car. They are a sort of its first impression as they
determine the outer looks of the car. The car's body is not an essential part, meaning to say,
the car can run without its body, but it definitely can aid performance significantly and
hence needs to be engineered. Design or shape of the bodyworks also important in order to
achieve the target high speed. Beside that, the material selection of the bodyworks also
affect the performance of the car because it related to the weight. This is because every
material have different weight. By reducing the weight of any parts, it will help to increase
the speed.

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3. PROBLEM STATEMENT
(Please state clearly the problem of the proposed project )
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO1[PO2]{C2}

Bodyworks is the first part that people see at any vehicle. In order to design the
bodyworks, there are several challenges that need to be face. The first one is how to
generate the ideas to design the bodyworks and follow the product design specification
(PDS). This is because the design of bodyworks must be suitable with the design of the
chassis. Beside that, selecting the best material for the bodyworks is also a challenges. The
material need to be choose based on the objective of this project which is to achive the
light-weight bodyworks. In order to achieve the top speed which is 210 km/h, design of the
bodywork also important and affect on it. This problem is related to the drag and lift of the
car. The method of reducing or increasing the drag and lift force is another challenges to
design the bodyworks. Moreover, analysis on the airflow on the bodyworks also need to be
done. So the methods on how to do that analysis also be the one of challenges that need to
be faced. The last one is the method to mount the bodyworks at the chassis. This process
also important because it will affect the performance of the car.

4. OBJECTIVES & EXPECTED RESULTS

(Please state the objectives and expected results of the proposed project )
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO1[PO2]{C2}

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Objectives:
1. To design a light-weight and aerodynamic bodyworks of NF car.

2. To analyse the light-weight and aerodynamic bodyworks of NF car.

Expected results:
1. Can design the light-weight and aerodynamic bodyworks of NF car.
2.

5. SCOPE OF WORK
(Describe the scope of the project)
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO1[PO2]{C2}

These project aims are to design a bodywork for light-weight future mobility, twin-seater
car with prime objective of designing light-weigh and aerodynamic bodyworks. The
project’s objective is to design the bodyworks and perform relevant analysis including
statics and dynamic analyses in view of developing a simple, light-weight and aerodynamic
bodyworks. In order to complete this project, this project will be done using first three
phase of engineering design process. The final design of the bodyworks will be select on its
pros and cons, and it will be drafted and analyzed using Computer Aided Design (CAD)
which are CATIA V5R20 and ANSYS Fluent Software. The overall dimension of NF car is
3200mm for the length, 1774mm for the width and 1200mm for the height.

6. PROJECT METHODOLOGY
(Describe the procedures and methods to be used to achieve the project objectives. Students shall provide the
Project Planningchart describing the relevant activities )
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO2[PO4]{C5}

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In order to complete this project,the basic design process steps will be used. The
engineering design process is a series of steps that engineers follow to come up with a
solution to a problem. Figure 1 below shows 7 phase engineering design process:

1. First phase: Conceptual design.

This concepctual design process is the method that we can say as the early phase of
design process. This method is a feasibility study that requires greatest creativity,
involves the most uncertainty and requires coordination among many function. Under
this conceptual design there are 4 steps that need to be done. Those steps are define
problem, gather information, concept generation and the last one is evaluation of
concepts.

1.1. Define Problem

Define problems is the most important steps in the engineering design process. This
step is done by using benchmarking and product design specification (PDS). For this

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project, the team has choose KTM X-Bow as the benchmark. So most of the design
will be refer to this type of car. Product design specification (PDS) also has been done
in order to get the specific value as references. All the values will be used in order to
calculate the Drag Force, the acceleration and etc.

1.2. Gather Information

Next step of this conceptual design is gather the information. This step also important
in order to get the information before start to design the bodyworks. All the information
about the bodyworks is get from the internet, journals and books.

1.3. Concept Generation

Concept generation is the step that used in order to get the ideas. This is one of the
critical step in the engineering design process. This method start with set target
specification on the design. Brainstorming is the method that have been used in order to
generate the ideas. The ideas come from every departments during the brainstorming.
The aim of this step is to get the important values that will help the every department to
calculate and start to design the parts.

1.4. Evaluation of Concept

This step is the last step in this conceptual design. In this step, the method that has been
used is Pugh’s Concept Selection Method. By set KTM X-Bow as the datum, then
another three design will compare for a few of criteria. The highest net score of the
Pugh’s chart will be choose as the final design.

2. Second phase: Embodiment Design

This one of the main process of the product design process which it is developed as the
product design specification (PDS) and economic criteria to a stage where subsequent
detailed design can lead into production. Some of decision will be made in this phase
which include strength, material selection, size and shape. Under this phase, there are
another three steps which are product architecture, configuration design and parametric
design.

2.1. Product Architecture

This step is related to the functional elements and physical components of product. It

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can define as the building blocks of the product in terms of what they do and their
interface. The team will make the mockup of this project in order to set the
arrangement of the parts. This will helps every department to define the problem before
finalize the design.

2.2. Configuration Design

Configuration design is the step where to establish the shape and dimension of the
components. Those include standard parts, standard assemblies and special purpose
parts. The configuration is depending on the available materials and production
methods. For bodyworks, the shape and the dimension will be follow on the mockup of
the chassis.

2.3. Parametric Design

This step is to set dimensions and tolerances to the design in order to maximize the
quality and performance and at the same time will minimize the cost. It also will
consider both performance and manufacturability in order to get the best possible
design. The method that can be use in this step are Design for Assembly (DFA) and
Design for Manufacturing (DFM).

3. Third phase: Detail Design

Detail design is the phase where the design is refine and plans which include
specification and estimates are created. Output of 2D and 3D is included in this phase.
Step that need to be done in this phase are detail engineering drawing, assembly
drawings and instruction (BOM) and detailed product specification. The design of the
bodyworks will be done by using the software which is CATIA. In this phase, the
design analysis also will be done which is include static and dynamic. If the result is
good so it will be proceed for the next phase. Meanwhile, if the result of the analysis is
not same as we want, it needs to repeat the process on the second phase which is
Embodiment Design.

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7. LITERATURE REVIEW & REFERENCES

(Previous work done on the field of study and anything that you consider to be relevant to the hypothesis or research
question and to its investigation.)
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO3[PO7]{A3}

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Material
Even though the correlation of lightweight components with better fuel efficiency has been
understood for decades, the development of new electronics, safety features and
entertainment requirements has meant that overall the reduction of weight from new
materials has been more than countered by the addition of more technology.This therefore
implies that more effort will have to be expended in order to make the weight savings
required, while still meeting safety and environmental regulations as well as consumer
expectations.[2]
Nevertheless, with environmental studies showing a correlation between lower weight
vehicles and lower CO2 emissions, there is considerable impetus to pursue the
lightweighting trend. Today, to counteract the problems associated with finding a material
lighter than steel but really strong for body parts, carbon fibre composites might seem to be
the obvious choice. Ten times stronger than steel and eight times stronger than aluminium,
it is much lighter than both metals.[2]

Optimisation by studying fibre and resin properties

To design with composite materials, a qualitative study was performed using Glass Fibre
Reinforced Plastics (GFRP). The inputs from the study provided an understanding of the
designing process that was later extended to Carbon Fibre Reinforced Plastics (CFRP).

1. GFRP qualitative study

In its most basic form a composite material is one which is composed of at least two
elements working together to produce material properties that are different to the properties
of those elements on their own. In practice, most composites consist of a bulk material (the
‘matrix’), and a reinforcement of some kind, added primarily to increase the strength and
stiffness of the matrix. This reinforcement is usually in fibre form. Today, the most
common man-made composites can be divided into three main groups:

Polymer Matrix Composites (PMC’s) – These are the mostcommon and what was studied
here. Also known as FRP - Fibre Reinforced Polymers (or Plastics) -these materials use a
polymer-based resin as the matrix, and a variety of fibres such as glass, carbon and aramid
as the reinforcement.

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Metal Matrix Composites (MMC’s) - Increasingly found in the automotive industry, these
materials use a metal such as aluminium as the matrix, and reinforce it with fibres such as
silicon carbide.
Ceramic Matrix Composites (CMC’s) - Used in very high temperature environments, these
materials use a ceramic as the matrix and reinforce it with short fibres, or whiskers such as
those made from silicon carbide and boron nitride.

2. Polymer Matrix Composites

Resin systems such as epoxies and polyesters have limited use for the manufacture of
structures on their own, since their mechanical properties are not very high when compared
to, for example, most metals. However, they have desirable properties, most notably their
ability to be easily formed into complex shapes.

Materials such as glass, aramid and boron have extremely high tensile and compressive
strength but in ‘solid form’ these properties are not readily apparent. This is due to the fact
that when stressed, random surface flaws will cause each material to crack and fail well
below its theoretical ‘breaking point’. To overcome this problem, the material is produced
in fibre form, so that, although the same number of random flaws will occur, they will be
restricted to a small number of fibres with the remainder exhibiting the material’s
theoretical strength. Therefore a bundle of fibres will reflect more accurately the optimum
performance of the material. However, fibres alone can only exhibit tensile properties
along the fibre’s length, in the same way as fibres in a rope.[1]

It is when the resin systems are combined with reinforcing fibres such as glass, carbon and
aramid, that exceptional properties can be obtained. The resin matrix spreads the load
applied to the composite between each of the individual fibres and also protects the fibres
from damage caused by abrasion and impact. High strengths and stiffness, ease of
moulding complex shapes, high environmental resistance all coupled with low densities,
make the resultant composite superior to metals for many applications. Since PMC’s
combine a resin system and reinforcing fibres, the properties of the resulting composite
material will combine something of the properties of the resin on its own with that of the
fibres on their own.[1]

Aerodynamics

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Aerodynamics plays a crucial part in the performance any race car. The aim of a racecar
designer is to design a machine that can cross the finish line in the fastest lap time. Recent
scenarios have shown the importance of aerodynamics on speeding vehicles. Designers
often give more importance to aerodynamics than to structural factors as it is observed that
aerodynamics emerges to be the deciding factor between the winner and the loser, and thus
is practiced extensively in the design phase.

Drag coefficient
The drag coefficient is a common measure in automotive design as it pertains to
aerodynamics. Drag is a force that acts parallel and in the same direction as the airflow.
The drag coefficient of an automobile impacts the way the automobile passes through the
surrounding air. When automobile companies design a new vehicle they take into
consideration the automobile drag coefficient in addition to the other performance
characteristics. Aerodynamic drag increases with the square of speed; therefore it becomes
critically important at higher speeds. Reducing the drag coefficient in an automobile
improves the performance of the vehicle as it pertains to speed and fuel efficiency. There
are many different ways to reduce the drag of a vehicle. A common way to measure the
drag of the vehicle is through the drag area.[4]
The average modern automobile achieves a drag coefficient of between 0.25 and 0.3.
SUVs, with their typically boxy shapes, typically achieve a Cd=0.35–0.45. The drag
coefficient of a vehicle is affected by the shape of body of the vehicle. Various other
characteristics affect the coefficient of drag as well, and are taken into account in these
examples. Some sports cars have a surprisingly high drag coefficient (Such as the Ariel
Atom at 0.40), but this is to compensate for the amount of lift the vehicle generates, while
others use aerodynamics to their advantage to gain speed and as a result have much lower
drag coefficients.[4]

Figure 3 below shows the equation of drag coefficient:

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Figure 1: Equation of drag coefficient

Drag Force

Drag force can either be seen as a help depending on the automotive application. In
motorsport, race car design is one big battle between low drag and downforce, with the
happy-medium being active aerodynamics to decrease the induced drag from devices like
large rear wings. In the real world, road cars only really need to decrease drag force,
especially in this age of fuel consumption obsession. The main component that judges
whether a car is aerodynamically efficient is known as the drag coefficient, effectively
giving a value to how well a vehicle can cut its way through air.

Drag force on a vehicle acts on the same plane as the direction of motion (horizontally) and
increases exponentially as speed increases. This makes a car’s aerodynamic properties
particularly important for hypercar developers like Bugatti. A low coefficient is conducive
to high top speed and low fuel consumption, while a higher drag coefficient is generally
found in cars searching for high cornering speeds influenced by downforce.[3]

The drag force can be found either through physical testing in a wind tunnel or through
computational fluid dynamics (or CFD) which simulates the fluid flow through a computer
programme. Although both methods can be accurate, nothing in the engineering world
beats physical testing, where the true real world effects of the air passing over the car can
be recorded to influence any design tweaks needed to the bodywork.[3]

Reducing drag
The reduction of drag in road vehicles has led to increases in the top speed of the vehicle

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and the vehicle's fuel efficiency, as well as many other performance characteristics, such as
handling and acceleration. The two main factors that impact drag are the frontal area of the
vehicle and the drag coefficient. The drag coefficient is a unit-less value that denotes how
much an object resists movement through a fluid such as water or air. A potential
complication of altering a vehicle's aerodynamics is that it may cause the vehicle to get too
much lift. Lift is an aerodynamic force that acts perpendicular to the airflow around the
body of the vehicle. Too much lift can cause the vehicle to lose road traction which can be
very unsafe. Lowering the drag coefficient comes from streamlining the exterior body of
the vehicle. Streamlining the body requires assumptions about the surrounding airspeed
and characteristic use of the vehicle.[4]

REFERENCE

[1] International Journal of Engineering and Advanced Research Technology (IJEART).

(2018). International Journal of Engineering and Advanced Research Technology
(IJEART), 0(0). doi: 10.31873/ijeart

[2] https://www.oxfordsurfaces.com/resource/evolution-of-materials-in-the-car-industry/

[3] https://www.carthrottle.com/post/drag-coefficients-explained-which-kind-of-car-is-
slippiest/

[4] https://en.wikipedia.org/wiki/Automobile_drag_coefficient

8. PRELIMINARY OUTCOME
(Discuss the current status & expected outcomes of the project)
Evaluation Scales 1 2 3 4 5 6 7 8 9 10
POOR GOOD
CO3[PO7]{A3}

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Pugh’s Chart

Figure 2: Pugh's Chart

Product Design Specification (PDS)

Length: 3200mm
Width: 1774mm
Height: 1200mm
Track width: 1549mm
Wheelbase: 2270mm
Ground clearance: 150mm
Material: Carbon Fiber
Drag coefficient: 0.275

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PROJECT PLANNING
(List the main activities of the project. Indicate the length of time needed for each activity.)

2019 2020

Sep Oct Nov Dec Jan Feb Mar Apr May Jun
Project Activities
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Registration FYP

Project Briefing

Literature review

Material Selection

Proposal progression

Proposal Submition

Presentation of FYP1

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Bodywork Design

Bodywork Analysis

Thesis Submition

Presentation of FYP2

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