Michigan Technological University’s Formula SAE Team would like to thank our sponsors for their generous support.

Charles Korsch

Alumni and Sponsors of the F-169, As a team, we have been able to reach many major mile-stones this semester. These major developments were not only in the building of our car, but also with projects, such as the DYNO, that will help our team with future projects. The major project milestones that have been completed could only be completed be-cause of the hard work of each individual sub-team. In the area of controls and composites, the sub-team led by Paul DeMay, many of the projects is very close to being done if not done already. Projects that have been completed include: cre-ating a carbon fiber steering wheel, carbon fiber seat, carbon fiber floor panel, machined pedals, and a working brake system. These projects were major milestones for the Composites and Controls sub-team that have helped the overall team progress because of how they directly influence the progress of the other sub-teams. Other projects that the Controls and Composites team are nearing completion on, also happen to be the projects that require the most prep-time, specifically, these projects are the body panels. These will be completed in the near future, as long as prep-time is kept to a minimum. For the electrical components of the car, the sub-team led by Mark Jacobson, has been very productive. Their progress in-cludes the completion of the driver interface and a major electrical project: the closed loop shift system. One of the major accomplish-ments by the electrical team this semester was the completion of the DYNO’s wiring harness. This was a project completed in col-laboration with the powertrain team’s construction of the DYNO. The wiring harness will help the powertrain team with the tuning of the current engine and future engines that the team may use in the car for competition The powertrain sub-team, led by Dallas Smolarek has been able to make many accomplishments in the area of future de-sign and testing this semester. With the completion of the DYNO, the powertrain team is now able to fully test and analyze the F-4i engine that will be placed in the F-169 car. Along with this, the oil pump system is nearing completion in both design and construc-tion. The final step will be the instillation that will be occurring in the very near future. Lastly, the team has been able to get a run-ning KTM: single cylinder engine up and running so that we can now begin to test whether or not it will be a suitable alternative for upcoming cars.

The Chassis sub-team, now under the leadership of Tom Daavettila, has made many major strides when it comes to their projects on the car. With an almost fully welded chassis, they can now begin to weld all of the mounts on the car. Once all of the different mounts have been welded on-to the frame they can at-tach all of the suspension components along with the other control systems such as the steering wheel and rack. For next year’s car, the chassis team has begun designing on the F-151 car. As of now, the F-151 is off to a good start, and will be in very good shape for being completed in time to begin the rest of the design processes by the other sub teams. This will allow the F-151 to be ready for the build phase next year. The business team, led by Gabrielle Elser, is hard at work with plans for competition. We will be attending competition in Barrie, Ontario this year and interacting with another country to make travel arrangements has proved difficult but the process is moving along smoothly nonetheless. The business team is also working on ordering all of the stickers, t-shirts, polo’s, and hood-ies for the team so that we will look professional at competition in May. All of the team has been working non-stop to make sure that the projects will be completed by their deadlines and in time to attend our upcoming competition. With the amount of work put in by all of the individuals on the team over the last few weeks it is safe to say that all of our goals will have been met; which will pay off at competitions with us ranking higher in scoring.

Members of the Michigan Tech Formula SAE Enterprise Team

10” Wheel Assembly Capstone Project The Michigan Tech Formula SAE team’s 10” Wheel As-sembly Project was a Senior Design/Capstone Project with the goal of reducing unsprung weight from the current FSAE-vehicle, the F-169, while increasing durability and ease of serviceability. This Capstone team consisted of Tim Cannon, Ryan Schumacher, Dominic Jenkins, Kyle Kirkish, Andrew Darud, Andrew Rice, Drew Aiken, and Jon Borlee, all graduating members of the team. The design was based on the 2008 F-132 vehicle and the 2010 F-274 vehicle, both of which used 13” cast aluminum wheels. The team decided to use 10” forged aluminum wheels because of the reduced weight. Switching from 13” to 10” wheels saved ap-proximately 5 lbs. per wheel, totaling a 20 lb. savings on the car. They then set out to design the suspension around the new wheels, and change the wheelbase to optimize performance for each task that will be completed during competition. Using graphs from Hoosier, the tire supplier, along with UG NX models, the charac-teristics of the vehicle could be analyzed to determine how differ-ent aspects of the vehicle reacted to this shorter wheel base, such as roll centers and camber curves, to different suspension points within the vehicle.

After other design characteristics such as Ackermann and bump steer were taken into consideration, Pugh analysis was used to evaluate each design consideration. Ackermann is the differ-ence in steer angle between the tires, and bump steer is the tenden-cy for a wheel to steer as it travels upwards within the suspension movement. Optimum K software was used to simulate different models of the vehicle, and these results were compared to the re-sults from the Pugh to determine the final design specifications and suspension points. New uprights and hubs were then designed to accommodate the suspension with the rest of the vehicle.

Using MATLAB, codes were written to determine forces on different parts of design, and FEA was used on the models to ensure a life of 750 hours, which was a design objective for the team. The project resulted in reducing the unsprung weight by 20 lbs. in each wheel, resulting in a total of 96.4 lbs. of unsprung weight. The 10” wheel assemblies will be incorporated into the 2012 F-169 car, and the team expects advantages in durability, ser-viceability, and handling with these updates.

CVT and Differential Capstone Project One of the Capstone Project team’s, named “Team Go-Faster”, graduated in the Fall 2011 consisted of: Avery Becker, Brandon Vick, Brent Woodard, John Hatch, and Shaun Range. Their project focused on the powertrain of future cars. Their par-ticular project was twofold. First the team is testing out a new transmission type that has not been used in the past by our team. This is a Continuously Variable Transmission (CVT). This trans-mission is usually found in snowmobiles, some 4-wheelers, and current production vehicles such as the Ford 500. Secondly, their project was to test out new types of differentials. The current dif-ferential is a torsion type differential. This is the typical “open” type. They were looking at many forms of differentials however one in particular was of main focus; this is called a cam and pawl. The Cam and Pawl Differential is shown here in Figure 3.

The CVT is a transmission that is made of three main parts: two pulleys that vary their diameter depending on speed and load on the engine, and a belt connecting the two pulleys. The CVT has two main advantages and two main disadvantages. The advantages: With no clutch or gears to manually operate, the CVT is much easier for the driver to learn. This leads to more focus being spent on other aspects of driving such as braking and cor-nering at the proper times. This also means there is no chance of “missing a gear” or having improperly timed up or downshifts. The other advantage to this transmission is that the engine will al-most always be in its most efficient RPM range, due to the continu-ously variable pulleys. This also allows the engine team to build an engine that is designed for a much narrower, and thus more powerful, power band. There are some disadvantages though. Due to the friction of the pulleys and belt the transmission is not very efficient. For example a typical manual transmissions cause a loss of approximately 16% of power from the engine where as a CVT can be up to 25% but depends greatly on application. The question this presents is does the engine efficiency make up for driveline

losses? One final disadvantage is packaging. The CVT takes up much more room than a typical manual transmission.

The reason the team is looking into different differentials is because the current differential is unreasonably heavy and large for our application, in addition the fact that it is a “open” differ-ential means that when the car is going around a corner there is potential for the inside wheel to loose grip when this occurs all the power will then go to the one wheel and create unnecessary wheel spin and slow down the car. The cam and pawl differential that is being considered comes from a Honda Rubicon ATV. The reason they have chose this differential is because of its added traction over the current differential, as well as its smaller size and lower weight. This dif-ferential’s added traction comes from its ability to lock up as soon as power is applied. This advantage could also be a disadvantage, because when the car is exiting a corner and power is being ap-plied, the inability of the rear tires to turn at different rates could cause the car to under steer (drive in a curve that is straighter than the front tires are pointed). This appears to be the only disadvan-tage to this differential, which makes it a viable option for future cars. The project was finished so late in the fall that there was little time for testing before snow covered our test area, other than basic testing of the systems. Current team members will carry on future testing of the CVT and differential: Zach Hersch and others that are yet to be determined. This will involve testing all aspects mentioned above, as well as many more. Figure 4 shows the CVT installed on the Grandpa test vehicle with cover installed this im-age shows the packaging issue well.

Future Engine/Transmission Package Capstone Project The engine package we are currently testing is the KTM 525XC engine, which is also used in the 525 Polaris Outlaw. This is a single overhead cam, 4-valve, single cylinder, 4-stroke en-gine. The engines actual displacement is 510cc, not 525cc, as its name would suggest. It has a bore/stroke of 95 x 72 mm, which yields a compression ratio of 11.0:1. The engine uses an integral 5-speed transmission with a wet multi-disc clutch that is hydrauli-cally operated. The lubrication system on the engine is a forced oil lubrication system with 2 Eaton pumps. The cooling system for the engine is a liquid cooling system that has continuous circulation of the cooling liquid which for us has to be distilled water unlike the 50/50 mixture that the engine is made to run off. The water is continually circulated via a water pump attached to the engine. After baseline testing has been done with the engine in stock trim, there are many possible upgrades that could be imple-mented in the engine. The first upgrade is converting the engine from carbureted to fuel injected. This will give us a higher pre-

cision of control over how much fuel is added to the engine by allowing us to inject a specific amount of fuel at any given time. The switch to fuel injection will require a custom intake port to be created which will allow a fuel injector to be placed into the intake stream; similar to the intake ports in use on the F4i engine that we currently use. Another possible upgrade is either turbocharging or su-percharging the engine. With the use of forced induction we can get more power from the engine even with the use of the intake

restriction. Also, when we implement the use of a turbo or super-charger, we will switch the engine to run on E85. This will give us a higher octane rating, which we will need to run higher amounts of boost. Other possible upgrades include boring and stroking the engine up so that the displacement is closer to the 610cc limit for competition. These upgrades are readily available from ATV aftermarket suppliers.

Computational Fluid Dynamics (CFD) capability for Aerody-namic Design Validate Predicted Results on Scale Model of F-169 Capstone Project The 4960 Aero Team is in the process of validating the aero package of the current competition car, the F-169. The FSAE enterprise program requires presentable validation data for the design report section of competition; the FSAE Team has consistently lost points in this section during previous competitions. The Aero Team’s plan is to validate the body design using data from Computational Fluid Dynamics (CFD) using the full vehicle model and the scale model, comparable data will source from wind tunnel test data using the scale model.

By having two different sources of data on the body, the numbers can be compared and allow for discrepancies to be investigated. CFD testing will be done using Autodesk software; wind tunnel testing will be done using the recently acquired ME-EM department wind tunnel on a rapid prototype scale model (1:5.5). All calculations that are needed have been done by hand as another source of data.

New Year, New CompetitionThis year the team will be visiting our Canadian counterparts, For-mula North, in Barrie, Ontario for competition. It will be held at the Barrie Molson Centre, a 4,185 seat multi-purpose arena and ice rink. The actual competition will be in the parking lot of the centre where according to Finola D’souza, the Vice President of Registration with Formula North Inc.,“The venue has a smooth, asphalt surface and has hosted many autocross events in the past.” The event, starts on Thursday May 24th and goes until Sunday May 27th. The Events are broken down into Static and Dynamic disciplines. The static events are design, cost, and business plan presentation and count for 150, 100, and 75 points respectively. The dynamic events are skid pad and acceleration, each for 75 points, autocross and fuel economy for 100 points each, and en-durance, which counts for 325 points. The drive is about 12 1/2 hours from Houghton and 5 hours from Detroit. The team will be bringing the F-169 for its test phase and the champion within it will shine through.

Traction Control and ABS Capability Capstone Project One of the current senior design projects is to imple-ment a Traction Control system on the Formula SAE Vehicle, the F-169. This system will control engine parameters and use an ABS module to apply brake pressure, which in turn will reduce slip and maximize traction. Since traction control can be used under many different driving conditions, the focus of this project is to improve straight-line acceleration. The first prototype will be implemented on the 2011 F-274B vehicle for testing and calibration and if vali-dated, used in future cars. To control the engine parameters, the senior design team will utilize the built in traction control function of the Performance Electronics ECU. This method of traction control uses a combina-tion of sensors and engine inputs to identify unrealistic accelera-tions in the wheels, which in turn would retard the spark timing to one or more cylinders. From here, the closed loop system will again look at the accelerations of the wheel and if extreme slip is still occurring, the ECU will either retard the spark even more, if the maximum amount of retard has not been reached, or begin to reduce fuel supply to one or more cylinders. By controlling the engine parameters, the amount of applied torque to the wheels is ultimately reduced to allow wheel accelerations to return to nor-mal. While researching background information and the effec-tiveness of traction control on FSAE and production vehicles, it was found that controlling engine parameters alone did not pro-vide a quick enough response time to justify the blood, sweat and tears that are involved in the development of a traction control system. In response to the issue, the senior design team decided to implement the components of an Anti-Lock Brake System (ABS) to work simultaneously with the built in traction control system to increase the response time. In this instance, the ABS unit will be working contradictory to its intended purpose of

slowing wheel acceleration to increase traction during decelera-tion. For this design the ABS modulator unit will be connected in-line with the rear master cylinder. The pump of the modulator assembly will be controlled by Pi-Innovo, the secondary control unit that controls all other onboard system except for the engine. In the event of wheel slippage during straight-line acceleration, the PE ECU will recognize the trigger event and then send a signal to

Pi-Innovo, which will activate the ABS pump. The pump will then apply brake pressure to the rear wheels in short pulses until wheel speeds return to desired levels. The implementation of this basic traction control system will allow future students to develop the technology further, which will in turn improve vehicle performance under cornering condi-tions. There is potential for the inside wheel to loose grip when this occurs all the power will then go to the one wheel and create unnecessary wheel spin and slow down the car. The cam and pawl differential that is being considered comes from a Honda Rubicon ATV. The reason they have chose this differential is because of its added traction over the current differential, as well as its smaller size and lower weight. This differential’s added traction comes from its ability to lock up as soon as power is applied. This advan-tage could also be a disadvantage, because when the car is exiting a corner and power is being applied, the inability of the rear tires to turn at different rates could cause the car to under steer (drive in a curve that is straighter than the front tires are pointed). This ap-pears to be the only disadvantage to this differential, which makes it a viable option for future cars.

Alisha Clark

David DeGroat-Ives

Tom Daavettila

Team President: Alisha ClarkAlisha is our team president this year. This is her fourth year studying Mechanical En-gineering at Michigan Tech but her third year on the Formula SAE team. She joined the team because of her interest in cars. She “decided [that] this would be something that [she] would enjoy in [her] spare time” at school. But she doesn’t have much spare time anymore; along with her position as president of our enterprise she is also the president of Michigan Tech’s Society of Automotive Engineers as well as the secretary of the En-terprise Student Advisory Board (ESAB.) She hoped that joining this enterprise would help her make new friends and gain hands on experience. After graduation, she would like to work for an automotive company that deals with engine or chassis applications.

Chief Engineer: David DeGroat-IvesThis is Dave’s fourth year on the Formula team as well as his fourth year studying at Michigan Tech. He originally joined the team because of his interest in designing and building performance vehicles. He hopes that this enterprise experience will give him hands on experience as well as a few good things to highlight when meeting potential employers. When asked if he had any accomplishments, he said “its just talent.” He feels that he has gained experience with different automotive subsystems, teamwork skills, management skills, networking and much more. This enterprise had helped him gain hands on experiences that have put him in situations that are seen in industry. “Finding solutions to these situations has provided me with more knowledge and tricks to solving real life problems which have made me a more marketable candidate to em-ployers.” After graduation, Dave would like to work in the automotive industry for a while before hopefully opening his own custom car shop.

Chassis Sub-team Leader: Tom DaavettilaThis is Tom’s first year on the Michigan Tech Formula SAE team and it is his fourth year studying Mechanical Engineering at Michigan Tech. He joined the Formula SAE Team because he saw this as an alternate opportunity to senior design and to learn a lot from classmates about cars and teamwork. Looking at the team as a fun and interesting way to gain hands on experience in a real world setting. While being able to see the concepts and problems from class used to design and produce an interesting product. In just one year he feels that he has gained valued knowledge of what is takes to get a team all on the same page and the importance of communication. The design and teamwork experience gained on the Formula SAE team will give him valuable knowledge of how everything from design to production goes together. After graduation Tom hopes to “get a position with an automotive supplier to design and test automotive subsystems.”

Mark Jacobson

Dallas Smolarek

Paul DeMay

Composites and Controls Sub-team Leader: Paul DeMayThis is Paul’s third year studying at Michigan Tech and also his third year as a mem-ber of the Formula SAE team here. He joined the team to help him graduate (as the alternate option for Senior Design) and he also likes the interactive aspects of the team. He thinks that his membership on the team has given him “hands on experience and knowledge of designing and building parts for a race car” as well as “valuable knowledge that [he] can build on and apply in my career beyond college.” This year he worked heavily on the redesign of the brake geometry in order to package it in the new chassis, which had much tighter dimensional constraints. He has gained valuable skills from his membership on the team including: design, prototyping, machining, composite work, and leadership skills. Using prior knowledge, he has expanded his understanding about projects that he hopes to work on in future employment. After graduation, Paul would like to work at an automotive company for a year or two be-fore beginning work towards his masters’ degree.

Electrical Sub-team Leader: Mark JacobsonThis is Mark’s fourth year on the Michigan Tech Formula SAE team as well as his fourth year studying Electrical Engineering at Michigan Tech. When asked why he joined the Formula SAE Team he said “I saw it as an opportunity to learn more than I could in class, and I love motorsports.” He hopes that he can gain practical, real world, knowledge through the enterprise class. He thinks that participating on this team has “increased [his] skill set/abilities to work on a team that cooperates with other teams to function as a whole towards a single goal.” This year, he is very ex-cited to be working on the closed loop shifting on our car and hopes that it will make us better for competition and help us place higher. Along with practical experience, he feels that the team has helped him make new friends with the same goals and ex-periences. After graduating from Michigan Tech, Mark hopes to “work in the power electronics / motor drives / power systems field.” He hopes that his experience on the Michigan Tech Formula SAE team will help him find a position in the hybrid and electric vehicle drive technology field.

Powertrain Sub-team Leader: Dallas SmolarekThis is Dallas’ sixth year studying at Michigan Tech and her second year on the Formula SAE team. She joined the team to gain hands on experience working on engines as well as gaining experience working in a large group She feels that she has gained experience with communication, organization, teamwork, and mechanical skills while tuning a performance race engine. After graduation, Dallas hopes to find a job related to engines or controls of automobile or recreational vehicles.

Gabrielle Elser

Alisha Clark

Justin Poirier

Budget and Marketing Manager: Gabrielle ElserThis is Gabrielle’s first year on the Michigan Tech Formula SAE Team and she is act-ing as the budget and marketing manager. She has past experience with budgeting and marketing from the Robotic Systems Enterprise on Michigan Tech’s Campus from 2009-2011 and has joined our team this year because of her interest in the automotive industry. As a third year student studying Scientific and Technical Communication, she is a member of the Society of Technical Communicators Student Chapter, Circle K International Service Society, and the Women’s Leadership Council. She is busy at work on a SharePoint site for the team to enable better file organization and is the editor and organizer for our newsletter.

New Leadership for Next Year (Fall 2012 - Spring 2013)

Team President: Alisha ClarkAlisha will be our team president again next year. This is currently her fourth year studying Mechanical Engineering at Michigan Tech but her third year on the Formula SAE team. She joined the team because of her interest in cars. She “decided [that] this would be something that [she] would enjoy in [her] spare time” at school. But she doesn’t have much spare time anymore; along with her position as president of our enterprise she is also the president of Michigan Tech’s Society of Automotive Engi-neers as well as the secretary of the Enterprise Student Advisory Board (ESAB.) She hoped that joining this enterprise would help her make new friends and gain hands on experience. After graduation, she would like to work for an automotive company that deals with engine or chassis applications.

Chief Engineer: Justin Poirier This is Justin’s first year at Michigan tech and fourth year studying Mechanical Engi-neering. A transfer student from The University of Minnesota, this is his first year on the Formula SAE team. He joined the team to gain hands on experience with the pro-cess of building a product from design to production. Being on the team has allowed him to take his knowledge from the classroom and apply in practice to the car. “Being on the team has given me the opportunity to work on my teamwork, communication, organization and problem solving skills and experience with different automotive sys-tems. I hope to gain the experience of being in a leadership role and taking on the responsibility that comes with it.” Developing these skills will help him become a bet-ter professional and provide sought-after abilities for employment. After graduation Justin would like to work in R&D for a leading company in the motorsports industry.

Domic Frankini

Chuck Wright

Tom Daavettila

Chassis Sub-team Leader: Tom DaavettilaThis is Tom’s first year on the Michigan Tech Formula SAE team and it is his fourth year studying Mechanical Engineering at Michigan Tech. He joined the Formula SAE Team because he saw this as an alternate opportunity to senior design and to learn a lot from classmates about cars and teamwork. Looking at the team as a fun and inter-esting way to gain hands on experience in a real world setting. While being able to see the concepts and problems from class used to design and produce an interesting product. Getting real world leadership skills and being able to see the results of how you coordinate the team is a really good learning experience. “I am looking forward to next year and improving the skills that I have learned this year. So that next year the team will run with less confusion with products and tasks having descriptions and hard deadlines.” The design and teamwork experience gained on the Formula SAE team will give him valuable knowledge of how everything from design to production goes together. After graduation Tom hopes to “get a position with an automotive sup-plier to design and test automotive subsystems.”

Composites and Controls Sub-team Leader: Dominic FrankiniDominic is currently a third year Mechanical Engineering student and has been in-volved with the Formula SAE team for four semesters now. He joined the team his first year because he knew that FSAE would give him the best hands on experience in what he was interested in out of all the other enterprises. From joining FSAE he hoped to gain a better understanding of building something completely from scratch, becoming involved in a huge team effort, and learning new traits that he can apply to projects the rest of his life. “So far on the team, I have gained valuable information that I have applied to everyday life, whether it be courses I have taken, projects I’ve been involved in, or past co-ops I have had.” FSAE has allowed Dominic to gain more confidence in his professional career such as communication, design, manufac-turing, time management, and soon to be leadership skills. After graduation, Dominic hopes to work in the motorcycle industry because he has been involved with racing motorcycles most of his life and its what he loves to do.

Electrical Sub-team Leader: Chuck WrightThis is Chuck’s third year at Michigan Tech studying electrical engineering and his second year as a member of the Formula SAE team. He initially joined the team be-cause of his interests within electrical engineering that lie mostly in electro-mechani-cal systems, such as sensors, motors and generators. He thought this enterprise would be a good place to gain exposure to such systems. He hopes that this new leadership role will help him gain experience in management “In working at one internship and one co-op position at separate companies, I have had a decent exposure to real-world management decisions. I’m excited to have a chance to make some of my own on a smaller scale.” Some of the things Chuck have worked on are the driver display board redesign in his first semester, and the brake light redesign this semester, as well as several smaller projects involving wiring and dyno work. The team has taught him, more than anything else, time management skills and he plans to apply the skills he has learned here in the real world after graduation where he hopes to spend a lot of time working, fishing, and snowmobiling.

Tyler Lundsford

Lizz Andrews

Powertrain Sub-team Leader: Tyler LunsfordThis is Tyler’s third year at Michigan Tech and he joined the Formula SAE team in the fall of 2011, so he’s just completing his first year on the team. In that time he has learned more than he ever thought he would, but not necessarily about what he thought he was going to learn about. “I expected to join the team and spend a lot of time doing design work. However, this year, hardly any design work was done on the Powertrain Team. Instead, I gained invaluable skills in interpersonal communication, organizational skills, and above all time management. These are skills that are much harder to get in a classroom. A textbook can’t teach you how to work on a team effec-tively, or how to balance 17 credits with a social life and enterprise.” With the skills he has gained in his time on the Formula team, he feels very prepared to enter the professional world. He had even taken the position of Corporate Presentations Chair in the SAE Student Chapter Executive Board this year too. After graduating he hopes to enter the workforce as a testing or validation engineer. He likes to work with his hands, and sitting behind a desk on a computer all day would be tortuous.

Budget and Marketing Manager: Lizz AndrewsThis is Lizz’s first year on the team but you wouldn’t be able to tell by how in-volved she has been on both the business and composites teams this year. Lizz has been studying Mechanical Engineering for four years at Michigan Tech and will be graduating in the Fall semester of 2012. When asked why she joined the team she said “For the experience. I really love working with cars and when I heard you can engineer and build a race car, I couldn’t resist!” She hopes to gain more hands-on experience to apply her schoolwork and develop critical thinking skills through her experience in the formula team. During her time on the team this year, Lizz has gained emotional intelligence and knowledge on how to work with others as well as learning about how cars work and more about formula racing. Her time on the team has given Lizz more confidence with her abilities and how she applies them to the work world. Lizz is also a member of Alpha Sigma Tau national sorority and currently she sits on the executive board. After graduation, she plans to apply her many skills to a job in the automotive industry in either product development or manufacturing.

How Can You Help?Whether you are a past member of the team, a long time sponsor, or someone with a new interest in the team, we are always looking for more help. You can donate through the Michigan Tech Fund, found online at https://www.banweb.mtu.edu/mtu/mtf/gift/give.xsql?desig=7300-Annual-Fund, and designating the money for the For-mula SAE Enterprise. Some companies will even match an employee’s contribution! If you have questions, feel free to contact us at fsae@mtu.edu.

Find a copy of this newsletter on our website: http://sites.google.com/site/michigantechracing/