Car Chassis Basics and How-To Design
Tips
The chassis (or frame) is a structure which locates and mounts all other parts of the
vehicle. It also provides a protected space for the occupant(s).
Chassis Types
There are multiple types of chassis but all of them can be classified into one of two
approaches:
1. Use lengths of round or square tubing, or other structural metal shapes to form
the chassis structure (Space frame, multi-tube, ladder frame)
2. Use joined panels to form the chassis structure (Monocoque, Unibody)
Both approaches can provide a structure capable of mounting other vehicle components,
but each has its own advantages and disadvantages.
Spaceframe Chassis
The Spaceframe chassis uses numerous cut and shaped pieces of structural metal tubing
(usually steel) joined together to form a strong framework. The diagram SF1 below from
Ron Champion’s book “Build Your Own Sports Car For As Little As £250”, shows an
example of a space frame chassis.
Diagram SF1. Spaceframe chassis for a “Lowcost” car. From Ron Champion’s book “Build
Your Own Sports Car for as Little as £250 and Race It!”,
The principle of spaceframe design is to use triangulation of the tubes to create a rigid
structure. Diagrams SF2 and SF3 below show how triangulation is used to rigidize a
structure:
Diagram SF2. An untriangulated box (One missing its sides) is easily warped.
An un-triangulated box has very little strength. You can see this in action above. As the
hand pushes against the corner of the box, the shape warps into a parallelogram.
Now, if we cross-brace or triangulate the box with a tube, the strength is greatly increased:
Diagram SF3. A box with a cross-member forms two triangles (Shown in red) and is said to
be triangulated. The force applied to the box is trying to pull the cross-member apart.
In diagram SF3 above, the tube is being pulled in tension as if the corners of the box to
where it is attached were trying to tear it apart. Because of the tube’s strength in tension,
the box will not deform into the parallelogram of diagram SF2
Triangulation can also work with tubes in compression. However the ideal design always
has the member tubes working in tension which provides far superior strength to tubes
working in compression.
Diagram SF4 below shows how the load being applied is now attempting to crush or
compress the tube instead of tearing it apart. Because of the reduced strength in
compression, buckling can become an issue.
Diagram SF4. A triangulated box. The force applied to the box compresses the cross-
member, potentially buckling it if the force is sufficient..
Returning to diagram SF1, there are numerous examples in this diagram of how open box
tube structures have been triangulated to create a much more rigid chassis. The diagram
also shows suspension and other mounting brackets.
Spaceframes usually use square or round tubing. Square tube is easier to work with
because cutting it involves straight cuts at a particular angle. Round tubing does not butt up
against other round tubes well, and therefore requires a special tube notcher to cut round
shapes into it.
The key aspect of spaceframe design is to identify and analyze the loads that are to be
expected, and design the frame and triangulation to handle those loads in an optimized
fashion. As tubing in tension provides higher strength than compression, a lighter gauge
tubing may be used in tension loaded areas to save weight. In areas where tubing sees
compression loads, a heavier gauge or larger diameter tubing may be better to use.
Monocoque Chassis
The monocoque chassis is technically an improvement over the spaceframe chassis.
Diagram MC1 below shows a simple example of the difference between spaceframe and
monocoque design.
Diagram MC1. Comparing the behavior of a monocoque versus a spaceframe under tension
load.
The monocoque “Box” on the left uses a panel of material to structurally “complete” the
box. When the hand pushes against it in the direction shown by the green arrow, it creates
a shear force across the panel. This force is effectively handled the same way a tension
load is by the spaceframe triangulated box on the right. However, if the hand were to push
from the other side of the box, the spaceframe tube could potentially collapse in
compression, whereas the monocoque box would behave the same way it did before. See
diagram MC2 below:
Diagram MC2. Comparing the behavior of a monocoque versus a spaceframe under
compression load. Note the superior tension load handling of the monocoque and inferior
compression load handling of the spaceframe.
Both types of chassis can be made just as strong as each other. However, to make an
equivalent strength spaceframe generally requires more material and therefore more
weight. The materials used make a big difference as well.
In diagram MC3 below, both the monocoque “box” on the left and the fully
triangulated spaceframe “box” on the right would handle loads in the same manner (We’ve
left out the rear of the spaceframe “box” to avoid visually complicating the diagram)
Diagram MC3. Monocoque box and “equivalent” triangulated spaceframe. (Rear
of spaceframe not shown to keep diagram clarity.)
Although the monocoque can usually be made lighter and stronger than a spaceframe, it
does have some downsides that make it more complicated to design, build and operate.
First, the monocoque requires the structure formed by the panels to be “complete”. If you
observe the “box” in diagram MC3 that we used to demonstrate the monocoque, imagine
one side of it is missing as shown in diagram MC4 below:
Diagram MC4. Incomplete load handling by a monocoque will cause it to deform and buckle.
We can push on the corner of the box where three panels meet (shown on the left) and it
won’t warp (much), but push on a corner next to where the missing side should be and the
box will buckle (as shown on the right). Where an opening exists, the chassis must handle
loads through a supporting sub-structure.
A primary goal in monocoque design is to ensure that there are no unhandled load paths
that can cause the monocoque structure to buckle. A buckled monocoque is no better than
a buckled spaceframe tube.
In the case of poorly handled load paths, the spaceframe can be more forgiving as the
tubing diameter and steel material usually provide a more gradual failure than a
monocoque. However, it is better to design the chassis correctly in the first place then to
rely upon noticing gradual failures.
This brings us to another key point about the monocoque—If it is damaged, it is difficult to
repair compared to spaceframe tubes. It is also difficult to detect damage on a monocoque
whereas bent or broken tubing is quite easy to spot.
Torsional Rigidity
Torsional rigidity is a property of every vehicle chassis that determines how much twist
the chassis will experience when loads are applied through the wheels and suspension.
Diagram TR1 below shows the principle.
Diagram TR1. Torsional Rigidity. The less the chassis twists, the more torsionally rigid it is
considered.
A chassis that has a lot of twist won’t handle as predictably as one which has very little
because by twisting, the chassis begins to act like an extension of the suspension. The
suspension is designed to allow the wheels/tires to follow the road’s bumps and dips. If
the chassis twists when a tire hits a bump, it acts like part of the suspension, meaning that
tuning the suspension is difficult or impossible. Ideally, the chassis should be ultra-rigid,
and the suspension compliant.
Torsional rigidity is measured in lbs-ft/degree or kg-m/degree. One end of the chassis (front
or rear) is held stationary and the other end is balanced on a point and twist is applied via a
beam. Diagram TR2 below shows the basic idea:
Diagram TR2. Method to measure torsional rigidity.
Chassis Design Tips (1/2)
Modifying Production Chassis
When considering modifying a production-based chassis to mount alternate suspension,
engines or drivetrain, spend time studying the unibody (newer vehicle) or ladder-frame
(older vehicle) structures. The structures formed by the manufacturer’s chassis designers
have strong areas intended for loads and weak areas not intended to carry loads.
Identifying the correct parts of the chassis structure to cut or modify is critical.
Consider using scale models of the vehicle (if plastic models were made), to mockup the
changes, or 3D modeling software to do the same. If the changes involve the suspension,
such as lowering the vehicle, model the new suspension first. Sometimes lowering the
vehicle while using the same suspension pickup points will create poor handling.
Build Chassis Models
Modeling a spaceframe chassis with balsa wood sticks enables you to see firsthand the
differences triangulation makes to the stiffness of a chassis. Herb Adams, in his book
“Chassis Engineering” provides a whole chapter on chassis modeling using balsa and
paper. His recommendation is for a 1/12 scale model.
Likewise, using cardboard, paper and glue to build model monocoques can be a very
rewarding and low cost learning experience as well. The great thing about these materials
is that they don’t have a lot of strength and so the deformations that loads create can be
easily seen when loads are applied.
Design the chassis after the suspension
It is much easier to design a tentative suspension according to the rules and good
geometry, and then build the chassis to conform to suspension mounting points and
springs/damper mounts. See our “Designing Your Own Race Car” section
Consider the load paths
A chassis is not about “absorbing” energy, but rather about support. When considering
placement of tubes, visualize the “load paths”, and consider using FEA (Finite Element
Analysis software) to help analyze load scenarios. Load paths are defined as the forces
resulting from accelerating and decelerating, in the longitudinal and lateral directions which
follow the tubing from member to member. The first forces which come to mind are
suspension mounts, but things like the battery and driver place stresses on
the spaceframe structure.
Maximize CG placement and vehicle balance
Center of gravity affects the car like a pendulum. The ideal place for the CG is absolutely
between the front and rear wheels and the left and right wheels. Placing the CG fore or aft
or left or right of this point means that weight transfers unevenly depending on which way
the car is turning, and whether it is accelerating or decelerating. The further from this ideal
point, the more one end of the car acts like a pendulum, and the more difficult it is to
optimize handling.
The CG is also height dependant. Placing an engine higher off the ground raises the CG,
and forces larger amounts of weight to transfer when cornering, accelerating, or
decelerating. The goal of vehicle design is to keep all four wheels planted if possible to
maximize grip, so placing all parts in the car at their lowest possible location will help lower
the CG height.
Car Chassis Basics and How-To Design
Tips cont…
Which Chassis Type to Choose?
The complexity of designing and building the chassis and the ambiguity in detecting
damaging in a monocoque leads most amateur designers to stick with
the spaceframe chassis—easier to design, build and operate. The tools and learning curve
are far easier to manage as well.
Yet, if you are interested in the monocoque chassis, do go out and learn as much as you
can and experiment with the techniques of design and fabrication.
If a career in engineering is your goal, then knowledge of both spaceframe design and
monocoque design will serve you well in many fields.
Modeling a Chassis
Before building your vehicle, consider building models to aid in visualizing design. Some
may prefer to stick with computer tools like FEA (Finite Element Analysis) software, but for
sheer hands-on visualization, we recommend building your own balsa spaceframe models
or using paper or crafts materials to form a monocoque.
As the photo MOD1 below from Herb Adam’s book Chassis Engineering shows, these
models can provide insight into the design and torsional rigidity of various configurations:
Diagram MOD1. Balsa model of a chassis shown in Herb Adam’s book “Chassis
Engineering: Chassis Design, Building & Tuning for High Performance Handling”
Chassis Structural Materials/Shapes
Designing a chassis, be it spaceframe or monocoque requires an understanding of the right
materials and their engineering properties. We’ll take a look at some of the basic materials
used, but there are whole books available which cover the topic in the detail that a scratch-
builder will need.
Structural Materials
Most modern spaceframes are built using steel structural tubing in grades 1018, 1020 or
4130 chromoly. The first two grades are considered mild steel with sufficient strength and
toughness for amateur car builders. These grades are not affected by welding heat and do
not require post-welding heat treatment. The 4130 chromoly grade, while stronger than mild
steel, does require post-welding heat treatment to restore its mechanical properties.
Steel is very good from a metal fatigue perspective and due to the vibration and oscillating
loads encountered in cars and trucks, it is the preferred material for amateur builders who’s
goals are long chassis life and dependable strength.
Aluminum has been used in spaceframe design and can provide weight savings but
depending on the grade, it may or may not be weldable. The fatigue life and strength
should be understood before selecting aluminum as your spaceframe material.
For monocoque builders, the materials most often used today is fiber reinforced plastic
(FRP). The fiber can be anything from fiberglass to carbon fiber, depending on the
requirement to save weight. The plastic is generally 2-part epoxy. Builders make use of
composite sandwich structures by laminating FRP over a honeycomb structure. These
“Panels” are very rigid in bending. Forbes Airde, in his book “Race Car Chassis Design and
Construction” provides a chart (Diagram SM1 below) showing how composite sandwiches,
while almost 4 times as thick as steel weigh only 1/5th the weight of steel for the same
bending strength.
Diagram SM1. Chart from Forbes Airde’s book “The Race Car Chassis : Design, Structures
and Materials for Road, Drag and Circle Track Open- and Closed-Wheel Chassis ”. While
thicker than steel, panels made of other materials can provide equivalent strength while
weighing less.
Structural Shapes
The selection of structural shapes for spaceframe construction provides the designer with
flexibility in how they optimize their chassis designs. In diagram SS1 below, the most
popular shapes are shown:
Diagram SS1. Structural shapes
Square and rectangular tubing provides the easiest design and fabrication. As mentioned
earlier, cutting and welding/brazing is the easiest with square or rectangular shapes.
Rectangular tubing also provides the opportunity to create a “Beam-like” structure where
more strength is required on one axis than the other. Square and rectangular 4130
chromoly is also available, but generally at a higher cost than circular.
Circular tubing, while not as easy to fabricate with, is widely available in 4130 chromoly, so
to take advantage of the increased strength or reduced weight for the same strength,
circular (and oval) may be the shape of choice.
Oval tubing is popular for use in exposed wishbones on open-wheel type race cars. Its
shape is more aerodynamic than round or square tubing and therefore it creates less drag
and turbulence. The downside is that it is not as structurally strong as round or square
tubing in bending (Along the narrower dimension).
The I-Beam type shape may be useful where deflection (bending) along the “I” vertical axis
needs to be minimized over a span. In long span situations, square tubing will not fare as
well as I-beam in terms of deflection.
Chassis Design Tips (2/2)
Layout the tube members for easy access and maintenance
Maintaining a car comes after construction. Placing tubes across openings is a natural way
of ensuring a rigid chassis. However, in practical terms you may be making it difficult or
impossible to reach the maintenance demanding components. A good chassis design will
allow quick and easy access to all components and will not hamper removal or replacement
of any part.
Check out vehicles which are competitive in your class
Vehicles which are competitive are usually built well, and with appropriate materials and
methods. Observe them at the track and in the pits, and you can infer a great deal about
what makes them winners.
Optimize the tubing shape for the job
Square tubing is the easiest structural shape to build a chassis from. However, there are
circumstances where round tubing can be useful, albeit at a penalty in the complexity of
construction. Oval tubing is useful in open wheel race cars for wishbones.
Optimize the tubing size and gauge for the job
Tubing which is used in tension, can be of a lighter gauge than that used in compression.
Keeping this in mind can save considerable weight, although it requires additional joining
work and variety of tubing.
Choose the right material
Many road and race car chassis are built using mild steel in the 1018 or 1020 grade
(anything lower than 1018 is not advisable due to its limited strength). There is nothing
wrong with using these grades if the chassis is properly designed and weight is not the
utmost concern. 1018 and 1020 don’t require heat treatment after welding and can be MIG
welded, making fabrication easier.
If weight is a concern, then many builders opt for 4130 Chromoly. The same strength can
be had with 4130 for less weight than mild steel. However, depending on how you join your
tubing, you may need to heat treat the finished product. 4130 also usually comes in round,
which is more difficult to fabricate but aircraft builder suppliers can provide square 4130 at
a higher price.
The key point to consider is the need for weight saving. If weight is not a concern, you may
wish to opt for the easier to fabricate mild steel. If it is, then you may have limited choices
outside of 4130.
Recommended Further Reading
Chassis Engineering: Chassis Design, Building & Tuning for High
Performance Handling Chassis Engineering is a great introduction to race car design.
In a practical and down-to-earth way, it covers the fundamentals of how race cars handle
and the requirements for designing and constructing a car. The book includes chapters
on chassis design, suspension design, frame construction, aerodynamics and tuning.
Overall it provides the reader with the foundation of how the key components of a race
car work and interact together.
Get "Chassis Engineering: Chassis Design, Building & Tuning for High Performance
Handling":
The Race Car Chassis : Design, Structures and Materials for Road, Drag and
Circle Track Open- and Closed-Wheel Chassis Covers the history, different types,
structures and materials of race car chassis. It also delves into the various types of
suspensions. This book is not a detailed design book, but does provide good information
and plenty of different race car examples for those seeking to understand chassis
design.
Get "The Race Car Chassis : Design, Structures and Materials for Road, Drag and Circle
Track Open- and Closed-Wheel Chassis":
View all chassis books
