RACE (Rapid Axle Concept Evolution) MBS Software

Suspension simulation has traditionally required significant setup time, locally installed software, and a steep learning curve before any real engineering could begin. RACE Software takes a different approach. It runs entirely in the browser. No installation. No lengthy onboarding. Simply log in and start simulating from day one using the intuitive interface. The platform covers multiple suspension systems across motorsport, off-road, and road vehicle applications, with simulations and results correlated with real-world behaviour. The workflow is straightforward: input your suspension data, run the simulation, and get actionable results in seconds. Each account comes with preloaded suspension data, allowing you to start simulating straight away. No setup. No coding. More engineering. #RACESoftware #SuspensionSimulation #SuspensionAnalysis #VehicleDynamics #Motorsport #Automotive #Engineering #ChassisDesign

MacPherson or double wishbone? The better question is: how does your wheel behave under suspension travel? MacPherson struts and double wishbone suspensions are built differently. But neither is inherently better. Every design is a compromise between: 🔹 Packaging 🔹 Cost 🔹 Weight 🔹 Ride quality 🔹 Performance The real question is: How does your wheel's camber change as the suspension moves through bump and rebound? That's not determined by the suspension type alone. It's determined by the geometry you design. Measure it. Understand it. Optimise it. 👉 Learn how to measure bump camber (link in comments). #SuspensionEngineering #VehicleDynamics #SuspensionDesign #ChassisEngineering

Are you an automotive or motorsport engineering student? Formula Student or Motorsport team? Doing a project on suspension or chassis design? We want to hear from you. RACE (Rapid Axle Concept Evolution) MBS Software turns simulation from a bottleneck into a competitive edge: ⚡ Faster development: build a complete axle simulation without needing prior MBS experience, and get a full suspension performance report covering 50+ industry-standard KPIs, with no manual post-processing required. What normally takes months of setup and analysis time is streamlined into a single cloud-based workflow, accessible in any browser or on any device within seconds. 📊 Sharper competition insight: generate detailed, data-backed suspension analysis to support your design judging submissions, giving you or your team a depth of insight that's hard to match with traditional workflows in a single season. 🎓 RACE Academy: a free knowledge base and technical guide covering the full range of suspension KPIs, plus certificated training courses with real-world industry examples and hands-on tuning exercises. 🎓 Academic Programme: universities and student teams can get special access to RACE Software to help accelerate the tools and training available to their members. We want to help you build something brilliant! 📩 Comment below or get in touch with us now. Details in comments. #Formulastudent #Motorsport #Automotive #Vehicledynamics #Students #University #Engineering #RACESoftware

Wheel centre compliance is difficult to assess without simulation. It influences the peak forces transmitted to the vehicle body and determines your ride comfort and vehicle durability. You can push the wheel forwards and backwards by hand and get a rough sense of it. But that tells you very little about how the suspension actually behaves under load at speed. A K&C simulation applies a controlled longitudinal force at the wheel, records the displacement, and calculates the compliance directly. The output is a clean mm/kN value that tells you exactly how the suspension is behaving, and whether that sits within your target 🎯. RACE Software measures and reports wheel centre compliance as part of its full K&C analysis. Full explainer video in the comments. 👇 #SuspensionSimulation #KandCAnalysis #RACESoftware #WheelCentreCompliance #MultibodyDynamics #ChassisEngineering

Engineering a fast track car is one thing. Engineering one that drivers can trust, understand and enjoy is a harder challenge. That philosophy sits at the centre of the new Revolution HyperSport from Revolution Race Cars. The HyperSport has been developed around serious track performance without a car that feels intimidating or difficult to manage, with attention given to aerodynamic design, cockpit visibility, ergonomics, serviceability, lightweight construction and predictable on-track behaviour. RACE (Rapid Axle Concept Evolution) MBS Software was used as part of the HyperSport suspension development, supporting multibody simulation and analysis behind the car’s dynamic character. The analysis supported specific vehicle dynamics targets, including reduced steering weight, improved braking stability and a suspension package developed around predictable, usable performance. These are not just technical details. They influence how manageable the car feels, how much confidence the driver has on corner entry, and how clearly the car communicates on track. As RACE Software is cloud-based, the baseline simulations support development during track testing, allowing different suspension set-ups and parameter changes to be evaluated quickly while the car is being run. This is where simulation matters: not as a replacement for engineering judgement, but as a way to make better-informed decisions earlier and faster. 📰Read the full article: https://lnkd.in/dD4fhzKh #VehicleDynamics #MotorsportEngineering #MultibodySimulation #SuspensionDesign #RACESoftware #RevolutionRaceCars #HyperSport

The question isn't "What's the camber?" It's "How does it change?" A static camber angle tells you where the wheel is when the car is still. Bump camber tells you how the wheel's camber changes through suspension travel. To measure it, engineers move the suspension through its travel and record two things: ➡️ Wheel displacement ➡️ Camber angle The relationship between those two creates the bump camber curve. That curve reveals something a single alignment number cannot: how the suspension geometry behaves as the wheel moves. Engineering is often less about measuring a value... ...and more about understanding how one variable responds to another. The videos below tell the story. 👇 #ChassisEngineering #RACESoftware #VehicleDynamics #Camber #SuspensionSimulation

The bush in your lower control arm is doing more than you might think. Wheel-centre longitudinal compliance, the amount the wheel centre moves fore and aft under longitudinal loading, is one of the primary suspension characteristics tuned through suspension bushing design. A softer bush increases compliance. A stiffer bush, or a ball joint, reduces it. The catch is that, on most conventional suspension layouts, including MacPherson strut and double wishbone, wheel-centre longitudinal compliance and contact-patch longitudinal compliance cannot be tuned independently. Improve brake feel with stiffer bushes, and you also reduce the suspension's ability to isolate longitudinal road inputs. For most suspension layouts, bushing design remains a compromise. Understanding that compromise requires measuring the resulting compliance characteristics. https://lnkd.in/ds2gV7We #SuspensionDesign #ChassisEngineering #BushingTuning #VehicleDynamics #RACESoftware #MotorsportEngineering

Two hardpoints walk into a suspension... and only one of them controls the shape of your bump steer curve. Bump steer is typically tuned to give a mild understeer trend at ride height. Meeting that on-centre target does not guarantee a linear curve through roll.  The shape matters as much as the value. We used RACE Software to simulate a double-wishbone layout, targeting -2.5 deg/m bump steer. Baseline on-centre value: -8.4 deg/m, off target. Lowering the inner track rod ball joint by 5.6mm in Z corrected the on-centre value to -2.5 deg/m. However, the curve became nonlinear: -6.7 deg/m at 25mm bump, +1.7 deg/m at 25mm rebound. Cause: the track rod was 50mm longer than the lower control arm, so the two links swept different arc radiuses through travel. Shortening the track rod to match the lower control arm length corrected the nonlinearity while holding the on-centre value fixed. The curve flattened to a near-constant -2.5 deg/m across bump, centre, and rebound. As a check, raising the assembly 5.6mm in Z (equivalent to a rack shim) returned the on-centre value to -8.4 deg/m. The curve remained linear. Conclusion: height sets the on-centre value; length sets the linearity of the curve. These are independent parameters. Verifying bump steer at bump and rebound travel, not only at ride height, is necessary to catch nonlinearity that height adjustment alone will not resolve. RACE is built to let suspension designers run studies of this kind without constructing a full multibody model. To request a specific tuning scenario, get in touch. Report, data and hardpoint coordinates are available at the link in the comments. #SuspensionDesign #BumpSteer #VehicleDynamics #Motorsport #MultibodySimulation #ChassisEngineering #RaceCarEngineering #SuspensionTuning #AutomotiveEngineering #RACESoftware

What happens when a race car hits an apex curb? The suspension moves through its travel. The inside wheel compresses. 👉 Camber angle changes. 👉 Contact patch shifts. 👉 Grip changes at the exact moment the driver needs it most. That is bump camber. It is not a setting you simply adjust. It is a consequence of your suspension geometry. The shape of that camber curve depends on how the suspension is designed: 🔹 Where the suspension hard points are positioned 🔹 How the control arms move through their range of travel 🔹 The relationship between wheel movement and chassis movement Different designs can achieve very different results. A double wishbone, MacPherson strut, or multi-link setup is only the starting point. The geometry behind the system determines how the tyre interacts with the road. You cannot eliminate bump camber. But you can design around it. Understanding how your suspension behaves through its full range of motion helps engineers: 👉 Set the right camber gain 👉 Choose optimal ride height 👉 Predict how grip changes through a corner Because suspension performance is not just about where the car sits. It is about how it moves. #VehicleDynamics #MotorsportEngineering #RaceEngineering #SuspensionDesign #SimulationEngineering #RACESoftware

Every time you brake hard and the car feels slightly vague, like it takes a moment to settle, that's often wheel centre compliance at work. Wheel centre compliance measures how much the wheel centre deflects longitudinally under braking force. The unit is mm/kN - millimetres of movement per kilonewton of force. It sounds abstract, but the effect is something every driver has felt. High wheel centre compliance means the suspension has more give under braking loads. On a road car, a controlled amount of this is actually desirable - it helps absorb impacts and smooth out road noise. On a performance or race car, too much of it means the suspension moves when precision is needed most. It's one of those KPIs that rarely gets talked about until something feels wrong. By that point, you're already reacting to the problem rather than designing around it. Understanding it early is the difference between a suspension that feels engineered and one that just feels like it happened. #WheelCentreCompliance #SuspensionTuning #VehicleDynamics #RACESoftware #AutomotiveEngineering #Motorsport