Bodywork & Aerodynamics

In my Fisher Fury R1, you have to climb over the bodywork, yet it is not a structural element. You have a relatively low side sill in the chassis (to enable a variant with doors), which lowers the rigidity and overall strength and you also have the inconvenience of having to climb over the bodywork to drop down into the chassis. With this new car, I plan to eliminate both of these issues, by combining the bodywork and chassis, thus lowering the bodywork whilst increasing the height of the chassis sill.

The 'bonnet' on this new car is not going to be compromised by having to squeeze an engine under it. It is also not going to need huge vents and ducts for cooling as the radiator will also be in the back of the car. This will result in a very low drag coefficient and provides a lot more flexibility in the styling. Because the car is so light, there is also no need for air ducting to the front brakes.

Rear

The rear bodywork will provide plenty of room the engine and will feature two large air scoops down the sides, to provide air to cool and feed the engine. There will also be vents on the top surface to let hot air out.

The central tub will have a completely flat floor and I plan to use a flat floor panel under the front, which doubles as a front splitter. There will also be a flat diffuser under the engine that curves up at the rear.

I've made a conscious decision for the car to not have huge amounts of downforce. I realise this will make the car slower around corners (and faster in a straight line) but, I but want the suspension design to focus on keeping the car connected to the road, whilst the providing the highest quality feedback. A lot of this feedback will be swamped if the suspension has to also handle the huge forces generated by large wings and other aerodymanic surfaces. Negating the need for huge downforce also means has the side effect of the bodywork design being much more aesthetically pleasing, more Jaguar E-type and less LMP racer.