Design of the solar vehicle can be broken into five separate categories: frame, cockpit, steering and suspension, power electronics and drive system, and body. While the majority of the car has been designed, there is still a lot of work to be done before the car will be ready to make it to the starting line. Below are schematics and descriptions of the major framework of the car's current design progress.

Shown is the top body layer of the solar car and the cockpit. The body is made from layers of fiberglass laid over a foam core, and when completed will be covered by solar cells donated by SunTech. The cockpit is situated near the rear of the vehicle and is made up of clear plastic reinforced with titanium tubing to keep the driver safe. Also within the cockpit will be adjustable pedals and steering wheel to control the thrust, braking, and steering of the car.

The suspension of the vehicle has been designed and final construction is being performed in the shop. The suspension is made from steel and titanium in accordance with strength and weight considerations. The design plans for 3 inches of vertical travel for a smooth ride. A helical rack and pinion steering system will be implemented to provide high reliability and minimal slack. Most of the system will be made from aluminum to reduce the weight.

Our frame design employs a titanium alloy provided by Wah Chang, and is currently undergoing the final stages of construction in the shop. The frame is be tapered at 5 degrees from the front for aerodynamics and body compatibility and is designed to be lightweight as well as providing protection to the driver.

Every part of the electrical system on the car has been chosen to maximize power usage and energy storage efficiency. For the highest energy capacity to weight ratio we will use 248 lithium ion batteries at 3.7V and 2400 mAH each, totaling 24.8 kg. The batteries will be arranged to enable quick conversion between a 50V and a 150V system to accommodate two possible motors and will be controlled by 98% efficient AERL Maximizer Maximum Point Power Trackers (MPPT’s). The two battery configurations will power either the CSIRO brushless wheel motor (98.5% maximum efficiency) or, in the case of a problem with the CSIRO, that motor will be replaced with a cheaper and slightly less efficient ETEK motor. The CSIRO motor will be housed in 16” wheels for higher rolling efficiency and will be controlled by a Tritium motor controller, which is capable of regenerative braking. The whole electrical system will be powered by a SunPower A-300 solar array.