Rockwell College · Tipperary · Season 25-26
Just as a supernova marks the explosive transformation of a dying star into something magnificent and powerful, Nova Racing represents the explosive fusion of innovation, engineering, and competition.
We are a team of six dedicated students from Rockwell College, Tipperary, competing in the STEM Racing / F1 in Schools national programme, pursuing the highest possible placing while developing real-world skills in engineering, enterprise, and project management.
Our story begins in 2023, when Rockwell entered F1 in Schools as Bullet Racing. The team evolved into Inferno Racing, and now in Season 25-26 it has been reborn as NOVA. Every iteration builds on the lessons, contacts, and engineering wisdom of the teams before it — and we plan to pay that forward when our season ends.
Nova Racing's identity is rooted in three pillars: Energy (the drive and intensity we bring to every task), Precision (the engineering and strategic rigour behind our decisions), and Impact (the lasting impression we aim to make on judges, sponsors, and the wider community).
The drive and intensity we bring to every task — from the kick-off meeting to the final lap.
Every aerodynamic surface, every spend, every sponsor pitch — engineered, not improvised.
The lasting impression on judges, sponsors, the school, and the next Rockwell team.
Six minds. One mission. A projectised team structure that mirrors real-world motorsport.
Darragh leads the overall coordination and delivery of the Nova Racing project. He runs weekly Monday meetings, maintains the project schedule in Jira, owns the Work Breakdown Structure, and keeps the team aligned with deadlines.
Key Skills: Jira, Canva, SolidWorks, Onshape, TikTok
Harry leads the CAD design process and is responsible for ensuring every area of the car complies with STEM Racing regulations. He works closely with Gilles on CFD testing and iterates on prototypes informed by aerodynamic concepts.
Key Skills: SolidWorks, Fusion 360, Photoshop, CFD analysis, regulation compliance
Matthew ensures CAD designs actually get made. He sources components, organises CNC machining and 3D printing, and ensures the manufactured car meets both competition regulations and our performance targets.
Key Skills: SolidWorks, Fusion 360, Onshape, 3D printing
Gilles leads all R&D activities. His passion for physics, F1, and applied science drives the technical innovation behind the car — researching the Coandă, Venturi, and Magnus effects and translating them into actionable design parameters.
Key Skills: SolidWorks, Fusion 360, Onshape, CFD interpretation
Sean manages all financial and commercial operations — sponsor outreach, budget management, procurement, and cash flow. He brings experience from running his own company, Studytok, and ensures every euro spent delivers maximum value.
Key Skills: SolidWorks, Onshape, Jira, Google Sheets, financial modelling, negotiation
Joe is responsible for all visual designs and brand identity. Using mainly Canva, he transforms complex engineering and business concepts into professional, visually compelling graphics across the portfolio, pit display, and social media.
Key Skills: SolidWorks, Fusion 360, Canva, Jira, brand design, visual communication
Our structure is built around a project-based framework with two divisions — an Engineering Team and an Enterprise Team — both reporting to the Project Manager. This mirrors real-world motorsport organisations, allowing the technical and commercial sides of the project to operate in parallel.
Every member holds a primary role aligned with their core strengths and a secondary role in another area. This provides built-in redundancy: when one of our members, Joe, was out sick for nearly two weeks in January 2026, his designated counterpart was able to absorb his outstanding tasks without convening an emergency reshuffle.
To ensure complete clarity over task ownership we developed a RACI matrix (Responsible, Accountable, Consulted, Informed) covering every major deliverable. Tasks are assigned through a tiered system that considers three criteria simultaneously: the expertise required, the team member's current workload, and the priority of the task. Tasks are only assigned when all three align, which keeps workload balanced and prevents bottlenecks.
Communication is key in a project like this. We use Snapchat for day-to-day coordination, in and outside of school, and Microsoft Teams for formal file sharing, status reports, and strategy discussions. We organise structured meetings every Monday with occasional Friday check-ins during high-intensity phases. Minutes are recorded at every meeting, creating a traceable record of decisions and action items.
A structured engineering process from research to race day — research, design, CFD analysis, manufacturing, testing.
Our R&D objectives, led by Gilles, were specific and measurable: minimise inertia, maximise aerodynamic efficiency, minimise friction in the wheel and axle system, reduce turbulence around the wheels and rear surfaces, optimise weight distribution, minimise frontal area, maximise laminar airflow, and ensure the car is strong and rigid at high speeds — all while staying within regulations.
Air "sticks" to a curved surface instead of flowing straight off. By applying curved side pods and diffusers, high-speed air accelerates around the body, creating a low-pressure zone that pulls the car down — downforce without a draggy wing.
Spinning wheels generate a lift force perpendicular to airflow that can destabilise the car. We deliberately design front-wing and bodywork geometry to minimise this effect rather than exploit it.
As airflow velocity increases, pressure decreases. This underpins how we shape the body to keep flow attached and pressures balanced, reducing drag and supporting downforce generation.
Air accelerates and static pressure drops when flow is constricted. By using a diffuser under the car, we generate downforce without a corresponding spike in drag — stability without sacrificing top speed.
Inertia = m·r². Less mass — especially at the extremities — means faster acceleration. We concentrated mass around the centre/rear and kept the nose light to improve straight-line stability and energy transfer.
The dominant opposing force on a STEM Racing car. We attack it on every front: streamlined corners, smooth transitions, wheel wake management, and tightly controlled frontal area.
Bearings directly impact both inertia and how freely the wheels rotate. We shortlisted three options: silicon-carbide hybrid (with steel outer ring), full silicon carbide, and full silicone nitride. After comparing friction, weight, strength, and thermal expansion, we chose full silicon carbide bearings from BOCA. They required a wheel-bore redesign, but the friction and weight savings justified it — and full-ceramic durability is sufficient for the three races we'll run.
We prototyped in Onshape for its speed and our familiarity with it from Junior Cycle projects, then moved to SolidWorks 2024 for the final model and CFD analysis. Parametric modelling let us update dimensions and constraints dynamically, while features like Extrude Boss/Base, Sweep, Loft, Fillets, Chamfers, and Assembly Modelling were used extensively to build smooth aerodynamic surfaces.
Our first concept was the TR40. Built around the Coandă effect with all sharp edges removed, the TR40 was aerodynamically superior — but overweight. We then designed the TR41: kept a similar arrow-headed body shape, narrowed and thinned every surface, redesigned the front and rear wings, and shrank the side pods. This compromised some Coandă application but the weight savings were significant enough to commit to the final design.
Using SOLIDWORKS' Mass Properties feature with material density values assigned per component, we calculated the body weight in CAD. When we measured the physical car after manufacture, it matched our digital estimate to within 0.1 grams — a strong validation of our modelling discipline.
Once each prototype was complete in CAD, we used SOLIDWORKS Flow Simulation to run CFD at the average STEM Racing speed (~20 m/s) and measure exactly how air behaved around the car.
Better Coandă implementation, smoother attached airflow along the body. The front view showed chaotic "bird-nest" vortices around the wheels, creating low-pressure zones that pull the car down and increase drag.
Slightly higher drag, but the redesigned front wing washed air around the wheels — less turbulence, fewer spirals, more structured streamlines. Crucially, the narrower sidepods dropped overall mass below minimum weight before wheels and axles.
The TR40 was more aerodynamic but pushed us over the minimum weight limit before adding wings and paint. We opted for the more weight-efficient TR41: lower mass means faster acceleration, and in a sub-second sprint, reaching top speed quicker beats holding it longer. Stability and a streamlined ground-effect profile sealed the call.
Led by Matthew, manufacturing followed a documented step-by-step process to ensure the final car met both regulations and our performance targets. Tight tolerances were maintained throughout to prevent wheel-tracking errors, friction, or high-speed instability.
An engineering plastic that minimises friction while staying strong enough to survive race day without breaking.
A nylon that performs very well aerodynamically and offers high reliability and strength.
Minimises friction and saves weight versus hybrid alternatives. Selected after a structured friction/weight/strength comparison.
Saves significant weight versus stainless steel while staying reliable enough not to fault on race day.
For our manufacturing tool we used a 5-axis CNC machine provided by our sponsor Boston Scientific. The 5-axis capability cuts complex wing geometries at any angle while maintaining a clean finish — impossible to replicate by hand. We used CAM software to generate exact toolpaths from the CAD model, removing guesswork and improving aerodynamic efficiency by reducing surface roughness.
For prototypes we used a Flashforge Adventurer 4 with PLA filament — quick, accurate, and ideal for turning ideas into physical models we could touch and test the same day. Boston Scientific also produced SLA prototype runs for our finer wing geometries.
Through manufacturing we learned how to work with external suppliers, how to implement CAM, why material selection is non-negotiable, how to make 3D-printed models that actually fit on first assembly, and why CNC precision matters for cars that live or die by hundredths of a second.
Rolling resistance was assessed through ramp-based distance testing combined with wheel-spin analysis. The initial configuration showed significant energy loss from axle friction and minor wheel-body contact. Refinements — axle polishing, improved alignment, and increased wheel clearance — led to a substantial improvement.
Since STEM Racing cars accelerate almost instantly under compressed-CO₂ launch, the initial reaction can decide the race. We ran timed colour-change tap tests on phones — three trials per team member — and averaged the results to choose our race-starter.
SOLIDWORKS Flow Simulation was our main virtual test. By setting race-realistic parameters we could see how moving air would actually behave around the car, then analyse the visuals and data to verify that our small drag-coefficient sacrifices in favour of weight reduction weren't detrimental to overall performance.
Running Nova Racing as a business — scope, budget, risk, brand, and sustainability.
The Nova Racing project was formally initiated at our kick-off meeting in September 2025. Before any work began, we aligned the team around six fundamental questions: why we compete, who we work for, what the deliverables are, how we measure success, what's in scope, and what's not.
Our project scope includes the design, manufacture and testing of the competition car, both portfolios (Engineering and Enterprise), pit display construction, verbal presentation, team uniform, sponsorship acquisition, digital media, and budget management. Out of scope: preparation for future seasons, on-track car testing, and branded merchandise.
Scheduling was driven by a Work Breakdown Structure of 40+ activities and a Gantt chart maintained in Jira. We tracked baseline vs. actual fortnightly so we could identify schedule variance and take corrective action before delays compounded. The two critical constraints we planned around: school exam periods in Nov/Dec and Feb/Mar, and the hard dependency that manufacturing could not start without a finalised CAD design.
Sound financial management was as critical to our success as engineering performance. We arrived at our Budget at Completion (BAC) of €4,100 using two estimation techniques — parametric (based on previous Irish F1 in Schools teams, adjusted for our specific requirements) and three-point (beta distribution across optimistic €2,900, most likely €3,800, and pessimistic €5,200).
Plan Conservatively · Track Rigorously · Spend Transparently.
Every purchase under €100 was approved by Sean alone; anything above required joint approval from Sean and Darragh. For purchases exceeding €50, Sean obtained at least two competing quotes. All financial activity was tracked in a dedicated Google Sheets workbook with four linked tabs: Revenue Tracker, Expenditure Tracker, Budget vs. Actual Dashboard (with conditional formatting), and Cash Flow Forecast.
We identified every major potential risk at kick-off and developed a structured framework we call the Supernova Reaction Protocol — named for the explosive power of a supernova and aligned with our brand identity. Each risk has a named owner, a probability score, an impact score, a calculated PIM (Probability × Impact) rating, and both a mitigation plan and a separate contingency plan.
In January 2026 we faced a real instance of the "team member illness" risk. Joe was out for nearly two weeks during an active sprint, with several tasks assigned solely to him at risk of slipping. Because his primary role had a documented secondary backup, Sean absorbed his outstanding tasks immediately — no emergency reshuffle, no missed sprint deliverables, no downstream slippage. The incident validated the framework.
Our visual identity draws from the supernova phenomenon — a palette of deep cosmic purple, vibrant magenta, and novaic pink, offset by clean white for readability. These colours were selected for their softness and memorability, standing out in a competition space often dominated by blues, reds, and greens.
Our marketing strategy was anchored by three goals: raise awareness of STEM Racing and the F1 in Schools programme; showcase the team and the individual talents within it; and build a community of supporters — students, teachers, parents, and local businesses — who can follow our journey and champion our success.
LinkedIn (led by Sean) is our professional gateway, targeting sponsors and STEM educators with formal, milestone-driven posts. Instagram (@nova_racing4) is our community platform, after engagement-rate analysis showed it consistently outperforms Facebook and X for our audience. Our website (novaracing.ie), built by Sean using Claude-AI-assisted coding, is the centre piece — the always-on destination that converts judges, sponsors, and supporters into action.
Sustainability was not an afterthought bolted on at the end of the project — it was woven into our decision-making from kick-off. Our wood for the pit display came from a local supplier within Munster, reducing transport emissions and supporting an Irish small business. Where possible we chose biodegradable or recyclable materials including FSC-certified plywood and water-based paints.
A core part of our commitment was reusing structural components from last year's pit display rather than building everything from scratch. The freestanding frame and several backboard panels were salvaged from the previous Rockwell team, sanded, and refinished in our supernova brand palette — saving timber, reducing landfill waste, and cutting our pit display material costs significantly.
At the end of our season, our complete documentation — Jira board, Gantt chart, risk register, sponsor contact log, brand guidelines, CAD library, supplier list, and a written lessons-learned document — will be archived in a structured handover folder for the next Rockwell team. Nova Racing exists because Bullet Racing existed before us, and Inferno Racing after that. We're committed to paying forward what we've built.
E2T (Energy 2 Transition) is a sustainability-focused company whose mission centres on the global shift away from fossil fuels. Their decision to back Nova Racing was deliberately tied to our willingness to operate as a sustainability-minded team — and we honoured that partnership by treating environmental responsibility as a measurable project deliverable, not a marketing claim.
The full Nova Racing story — engineering and enterprise — in two judge-ready portfolios.
If the embedded viewer doesn't load on your browser or device, use Open Fullscreen or Download PDF above.
Quality of fit over quantity of partners. Four sponsors. Four complementary areas.
A global leader in engineering and medical technology with a strong presence in Ireland. Boston Scientific provided 5-axis CNC machining for our final car parts — a non-cash contribution valued at approximately €3,000. Their support allowed us to achieve manufacturing precision impossible to replicate in school.
E2T works in renewables and the shift away from fossil fuels — exactly the kind of forward-thinking work that aligns with STEM Racing. As our principal monetary sponsor, their support gives the sustainability side of our project real weight.
A student-led Irish education platform built by Sean. Highly aligned with our team both demographically and ideologically — a product built by students supporting a team built by students, reaching a leaving-cert student audience.
A local firm with deep roots in the community. Their support is a vote of confidence in what we're doing — backing a student team puts their name in front of local families and shows they care about more than just the day job.
A four-tier sponsorship structure designed to create a clear hierarchy of value — ensuring each partner receives exposure proportional to their contribution.
Securing sponsorship is only the first step. Our engagement strategy is built around three principles: Consistency · Relevance · Transparency. All communications are tracked in a shared Google Sheet, ensuring no sponsor goes more than two weeks without engagement.
E2T receive monthly video calls combined with fortnightly email updates. Studytok and Donal T. Ryan receive fortnightly email updates focused on key milestones and visibility opportunities. We also share spontaneous "good news" moments — sponsor confirmations, manufacturing milestones, event participation — as they occur.
From Bullet to Inferno to Nova — three seasons of evolution.
2025 – 2026
Reborn as Nova Racing with six dedicated team members. Kick-off in September 2025, full Engineering and Enterprise portfolios complete, four sponsors secured (Boston Scientific, E2T, Studytok, Donal T. Ryan Solicitors), and the TR41 car race-ready.
2024
Second iteration of the Rockwell team. Refined engineering process, sharpened sponsor strategy, and laid the foundation for Nova's project-management framework.
2023
Rockwell's first F1 in Schools team. Established the brand framework, sponsor playbook, and engineering practices that every successor team has built on.
Sponsorship, media, judging, or just a question — we'd love to hear from you.
team@novaracing.ie
Rockwell College, Cashel, Co. Tipperary, Ireland
@nova_racing4
Nova Racing