TR-18 continued to iterate on TR-16s, with the primary change being a new chassis. The nose of the car was extended to allow for a lower driver seating position and a lower center of gravity. Coupled with a new, more optimized aerodynamics package, TR-18 had much improved handling over previous years. 

TR-16 was an evolution over TR-15 with improvements in handling and ergonomics, and an improved de Dion truss structure. Sadly, the 2016 team was met with disappointment when the car’s differential mount broke just before competition. In 2017, alongside efforts to restructure the team and facilitate knowledge transfer, the team fixed, tested and improved upon TR-16 and renamed it TR-16s.

TR-15 was a revolutionary car featuring a de Dion type rear suspension and UCSD’s first aerodynamics package.

TR-9E, formerly TR-7W, was UC San Diego’s first all-electric race car TR-9E was one of only 20 electric cars to pass tech inspection.

After the in-development vehicle was determined to be unfit for competition, the women’s team, which had been completely modifying the old 2004 chassis, was substituted for them. The crank angle sensor failed just before the autocross event, and no spare was available, so the car was required to retire from the competition. TR-7W used brake calipers integrated within the magnesium uprights to allow for sleeker packaging of the wheels. 

Key changes to the 2006 car include: solenoid shifting, custom magnesium wheel centers, and a WRD differential. The team also used Altair HyperWorks Optistruct and other optimization programs to aid in their designs. The car ended up at 490 lbs and 85 horsepower (0-75m in 4.127 seconds). 

In 2005, the team improved on previous designs with the addition of a supercharger and a reversed cylinder head to package it in a more innovative way.