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Out of curiosity, what kind of setup you have running the simulations and approximately how long this kind or CFD takes with that setup?

Greetings: Amazing. Angle of attack should not be too low or too high. It should be balanced to get down force. Ideal wing design SPOON wings. The design used for domestic cars is more a show and lacks proper design with plates. Wonderful Day

What about a spoiler, and a roof spoiler, on a sedan? Would a slim roof spoiler reduce drag?

Why not removing the rear of the wheel arch all together since it does not add much to aerodynamics anyways? Arch the front and upper side of the wheel and leave the rear open to avoid pressure buildup

Any chance you could model a 1993 Mazda RX-7 R1.

Fancy doing some cad on a N15 Pulsar/Almera? Its a weird one, because iv seen wind tunnel tests, and the smoke is being put in through the front grill and being pulled out the louver, think placement is key, but as you said ducting is the best for results, oh and buying louvers that work is a must

Bird

Rare goldmine of a technically focused channel you got, awesome

When F1 cars sill looked good.

What is sCz?

What software do you use to analyze the data?

I suspect for an "iteration 5" type wing that there is additional synergistic benefit of one or both of (i) reduced mass (ii) second element deflects more favourably or predictably (within the legal flexibility limits).

how would one go about trying to understand like 1% of this LMAO. any books or readings u recommend?

Wouldn't seperating the 2nd elements junction increases the wingtip vortices that the FIA is trying to cut down to improve racing?

I still think the design philosophy of these new rear wings looks REALLY strange but it's still very interesting to see how the engineers work around this new ruleset they've been given.

If someone more knowledgeable can share their opinion: What I never understood about this rear wing type is why all teams seem to have a raised leading edge over the cambered bottom surface. The pitch of a car is "almost" fixed, and that concave camber in an airplane wing only helps at high aoa, which will never happen for the rear wing of a car. The only other option I might imagine for why it's there is for reducing downforce when the DRS is opened, but seems a wasteful method to produce less drag at very short parts of the race.

Super interesting as always. If somebody struggles (like me) to get the name of the “paint” at 5:10. It’s “flow viz”. PS: i guess after mankind solved the less complex issues, like black holes and string theory, we still will be struggling with fluid dynamics 😁

As 10 year F1 fan I don’t know about everyone else but this is easily my least favourite formula 1 era. They look completely un sophisticated compared to the last generations, and the whole point of improving racing I don’t think has really been as dramatic as imagined. They’ve fat and gross looking like someone ran over a formula one car with a steam roller and made it comic sans. Yes there’s still so much development from the teams developing the cars from within the new specs but previously there was so much more to look at and much more freedom. I miss seeing the headlines of what intricate aero modifications a team had done and brought to the weekends race, how it was only barely within the regs and you could notice the new cuts and shapes they added to the edge of the flat floor or wings. Now I’m just like “cool they changed a radius, I can barely tell”…

Iteration 6 works better in yaw conditions as well, because the loading on the tip remains more consistent than with other designs. I'm anxious to see a comparison between the overbite and conventional sidepod inlet. From what I've seen it increases drag from the fences and the pressure in the undercut. You should study sail boats, they seem to be a good inspiration for the upper plane tips.

Could you make a video about blown diffusers? Have comparisons of different horizontal and vertical placements as well as if it's better to have it further in or out in the diffuser. Also if the best way to use it is to increase mass flow or to seal of the edges.

Just started, the audio is so good now! I know the video will be fantastic and informational already! :D

I didn't understand the last part.

regarding the lights, Baja Beetle often have them moved from outside the wings to inside the front body work, so not *that* unrealistic to remove them in a simulation and for the side windows, pretty sad that they're so effective since the open air spirit is one of the main draw to a manx. how effective would a canvas top without those windows be? Making a manx into a convertible seems to be a good compromise between aero and said open air spirit

I really liked the Elvis Presley snippets (on top of every technical detail of the video)!

please stop those vocal fries they are annoying af... the content is fucking fire tho

how does this compare to a caterham

25 years ago I raced a MKII GTI and Jetta. Accounting for weight, etc, I always felt that I was getting better downforce on my Jetta. Lucky for me my school had a small wind tunnel and I had unlimited access to it. I made scale versions of both cars and tested a ton of different aero modifications. In 2002 the GTI ended up with a lip and wing combo much like your design. Between that and underbody aero I was in love with that car and lost all interest in the sedan. Then I started a family and hung up the r&d/racing chapter so I never developed it any further unfortunately. Oh, and the car went from an r&d platform in autocross, running in events at Laguna Seca, to a canyon racing machine. ok, now I kinda miss those days lol.

All I looked up is how long I need to bake my lasagne.

Apreciate effort you put in your videos, but many of them, forgets to include 1 or more crucial Part or design on a car, and you go chasing your tail about a problem, which will not be there in a real car. hence why you cant wrap your mind around it, in a real car that chaos of air flowing into the engine bay does not happen. if it did, even going straight cars at over 80km will be so dificult to handle, consumption will be out the door, add so much extra noise, that does not happen and all stock cars will have vents on the bonnet sides etc. your flow theory and diagrams could be true if there was no radiator fitted witout any plastic and rubber shrouding around it to completly seal air going into the enginebay. and your diagrams show that, the flow is only going thru your grills and straight thru the gaos and bumper. what youve completly missed is car radiators dont let air to flow thru like that. believe it or not, by the time its out the other side, it has lost 90% or more of its flow. most cars these days, have an aircon condenser, after that intercooler, after that the radiator. im not even talkig performance cars. have you seen the thins on these radiator/exchangers? never thought why so tigh, and even in the gaps they are very finely staggerd thins, if you shine a light thru it, you can't see the other side, literally to restrict straight thru air, 3 sandwiches of tightly packed thins. air just doesnt flow thru like how you've shown, and so much effort goes into the shroud design, so nothing gets in under, top and aroud the radiators aswell, what it does is, the air that needs to go thru, does, and its flow speed almost non existent by the time its gone thru, no chaotic deaf spirals left. and infront of the radiator you get a pocket of fair, infront of the radiator, which literally deflects any air hitting it over and to the sides of the car. if you have a look at grill designs even a big looking audi grills, only has a gap on the top section and a slightly bigger gap at the bottom going to the radiator, the rest isnt open, that much air just isnt needed for the radiators. it cant flow.and ive personally done these test, when the cars moving enginebay temps ar around 35 to 40c, at 80 plus km, outside air 20c measured at air filter box location in the engine bay. mostly due to the hot air getting sucked out from the bottom. as soon as you stop gets upto 65 - 70. when you turn it off heat soaks and can climb upto 95c the newest 2010ish onwards specially Eros cars run normally at 110c, even tough it will show you on your gauge at 90 right in the middle. can be checked with the simplest of diag tools. they now need to run hotter, all for emissions and better thermo dynamics. and they need to get the CATs to get hotter and faster I know this sounds like the opposite of what it we think should be. but thats the truth

False information about internal combustion engines here : 0:12 you say that ices are 35% efficient. That is not true. Toyota dynamic force engines are 40% efficient and 41% in hybrid state.

What air speed are the simulations done at? I imagine a bonnet vent would have a more significant benefit at lower speeds and when stopped in traffic, so may be more useful on a road vehicle?

Im interested alot by how race cars pull heat out of the radiators. Nascar's next gen system is pretty cool and im sure other categories use it. Basically tho man I'd love to design my own intercooler configuration that surpasses the yobo standard I see with coyote falcons where they just plonk a heat exchanger in front of the radiator and condenser with no real ducting. Also those side exit vents must be why the EB2 v8supercar had its front end forcefully changed for EF spec. Better cooling and downforce which were more attributed to the vents than the dives planes by the looks of this ha

what program are you using?

Any chance you can get a model of the Aptera? I would love to see the results!

the engine bay vented? thats kinda sus

all i learned from this was aero is incredibly complex on cars and applying them with regard to proper vent placement would be so difficult

How about a Naca type duct in reverse on the belly pan? That should create a vacuum in the engine bay by using the laminar flow from under the car

Can you do the same analysis on a wagon?

Does Australia calls them hoods?

Might be good to use side vents back over the tire where the air has a time to normalize and the flow toward the rear of the car. Closer to the car door.

The side vents was very smart, also tilting the hood like on some fwd won't work with the pressure there, now I see why they call it rice.

Fantastic

Wonderfully interesting and well explained

The model reminds of the Pinderwagen Greatly shown and explained. Interesting results

what about the rear of the front wing, like an r34 gtr z tune, or out of the wheels?

Does the exhaust outlet have a lot of influence on aerodynamics? Does its position influence the gas output? Old nascars use the barrel at 45 degrees, modern ones are straighter in relation to the body.

Is cowl induction a good system? I've never seen a touring car with this system, only a few drag cars. When you show "average pressure", do higher numbers mean greater efficiency? or am I mistaken?

As someone who's been studying CFD at the highest level for the past 23 years, I can assure you you have absolutely no idea what you're talking about. This is just pure nonsense from start to finish.

I'm curious what the result would be of adding a gurney flap to the leading edge of vents.

I'm curious what the result would be of adding a gurney flap to the leading edge of vents.