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Have you ever consider run a compressor connectect to a jet engine?

Is there a way to volunteer during race week? I live in Colorado and would love to work on something like this, but I just don't have the resources for my own team

Bringing the entry to the tunnels forward and up between the front wheels will provide an enourmous gain in downforce with a minimal increase in drag. It creates a larger entry to the venturi tunnels providing them with more airflow to accelerate. It should also significantly shift your center of lift forwards. Ditch the low nose idea. It looks cool but its suboptimal for airflow. F1 teams are strictly regulated to have low noses for safety in crashes with other cars. Just look at the 2014 F1 cars to see how desperately the teams were trying to keep the noses high. The noses are also regulated very slim, widening it to fill the area between the wheels will make the whole underfloor of the car act as a wing and provide more uniform lift. The center of lift can be easily adjusted fore or aft by changing the location of the lowest point of the floor.

Intercoolers? Any plans to do stuff like, dry ice cooled system. Might be more of a thing for the Diesels running their absolutely stupid boost level's.

Wow, some opposit lock on a few tight corners . Still a bit of the old dirt tracking approach .

As soon as i got out of the tree line and it looked like i could fly off the side of the mountain I would have been going a brisk 10 mph max.....reason 743 nobody will hire me to be a race car driver

Have you seen the superlight aero?

Really looking forward to your next vid!

I forgot what company made the twin turbo V8 for Glickenhaus for the Le Man car. It can make over 1,000hp. Dont know how kuch it weighs. Its derived from two WRC engines pit together And there's Rodin that just came out with a new V10 based in New Zealand. Very new engine though

Tey Gibson technology. They make it v8s for lmp2 lemans

Hey Robin, was there consideration of a hot V setup? With your custom built* motor, would there be the possibility to effectively swap the heads? Obviously would need a new block to match water and oil passages, but would that be un-feasible? Would the weight savings (less exhaust piping, more CF intake piping) be too overshadowed by complexity?

th-cam.com/video/4cqmKFIK8kk/w-d-xo.htmlsi=trd9p5hM-fbtY4AD the sound of Samuele Cassibba's Synergy v8 2000

If you want to create some side aero force, wouldn't it make sense to move the aero surfaces on the *roll* axis?

Hi Robin. I'm enjoying your video series immensely. I ran a variable geometry turbo in my UK hillclimb car and after several iterations of the vane mapping it improved the lower rpm torque curve and response of the engine. I used an old technology Garrett VNT28 on a Cosworth YB. Rather than the usual approach of 400 bhp from a larger laggy turbocharger I decided to try the VNT 28 which topped out at 315 bhp but was on full boost from 2500 rpm. It made the car much more effective on UK hillclimbs. I now do a few more sprints, so have moved to a Borg Warner EFR 7163 twin scroll. As you know, this is a much more modern design and certainly more efficient. The pick up at low revs is not so good as the VNT but even so I'm at full boost at 3250 rpm and the extra bhp is useful. I think the swing gate variable geometry idea you have is definitely worth pursuing. I am sure the low end response that is so important in hillclimbing will pay dividends. Are you going to use an electronic wastegate actuator? Good luck with the project!

It's unfortunate you didn't choose the drip fed nitrous system. I was really looking forward to seeing that.

This. Design. Holy crap. Looking at the Airshaper model alone it looks like those Tier 4 race cars from Ridge Racer Type 4. I was wondering why your Wolf GB08 didn't show up at Pikes Peak this year to try and grab the overall record or at least try to break Sebatian Loeb's record, but with Aurobay seeming to pick up the slack with their own GB08 this new design is more than worth the wait and I can't wait to see how it improves with the power and aerodynamics sorted out. If it's going to be called the Manta like in the Airshaper sim, it'd be even cooler. Here's hoping it blows the GB08 out of the water once it's done.

Thanks Superfastmatt for showing me these guys

I'm just curious, what would the car look like if you were designing it for an older Pikes Peak course? I feel like the period where it was partially paved might force some interesting choices about how to optimize the design for overall performance, balancing what makes you fast on dirt, vs on tarmac.

On the previous designs, it always worried me that the floor was ingesting much of the front tyre squirt. I think that a bargeboard could deal with such issue. If within budget, I would test a multi element bargeboard to create the strongest possible vortex aimed at keeping any tyre wake away from the floor leading edge, as well as helping with extraction on the forward lateral section of the floor.

Would a larger chord single-element rear wing increase efficiency?

What level of shaper are you running? Single Run, Discovery, Professional or Enterprise?

What would be the best youtube tutorial for the absolute basics of T-spline and starting to understanding that side? I have about 4000 hours in Fusion doing only solid modeling and I create performance parts to my customers. It seems that I am lacking of design freedom now when I see how you moved that T-spline nose. Thanks for the useful answers.

Great video. Showing aerodynamics in a new way ,thanks!

Hi, Robin. I just wanted to thank for doing these. I just found them, and subscribed immediately. Your information is clear, concise, and understandable for a racer type from back in the 70s. I found you through Superfast Matt, so I thank him as well. 👍

I watch at 1.25 speed and wish i could use 1.3. Otherwise, loving the content.

Robin thinking he can hide that beam wing in the thumbnail from the video and get away with it tsk tsk

i have a aero desine idea that is that wil work best at pikes peak. if u want to know more just pm me or react to this post.

Do you think it's going to be a problem that the aero balance moves forward as the ride height lowered when the speed increases? That would be terrible to have understeer at slow corner and oversteer at fast corner

that hairline is getting increasingly aero!

Have you investigated the position of the rear wing and the interaction with the diffuser? Doing so may make more rear downforce which may not be wanted, but it may gain in efficiency by allowing for a smaller wing.

How much money / credits would you spend in the airshaper to get one design from start to "finish"? I need to do an aero package for my car and I would like to have a simple to use tool like airshaper, but I'm a bit confused with the pricing.

Hey Robin, awesome video as usual. you know it's REALLY easy to give that page's html to chatgpt and ask it for a tampermonkey script (which will be about 2 lines of javascript) that will remove the "Improvement" and "Share Simulation" windows so that you don't ever have to scroll down again. it'll take you 2 mins to install tampermonkey/greasemonkey. alternatively yuou can get your adblocker to block the pane maybe. This is really interesting stuff. keep it up!

I have been sketching many cars over the years, just for fun, and it's encouraging to see so many of the thoughts I have had align with the thinking you have here too. Great insight, thank you very much for sharing!

Funny, with my ram style equal length manifold and a wide open 44mm vband gate I got no boost to about 5000 RPM then roughly linear to 3.5psi at 7500 RPM :-) closed and 18psi spring and perfect control. Depends how efficient the turbo is and how big the gate exit is. Neat that you also got boost wide open, probably also a ram style manifold of some sort.

It's not twice the speed at the top compared to the bottom, it's infinitely faster. Twice the centre, yes.

what about using multi-element wing to cowl in your suspension on the front? plus it will get it out of the way for the air for the defuser then rather than fully cowling your front wheels, how about a forward protruding element or bulbous fairing positioned just ahead of each front tire, with a trailing aerodynamic device behind the tire to smooth out the disturbed airflow (re-laminate it)?

My first though when seeeing the initial concept was...wait for it...the Delta Wing. What would happen if a Delta Wing took on Pike's Peak? It's probably the one thing that nobody has tried.

Do you model air turbulence I.e. windy gusty days?? Is that a factor on the hill?

Aero work.

Great stuff!

9:09 All Hail the Algorithm 🙌

I like how excited you seem to talk about the aero Robin! Keep up the love! Katz's book is where I started as well. When I was first learning, I read it three times in different phases of my understanding as it grew, then delved into reading SAE papers and trying my ideas in CFD. If you're getting started with CFD and doing basic work, Airshapr is amazing. The work we do here requires a compute cluster. You need to be a combination of an aerodynamics expert and an IT person to do it, and there's a lot of work involved. Yes, we do things on a different level of accuracy, but Airshapr has opened up CFD to many people. It is an amazing tool. I wish I could use their UI just to show customers the CFD output from our work because their online viewer is really great. They made a significant step forward in terms of what we'll call "accessible-grade CFD," as it's a huge leap over tools that come built into CAD programs. The mesher that can tolerate imperfect geometry is a huge help, as at our level we spend so much time on that and meshing strategies, but that is what it takes to do, say, "F1-grade" CFD and is that what most people need to be doing?

Could you pay to rent one of those car show dynos to meet you ON the actual peak? Tell the dude who you are and why you need it, and he might surprise you and say yes! Im not sure if there are any pull offs at partial altitude, but i know there's a parking lot up top. Ask for a permit, and allow visitors to watch, and they might not mind the noiise.

I've a probably dumb idea about using a semi trailing arm or torsion beam rear suspension with chain drive from the arm pivots, to clear up the entire rear floor for a large diffuser starting further forward in the vehicle. If you were able to find a material that could survive a fair amount of regular flexing for the diffuser you might be able to attach the diffuser directly to the rear suspension allowing it run closer to the road surface.

@22:07 that's not tire squirt, that's the vortices shed by the diffuser walls, all the airflow through the tunnels comes out of the middle of the diffuser. Adding a keel there is great under yaw, while turning the side of the keel going into the turn becomes pressurized relative to the side away from the corner. This then sheds a vortex that energizes the side facing the corner, this is the side most sensitive to stalling under yaw. When a car turns, the wind ward side(facing the corner) is trying to run over its own tire wake, this makes the floor less efficient. This side is also being lifted under roll, so there's less ground effect helping. Conversely the leeward side(away from the corner) has everything working for it, ride height drops due to roll, instead of running over the wake, that side is turning away from it, reducing its effect. On the wing side, the upper wheel wake of both wheels interacts with the wing tip vortices of the rear wing. Although they are affected opposite to the floor under yaw. The wind ward side of the upper wheel wake becomes stronger, and interacts more with the rear wing tip vortex increasing effective downforce from the rear wing. You can reduce this effect by raising the rear wing, and lowering the front and rear wheel vents, or enhance it by lowering the rear wing and raising the wheel vents. On the leeward side this effect becomes weaker, because the wheel wake moves away from the car. Co-rotating vortices merge, all lift creating vortices are co-rotating and tend to merge, and this merging process is unstable during the transition phase. Counter rotating vortices tend to repel and thus can be use to steer other vortices. For example, the lower wheel wake, being a lift producing vortex is repelled by the vortex caused by the edge of the floor as it bleed into the diffuser. This way you can use the flow structure created by the floor to seal off the lift producing lower tire wake.

You can improve the design alot by increasing outwash behind the rear wheel. Refer to the recent BSport video. Also try adding vertical vanes to the diffuser to reduce wheel squrt effects. Making the front wishbones downwash the air to the floor will add overall downforce as will increasing the height of inlet of the floor. The reason why your rear wing is making more downforce without all this endplates is because air from the side of the car is drawn inboard by the low pressure side of the wing. If you enclose the rear wheel completely and leave space for the air to inwash I gurantee the rear wing will work more effectively.

Have you tried adding some lateral expansion to the diffuser? Instead of just vertical expansion

really cool

May I ask you a question? Why do you have such massive wheels in the front? Which is the maximum braking power you have to dissipate?

It's great that you can do rapid aerodynamic analysis. Have you figured out how to balance the desire for downforce in curves with aero for the straights. Crosswinds etc.... ? Never mind... you answered most of my questions. That's a pretty amazing tool.