Meyer Manx Dune Buggy Aerodynamic CFD Analysis
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- เผยแพร่เมื่อ 22 มี.ค. 2024
- The Meyers Manx Dune Buggy shaped popular culture bridging the divide between the urban and the offroad. Applying boat building technology in the fibreglass body it was a lightweight car that offer surprising performance from a 40hp VW engine. This CFD analysis of its aerodynamics paint a story that I found necessary to improve.
- วิทยาศาสตร์และเทคโนโลยี
It is so cool that you make videos about the aerodynamic analysis of different cars!!
if you could make a video about the aerodynamics of a motogp bike or a super sport motorcycle would defently interesting because these machines have the ability to turn reaching 65 degrees of lean angle!!
Very good video regardless, keep up the great work!!
I really liked the Elvis Presley snippets (on top of every technical detail of the video)!
Fantastic
it would have been interesting too to see if the adition of a fastback, like in a targa would make a difference. A video about a renault twizy would be nice
checky a radiator outlet in a aircooled car :)
though, it is now ready for a k swap
80mph (flat out, downhill, with a tailwind) in a shorter wheelbase than a vw beetle, is terrifying and yet, possible even with such aero.
I suggest spare pants, and an updated will and testament, if you choose to also test this hypothesis.
Very cool
awesome vids! love the classic revisited... im so curious how ride heights and adjust the overall rake would of effective the manx
Love the content one of your dutch followers! Just bought a westfield super seven kitcar. Any possibilities? Windscreen, no windscreen, airdam, spoiler, that kind ot things?
Always good for a chuckle , at least better than it was, drag and lift wise.
Hi ive been watching your videos and ive subed. I have a mk4 vw golf and was looking at aero mods. Thanks to your videos i know what spoiler and floor i want. I was wondering if you could make a video on splitters and side skirts as this would help me decide what is best.
I do aero consulting if you need something specific, email is in the about tab
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
So... Would you be able to look into the Classic Fiat 500 and the 595/696 Abarths? It was claimed that leaving the engine lid open would reduce drag and add down force. (I'm more interested in how I'd be able to improve cooling but hey, it's a mini Beetle so I'll just nick their homework. 😂)
If you can. Please please please do a video on national hotrods 2.0l in the uk. Some run a windscreen and some don’t. They don’t have side windows or rear window but have a massive spoiler. I think they go about 60mph into a corner so is it mechanical or does aero come into play in close circuit oval racing in a pack of 20cars
hi, if you could test the difference between the type of spoiler with a cut out in the middle (like the one bmw have on some cars, and like nascar had a few years ago) and a "normal" flat spoiler on a coupe (or any type of car really) it would be really interesting to see why they have that cut out, is it purely cosmetic or is it for aerodynamic purposes like creating vortexes? i have some idea that it might lesser the wake behind the car without damaging how the wake interract with the floor but im clueless really, it might not even do anything at all, it just feels like the most logical way (to me) it could impact performance.
if you don't know what i mean you can search "spoiler ear" and you will find pictures of the nascars who tested this design.
In stock car it's most likely due to the fact that you're creating some extra sideforce when the car is at a slip angle and the right side of the spoiler extension is facing the air. Since you only turn left on an oval, some just choose to run the car with only the right side extension instead of at both sides.
G’day from Western Australia… I have stumbled on the channel while looking for Various drag reducing methodologies for my FJ cruiser Toyota… Yes it is a brick…
Do you have the capacity to put one of those through your process and see what comes out to reduce, fuel consumption?
Clean your MAF sensor and throttle body, replace spark plugs if old. Get a more road based tire if you're on AT tires. Aerodynamically, there is not much to gain. It's a 🧱
how does this compare to a caterham
Still a **** sandwich, just not a soggy one.
happiness is relative
@@nelsonphillips If you really want to make downforce improvements, do it where it counts, in the corners! In the pursuit of ever increasing understanding, and knowledge, I have come to discover the windward side is far more sensitive than the leeward side under yaw. In large super cell thunderstorms, the windward side of the storm only has rain, it's the leeward side, away from the direction of travel, that spawns the tornadoes.
It is the leeward side of a car that has all dynamics working in your favor. Weight transfer, lower pressure field, the wake of the tires in general moving away from the underfloor. The windward side, the side going into the wind in a corner has everything working against it from a dynamic sense. Weight transfer makes the car lighter on that side, the wake of the tires is going under the floor on that side. The static pressure temporarily increases along with the adverse pressure gradient. Every car suffers from this, the ones that suffer the least gain the most. For in the land of the blind, the one eyed man is king.
@@nelsonphillips As a good starting point, you can turn air a maximum of 15 degrees, and the average yaw rate is ~5 degrees. That means you can design all your aero around 10 degrees offset from X plane, and it'll cover ~80% of the yaw angles the car can produce. Instead of designing steady state straight line aero and accepting losses in the corners, you're taking the opposite approach, designing steady state yaw aero, and accepting losses in the straights.
Make the windward side as efficient as you can in the corners, and you'll make big gains, especially compared to others who aren't doing that.
@@nelsonphillips From a suspension dynamics perspective, you'd want a suspension that has plenty of Ackermann angle up front, and you want the rear suspension to toe out during extension, and toe in on compression. Although not ideal from a vehicle dynamic sense toe out on the windward side reduces wake from the wheel under yaw conditions. These changes although beneficial for aero are counter productive for driver confidence, a bit like anti geometry(lift/dive/squat/etc). With better designed aero, you can make fewer compromises from a suspension alignment POV.
What grid are you using for your simulations?