I wonder why auto makers don't turn their windshield sprayers on the hood into little vortex generators, they're almost there anyway. You can easily make them out of cheap plastic. Or maybe ridges on the hood to trip the flow at the base of the windshield.
on modern cars they're often hidden away underneath the hood, by the base of the wipers so I guess there's no point bringing them back out from under the hood to disrupt the air. could be cool to see some clever shaping of the hood to try reduce the wakes at the bottom of the windshield.
vortex generators are used to encourage airflow to stick to a surface when it would otherwise separate, so the top of the hood is not typically a location that would benefit.
That's an interesting idea. It would probably work downstream of them. I always thought of having a little guide vane, so if you have to have the sharp junction, at least you have something helping turn the flow.
I've always found it comical how high off the ground they are(part of the charm, no cars look like them). Maybe this exposes the tires much more and adds to the wake.
It would be even more interesting if we could have a chance to make a side-by-side comprasion between Bentley Continental street car and it's GT3 racing variant (espically the 2nd gen version)
So... I saw that you had the beetle and the classic mini on the chart... Mind having a look at the fiat 500 and looking into the lid up/lid spaced/ lid closed situation? I'd love to see what makes a difference to Cooling and drag.
@PremierAerodynamics basically the Bug guys usually open the top of the lid, by about 2 inches, but 500 guys lift the top, the bottom, and even lift the lid 90°. Carlo Abarth had claimed that the table top lid reduced drag, improved down force and improved cooling. Same applies for the fiat 600 and quite a few other Abarth tuned cars.
Shoving the airflow with strakes behind the wheels is the ticket! The tire wake is driven by the pressure difference between the front and rear, so if you raise the static pressure behind the wheel you reduce the pressure differential. I have a nice bit of experience with floor strakes over the last 2 years. Outwashing air behind the tire adds almost no drag, whatever drag the bodywork creates is more than compensated for the lower drag from the wheel. Lower dive plane, or a vent in the bumper ahead of the front wheels like in old school BTCC would also have a nice impact. Still, quite surprising that straight strakes made downforce. I wonder if the strakes form a pair of Venturi tunnels? You could give them an hour glass shape in plan view and see what happens :)
Guide flow away from the front wheel is definitely a good idea. For the strakes, you haven't found an increased wake out the sides? Does the jetting vortex stay in the same position? The straight strakes were more about giving the underbody more clean flow, and faster flow. If you have strakes produce vortices, then that is a different avenue where the vortices are now low pressure cores and that can produce downforce a different way, but at the expense of drag. So, that is a nuance.
@PremierAerodynamics Pushing out the wake doesn't seem to have too much of a negative impact on your own car, mostly the cars that are following you. Since instead of clean air they get the unsteady turbulence of the tire wake. It's why aero dependent cars are so hard to race wheel to wheel.
@PremierAerodynamics The vortices in the underbody are quite interesting the low pressure they bring is due to the fact they kind of block airflow. Combined with the low pressure core and the shear stress on the walls that keep the BL energized while entraining air from upstream. It's basically putting your thumb on a garden hose.
My undertray I made seems to work very well with my radiator, the engine idles a bit warmer (steady not constantly rising in temp), when you start driving the temperature drops back down to the bottom of the "Normal" temp segment where as before the undertray, it just stayed at about half way no matter what you did
@@tturi2 I actually added an additional solution a while back. The rear bumper has 4 holes spaced 7 inches apart. Same spacing as the holes on a license plate. Took 2 old plates and screwed them on. Gave a 3% improvement to highway MPG. Pretty good for a crude solution.
stagnation in front of the windshild shouldnt use up flow energy, the cpt should be unaffacted by decelleration. the more violent acceleration on the top of the windshield due to the sharper angle is the issue from my understanding
That is definitely true for potential flow. But when you add viscosity, changing the flow introduces shear stresses, which results in viscosity sapping energy out of the flow, especially when there is turbulence involved.
Isn't there an exhaust for the engine bay flow on the base of the windshield? I think that could soften the transition, but maybe it isn't modeled? The intakes seem to be though.
I don't know if there is. I tried finding something about it, but didn't find anything. It would definitely help reduce the wake size, but given that the flow would be slow, it wouldn't stop it completely.
Bro just write "air resistance is negligible" and you can now hit mach 2 with a brick. You aerospace engineers and always wanting to account for "air resistance" and "aerospace".
Thanks for the feedback. Just for our understanding, what is your native language? (Just trying to see what regions have trouble with the narration accent?)
@@PremierAerodynamics i don't think it's the accent, rather the lazy enunciation where all words end with an open-mouth exhale? sorry if that's too specific
I hear a lot of talk about the 2016-2020 M2 aerodynamics from armchair engineers. I’d love to see your take on it! (Maybe even with a wing)
Thanks for the idea! We have that on the list and are looking forward to it.
RIP ground clearance
Lol. The easy solution is to get rid of speed bumps, lol.
I wonder why auto makers don't turn their windshield sprayers on the hood into little vortex generators, they're almost there anyway. You can easily make them out of cheap plastic. Or maybe ridges on the hood to trip the flow at the base of the windshield.
on modern cars they're often hidden away underneath the hood, by the base of the wipers so I guess there's no point bringing them back out from under the hood to disrupt the air. could be cool to see some clever shaping of the hood to try reduce the wakes at the bottom of the windshield.
vortex generators are used to encourage airflow to stick to a surface when it would otherwise separate, so the top of the hood is not typically a location that would benefit.
@@kotomile The junction between the hood and windshield is though.
if you notice many modern cars do have those two ridges on either side of the hood going outwards to do just that
That's an interesting idea. It would probably work downstream of them. I always thought of having a little guide vane, so if you have to have the sharp junction, at least you have something helping turn the flow.
Can you please do the narrow body base model 2007 Corvette it's supposed to have a drag coefficient .28 but I don't know if that's true
Thanks for the idea! We'll put it on the list!
I've always found it comical how high off the ground they are(part of the charm, no cars look like them). Maybe this exposes the tires much more and adds to the wake.
It definitely does, but it is the styling. I'm not sure about the suspension for it, but perhaps it gives it a nicer ride too.
Weird request: could you analyze the porsche 935? It was basically built to maximize aerodynamics in a racing class with basically no rules
Thanks for the idea! We have it on the list!
Let’s see the aerodynamics of the Lexus LC next and see if it’s perfect or needs fixing/improvement🙌🏽
Thanks for the idea!
Where do you get your models from?
It would be even more interesting if we could have a chance to make a side-by-side comprasion between Bentley Continental street car and it's GT3 racing variant (espically the 2nd gen version)
Thanks for the idea!
So... I saw that you had the beetle and the classic mini on the chart... Mind having a look at the fiat 500 and looking into the lid up/lid spaced/ lid closed situation? I'd love to see what makes a difference to Cooling and drag.
Thanks for the idea!
@PremierAerodynamics basically the Bug guys usually open the top of the lid, by about 2 inches, but 500 guys lift the top, the bottom, and even lift the lid 90°. Carlo Abarth had claimed that the table top lid reduced drag, improved down force and improved cooling. Same applies for the fiat 600 and quite a few other Abarth tuned cars.
Shoving the airflow with strakes behind the wheels is the ticket! The tire wake is driven by the pressure difference between the front and rear, so if you raise the static pressure behind the wheel you reduce the pressure differential. I have a nice bit of experience with floor strakes over the last 2 years. Outwashing air behind the tire adds almost no drag, whatever drag the bodywork creates is more than compensated for the lower drag from the wheel. Lower dive plane, or a vent in the bumper ahead of the front wheels like in old school BTCC would also have a nice impact. Still, quite surprising that straight strakes made downforce. I wonder if the strakes form a pair of Venturi tunnels? You could give them an hour glass shape in plan view and see what happens :)
Guide flow away from the front wheel is definitely a good idea.
For the strakes, you haven't found an increased wake out the sides? Does the jetting vortex stay in the same position?
The straight strakes were more about giving the underbody more clean flow, and faster flow. If you have strakes produce vortices, then that is a different avenue where the vortices are now low pressure cores and that can produce downforce a different way, but at the expense of drag. So, that is a nuance.
@PremierAerodynamics Pushing out the wake doesn't seem to have too much of a negative impact on your own car, mostly the cars that are following you. Since instead of clean air they get the unsteady turbulence of the tire wake. It's why aero dependent cars are so hard to race wheel to wheel.
@PremierAerodynamics The vortices in the underbody are quite interesting the low pressure they bring is due to the fact they kind of block airflow. Combined with the low pressure core and the shear stress on the walls that keep the BL energized while entraining air from upstream. It's basically putting your thumb on a garden hose.
My undertray I made seems to work very well with my radiator, the engine idles a bit warmer (steady not constantly rising in temp), when you start driving the temperature drops back down to the bottom of the "Normal" temp segment where as before the undertray, it just stayed at about half way no matter what you did
my diffuser is my fuel tank lol
@@tturi2 On Subarus, it's the muffler oriented sideways, although there's still a considerable gap between the muffler and rear bumper
@@米空軍パイロット they're both novel solutions to having $0 for aerodynamic panels when they built the cars
@@tturi2 I actually added an additional solution a while back. The rear bumper has 4 holes spaced 7 inches apart. Same spacing as the holes on a license plate. Took 2 old plates and screwed them on. Gave a 3% improvement to highway MPG. Pretty good for a crude solution.
That's good. So, the additional air flow is enough to make up for the covering.
stagnation in front of the windshild shouldnt use up flow energy, the cpt should be unaffacted by decelleration. the more violent acceleration on the top of the windshield due to the sharper angle is the issue from my understanding
That is definitely true for potential flow. But when you add viscosity, changing the flow introduces shear stresses, which results in viscosity sapping energy out of the flow, especially when there is turbulence involved.
Please do a video on the Lotus Exige mk2 I'm curious to see how the tucked in side scurts do on this car.
Thanks for the idea!
Isn't there an exhaust for the engine bay flow on the base of the windshield? I think that could soften the transition, but maybe it isn't modeled? The intakes seem to be though.
I don't know if there is. I tried finding something about it, but didn't find anything.
It would definitely help reduce the wake size, but given that the flow would be slow, it wouldn't stop it completely.
Could you please make this type of video about the Jeep Renegade??
Thanks for the idea! We have it on the list.
Bro just write "air resistance is negligible" and you can now hit mach 2 with a brick.
You aerospace engineers and always wanting to account for "air resistance" and "aerospace".
same clickbait for the third time :/
i'm sorry but your narration is too hard to understand
Thanks for the feedback. Just for our understanding, what is your native language? (Just trying to see what regions have trouble with the narration accent?)
@@PremierAerodynamics i don't think it's the accent, rather the lazy enunciation where all words end with an open-mouth exhale? sorry if that's too specific