Engineering Explained I'm curious as to your opinion on this. Even though radiators are a relatively small portion of the weight of a car, by my logic, this puts a lot more weight in the pods. With a 20x20x10 radiator, you've got 400x of weight (x being average weight per cubic cm of the radiator including coolant). If you go to your rather extreme example of 60 degrees, that then becomes 16,000x, given the same weight per cubic cm. That's a 4 times heavier radiator for potentially minute power gains. I'm not saying that this wouldn't work (If it didn't, I'm sure it wouldn't have been used in F1), but I'm not convinced of a net gain in performance. Am I missing something, or is this just one of those things that you have to fine tune and play with?
The amount of heat that you can remove from the radiator increases, since you are spreading it out more. If you don't remove the full potential of the radiator with a single flat area (it's tempt. continues to go up) by spreading out the fluid you can dissipate more heat. Size of the radiator is important as well as how much air passes through it.
Soh-Cah-Toa!!! I haven't heard anyone else use that method since my trig teacher taught it to us ages ago. Glad to see it's still being used. Well done on your videos...
good video, the only question I have is - when the rad is straight up the fins offer the less resistance, but when its laying over the fins will act as a resistant fan. the side positioning is therefore the best, the the air still has to change direction
Basically you're increasing the volume of the radiator, without making it thicker (the distance the air passes through) yet preserving the frontal area. So the internal surface area of the fins is greater.
It is correct that you aren't affecting the frontal area, however, there are also aerodynamic variables to consider with the design of the radiator that will affect the drag induced by the heat exchanger. The most basic thing to consider is how many fins per square inch the radiator uses in the core. Next is the angle of those fins, and/or if they are louvered. All of these will affect how much drag the radiator induces on the car.
Think of it using the air conditioning principle when the air is compressed it heats up when it decompresses it cools. As you make the air compress into a radiator with fins that block half the air flow then it must compress to allow the air to pass. This process heats the air and slows the air passing threw. Angling the the radiator to increase its surface area also reduces(or reverses) compression in the same airflow needs to pass the "obstruction" especially in the air ramming scenario in F1.
your videos are bad ass dude! i love motorsports and the engineering behind it!! id like to be an engineer some day and your videos are really easy to follow haha
Fantastic lesson Mr EngineEx:) one of the most enjoyable instructional cid's I've seen yet. If my mathematic's teacher taught me using these type's of formula example's I would have been a much keener pupil, not to mention smarter too;) Great stuff!!!
Air will be moving at the same speed, but more air will be passing through the radiator (in volume) at any given point in time. (The volume of the radiator is larger).
I believe this concept reduces drag even while maintaining the same frontal surface area. The reason being that the shape has changed to become more aerodynamic. Drag is a function of shape as well as frontal area for a given fluid and velocity. That given, by tilting the radiator back you do loose some efficiency, due to the fact that the pressure delta across the radiator is reduced. Great post!
Perhaps the complexity of manufacturing. It all goes in to cost, and is it worth the difference? But a new idea is always welcome, perhaps there is a better way!
So are you tilting the base 20cm radiator forwards or backwards? I was just wondering if a similar aspect could be used with a daily driven street car.
I didn't take any kind of advanced math in school. So I don't fully understand the math. But I do understand what you're saying about changing the shape and still keeping it the same frontal area. Looking directly into it, it would still look like a 20x20 square. It's not until you look at it from different angles that you actually see the real size of it
Yep, it's tough trying to find methods that everyone would be interested in though. Teaching is a difficult thing to do, considering you have to bring a large group of different backgrounds to reach a similar conclusion.
Looking at doing something similar and this video came up. If you angle that back though the fins will also be angled back and at some point it seems like air would flow over the fins instead of through them. Unless the fins are designed at 90 degrees to the ground despite the radiator being set back say 45 degrees. You could redirect that air flow to then flow at say 45 degrees matching the fins. But then your creating turbulence and/or adding weight and/or loosing efficiency in part of that radiator
I think if you section the area throughout the air intake's length, each section has a 20X20 area, but on each cross section a certain amount of area of the air goes through the angled radiator. Add up the area cooled by the air for each section and you will find that the total air cooled area is bigger than if the radiator was one 20X20 section
So what it seems like; Its like stretching the radiator for more air surface contact but you would tilt it so that its overall height would be the same as if it was the unstretched version. But wondering if the fins angled or not. If not, it would see to put some down force or strain on the fins kinda creating a bunch of tiny spoilers assuming the top is pushed toward the front and the bottom pushed towards the bad of the car.
I did like the rubber band. Its worth noting the drawback to this system is depending how the air travels through the heat exchange the velocity will drop (if the air turns to go perpendicular to the ht x face) or the effective depth will increase (if the air travels straight and flows at an angle to the face). either of these effects will reduce the advantage of the larger face area.
I'm having a hard time trying to explain what I'm saying without a visual aid. Don't think of the air as coming in a square shape. For example let's say this "I" is a radiator, and so is this "\" (The shape). Now when air comes at the flat radiator "I" it looks like this IIIII -> I. (Here, IIIII is the sheets of air about to pass through). But the air that is flowing through the slanted radiator would look more like this \\\\ -> \. Now do you see how you're heating different portions of air?
One thing I don't get.. The surface area increases if you tilt it but since the air still comes directly from the front you will get just as much air through the radiator whether its vertical or tilted so what do you gain by tilting it?
EngineeringExplained, please consider making tutorials on calc, physics, and chemistry!! it would be a great edition to your car videos! to know the fundamentals of cars, one must know chemistry, math, and physics right? ; - )
Random thought: Wouldn't it be better for the bottom of the radiator be placed closer to the front of the car than the top of the radiator? Opposite to what you have drawn on the white board. Wouldn't this help provide more downforce, as oppose to lift? Or does it have to do something with not allowing the hot air to get trapped towards the top of the radiator at idle?
a radiator is a block consisting a lot of thin pipes, so if we want to maximize the surface area we have to use more pipes, and the air gap will be smaller between(more drag), but from this point of view its the same area if its tilted or not, the only difference is that the bottommost and topmost places are not sending sending directly their heat from top to bottom and i can see there beter effect, but far less, than the described 2ratio
@Engineering Explained, Is tilting premanufactured cooling cores like a radiator or intercooler from aftermarket suppliers - typically seen in a v-mount setup - even worth the effort. DTM and GT cars also use typical cores, and the fins would not be skewed increasing surface area. I can only assume a bespoke built as you described by a F1 manufacturer tossing almost limitless funds would benefit? My interest stems from initially reducing charge piping volume and reviewing orientation for a v-mount setup on my A80, but it all seems to be more trouble than it's worth even for a autocross/track car if the surface area does not change and only the angle...
So if you get a 1m^2(100cm*100cm=10,000cm^2) piece of paper and draw 1cm thick lines down the paper with 1cm gaps you get 5,000cm^2 of fins(inked area) and 5,000cm^2 (blank area), the fins are blocking half the frontal area. You do the 45degree trick and you now have a 1.9881m^2(141cm*141cm) piece of paper. Repeat the lines and you have 9,940.5cm^2 of fins and 9,940.5cm^2 of air passages, almost no air "blockages" in comparison to its frontal area. So you can maximise airflow to match your frontal area and maximise the fin area at the same time. So there is a maximum gain for each level of fin density.
There has to be some trade-off, given that less air is going through the radiator when it is tilted, right? You can't tilt it 90 degrees and have lots of surface area with zero frontal area, because you won't get any cooling. There's probably a "sweet spot" angle that has the best balance of surface area vs air going through to maximize cooling.
Okay, so, increasing the angle of the radiator will increase its radiant surface, but at which point this will make it a disadvantage? I mean, if the angle tends to 179°, it would have a very very very long length before it reaches a 20cm height, almost as much as infinite, and if the angle tends to 180° the length would be definetly infinite and thus wouldn't have any active radiant surface. so, which is the exact limit angle? I'm sorry for my really really bad english but i'm italian!
Great video, but I have a general question about F1. Isn't the whole point to have the least amount of drag possible on the car to make it have a faster top speed and acceleration? Is there ways they make the radiator have less drag, but still cool the car effectively?
how about productivity? Angle means more scrap at the same time. also how much space do you think you have in a car for radiator? I dont even want to mention about efficiency.
I understand what you said about the geometry, but doesn't the air flow rate remain constant and each bit of air goes through the same distance inside the radiator? To put it another way, doesn't the internal surface area(the surface area of fins inside the radiator) remain constant? Since the fins must be parallel to the direction of travel.
Take a cup of boiling water and pour it onto a 20X20 section of room temperature concrete and measure the temp of the water, then take that same cup of water and pour it on a 28X28 section of room temperature concrete and measure the temp of the water. It takes more energy to heat a bigger surface area, simple as that, so long as the engine doesn't get larger, or run hotter to compensate, the volume of air staying the same will have no effect.
1: Wouldn't matter. It's just a diffrent system for the same problem. You would get the exact same result. You can easily divert degrees into radians and back. 2: You will facing a problem. In a F1 car, you haven't much space for the radiators. If you angel the radiator, you need more free space because the overall lenght of the radiator is increasing. Also, if you look at the cosinus-function, they get nearly linear after 45° (1/4 pi). So, i would say, more than 60° makes not much sense.
You have to take into consideration that the first thing you explained in the beginning starts to happen when you tilt it enough, the depth of the radiator increases. So its not that big of gains in reality that you stated. Also i think the aerodynamics change a little with tilted vs not tilted, tilted doesnt get the air "rammed" thru like in the non tilted? All just my common sense tingling so might be wrong! Maybe make these kind of radiators IRL and test in and out temperatures?
Thats awesome, so they could improve road car cooling buy using angled radiators, or maintain the same cooling by using smaller radiators in this way thereby saving money. Presumably the fins of the radiator need to be angled in the same orientation in order to maximise the effect?
I know this vid is hella old and I may not get any answers from anyone; however, the fins orientation on the rad. Will it affect cooling? e.g. RX8s have the radiator basically under the car with a system to pull air in; however, the fins are not facing the same direction of flow. Wouldn't that produce more drag and therefore making it less efficient in cooling or is the drag needed to better cool?
I think I understand what you mean, but I don't get why should it be better. The airflow is the same. The cross-section area (and mass) of air passing through the radiator limits the amount of energy it can take away, no matter what shape of radiator is. The only matters cross-section area of radiator, doesn't it? It's fact that they have radiators more like "\" then like "|". But what are advantages of such solution? I am sorry for asking the same question.. :( but I really want to figure out.
i was wondering the same thing. The area*speed of the air that is going inside de carburator is always the same.. so the amount of heat it can absorb is limited to this number. i`m wrong? I loved your videos. PD: Sorry for the english.. not my first language
hi..may i know the formula to find the cooling efficiency of the radiator? assume the temperature of water enter is 50 degree and temperature leaving is 40 degree.
Great video. I really love your channel it's so helpful :D I have a question if you wouldn't mind. Does it make any difference if the radiator is tilted forward or backwards? which is better and why? And if you could provide me with a source where i can read about it I'd be very grateful :D
Wouldn't leaning the radiator forwards create an upward force on it which of course you wouldn't want. And if it does, is it maybe just not parctical to tilt it backwards, because the air would not go in as much as just flow over?
Is it smart to make your radiator like you front car, and than tilt it. So a bit round on the front, hollow at the rear, and the whole part tilted. Or the back of the radiator flat and tilted. What do you think is the smartest and most efficiant way to make the radiator?
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Yes, I will be making non-f1 videos as well! Just thought I'd try a little segment on it as it had many requests. :)
Engineering Explained I'm curious as to your opinion on this. Even though radiators are a relatively small portion of the weight of a car, by my logic, this puts a lot more weight in the pods.
With a 20x20x10 radiator, you've got 400x of weight (x being average weight per cubic cm of the radiator including coolant). If you go to your rather extreme example of 60 degrees, that then becomes 16,000x, given the same weight per cubic cm. That's a 4 times heavier radiator for potentially minute power gains.
I'm not saying that this wouldn't work (If it didn't, I'm sure it wouldn't have been used in F1), but I'm not convinced of a net gain in performance. Am I missing something, or is this just one of those things that you have to fine tune and play with?
You've inspired me to become a mechanical engineer. Thank you so much for these videos.
You are fast becoming engineerings Brian Cox to me. Please keep making these videos, they are fascinating to us novices.
Let's be real here, the coolest part of the video was the rubber band. xD
Glad you enjoyed it!
The amount of heat that you can remove from the radiator increases, since you are spreading it out more. If you don't remove the full potential of the radiator with a single flat area (it's tempt. continues to go up) by spreading out the fluid you can dissipate more heat. Size of the radiator is important as well as how much air passes through it.
Soh-Cah-Toa!!! I haven't heard anyone else use that method since my trig teacher taught it to us ages ago. Glad to see it's still being used. Well done on your videos...
Your rubber band example is so genius!
That rubber band example was actually sexy👌🏼such well executed geometry, great video.
Excellent, glad you enjoy it!
good video, the only question I have is - when the rad is straight up the fins offer the less resistance, but when its laying over the fins will act as a resistant fan. the side positioning is therefore the best, the the air still has to change direction
Basically you're increasing the volume of the radiator, without making it thicker (the distance the air passes through) yet preserving the frontal area. So the internal surface area of the fins is greater.
You're an impressive tutorial master dude !
All the typical mechanical engineering courses, I work for NMHG, a Forklift company. :)
Thank you! I just keep thinking "Isn't that what I'm doing? :(" Oh well. Some of us get it!
I struggled with and hated math in school a lot but always loved trig.
It is correct that you aren't affecting the frontal area, however, there are also aerodynamic variables to consider with the design of the radiator that will affect the drag induced by the heat exchanger. The most basic thing to consider is how many fins per square inch the radiator uses in the core. Next is the angle of those fins, and/or if they are louvered. All of these will affect how much drag the radiator induces on the car.
You have a pretty big smile in the beginning haha. I'm not used to that. Awesome vid, as usual. Thanks!
Think of it using the air conditioning principle when the air is compressed it heats up when it decompresses it cools. As you make the air compress into a radiator with fins that block half the air flow then it must compress to allow the air to pass. This process heats the air and slows the air passing threw. Angling the the radiator to increase its surface area also reduces(or reverses) compression in the same airflow needs to pass the "obstruction" especially in the air ramming scenario in F1.
your videos are bad ass dude! i love motorsports and the engineering behind it!! id like to be an engineer some day and your videos are really easy to follow haha
Fantastic lesson Mr EngineEx:) one of the most enjoyable instructional cid's I've seen yet. If my mathematic's teacher taught me using these type's of formula example's I would have been a much keener pupil, not to mention smarter too;) Great stuff!!!
Air will be moving at the same speed, but more air will be passing through the radiator (in volume) at any given point in time. (The volume of the radiator is larger).
Well done and good call with the rubber band
Nice explanation. The fins are also angled within the cooling surface.
haha quite a compliment! Thank you sir! And I will!
I agree, good comment.
Thanks for explaining stuff like this so a simpleton myself can understand it! Great videos and I'm looking forward to watching more.
gr8 information thanks again
please make a video on radiator calculations. If we only know the engine specs then how we can choose a radiator for it?
I believe this concept reduces drag even while maintaining the same frontal surface area. The reason being that the shape has changed to become more aerodynamic. Drag is a function of shape as well as frontal area for a given fluid and velocity. That given, by tilting the radiator back you do loose some efficiency, due to the fact that the pressure delta across the radiator is reduced. Great post!
Perhaps the complexity of manufacturing. It all goes in to cost, and is it worth the difference? But a new idea is always welcome, perhaps there is a better way!
So are you tilting the base 20cm radiator forwards or backwards? I was just wondering if a similar aspect could be used with a daily driven street car.
Such a clear explanation.
I didn't take any kind of advanced math in school. So I don't fully understand the math. But I do understand what you're saying about changing the shape and still keeping it the same frontal area. Looking directly into it, it would still look like a 20x20 square. It's not until you look at it from different angles that you actually see the real size of it
Yep, it's tough trying to find methods that everyone would be interested in though. Teaching is a difficult thing to do, considering you have to bring a large group of different backgrounds to reach a similar conclusion.
I know others have pointed it out before, but still. 40^2=1600. Adding a note in the video would do it. Other than that, good video as always.
Looking at doing something similar and this video came up. If you angle that back though the fins will also be angled back and at some point it seems like air would flow over the fins instead of through them. Unless the fins are designed at 90 degrees to the ground despite the radiator being set back say 45 degrees. You could redirect that air flow to then flow at say 45 degrees matching the fins. But then your creating turbulence and/or adding weight and/or loosing efficiency in part of that radiator
Didn't understand a bit of it until you broke the rubber band out ;) thx
I think if you section the area throughout the air intake's length, each section has a 20X20 area, but on each cross section a certain amount of area of the air goes through the angled radiator. Add up the area cooled by the air for each section and you will find that the total air cooled area is bigger than if the radiator was one 20X20 section
Thanks for this! That makes a lot of sense!
So what it seems like; Its like stretching the radiator for more air surface contact but you would tilt it so that its overall height would be the same as if it was the unstretched version. But wondering if the fins angled or not. If not, it would see to put some down force or strain on the fins kinda creating a bunch of tiny spoilers assuming the top is pushed toward the front and the bottom pushed towards the bad of the car.
I did like the rubber band. Its worth noting the drawback to this system is depending how the air travels through the heat exchange the velocity will drop (if the air turns to go perpendicular to the ht x face) or the effective depth will increase (if the air travels straight and flows at an angle to the face). either of these effects will reduce the advantage of the larger face area.
I've seen systems for slowing the air because it can remove more heat if it's not moving too fast (I think it has to do with boundary layers?)
Thanks! Brilliant series!
Thanks!
I'm having a hard time trying to explain what I'm saying without a visual aid. Don't think of the air as coming in a square shape. For example let's say this "I" is a radiator, and so is this "\" (The shape). Now when air comes at the flat radiator "I" it looks like this IIIII -> I. (Here, IIIII is the sheets of air about to pass through). But the air that is flowing through the slanted radiator would look more like this \\\\ -> \. Now do you see how you're heating different portions of air?
There's no better engineer than one who can use sarcasm to humour the audience
Congrats!
Yes, and a true F1 radiator may use curves. But every complexity adds to cost, so this has to be kept in mind.
One thing I don't get.. The surface area increases if you tilt it but since the air still comes directly from the front you will get just as much air through the radiator whether its vertical or tilted so what do you gain by tilting it?
The rubber band made it all clear. Thanks!
Set me back quite a bit.
When you used the rubber band I thought it was a magic trick...very cool.
EngineeringExplained, please consider making tutorials on calc, physics, and chemistry!! it would be a great edition to your car videos! to know the fundamentals of cars, one must know chemistry, math, and physics right? ; - )
Random thought: Wouldn't it be better for the bottom of the radiator be placed closer to the front of the car than the top of the radiator? Opposite to what you have drawn on the white board. Wouldn't this help provide more downforce, as oppose to lift? Or does it have to do something with not allowing the hot air to get trapped towards the top of the radiator at idle?
a radiator is a block consisting a lot of thin pipes, so if we want to maximize the surface area we have to use more pipes, and the air gap will be smaller between(more drag), but from this point of view its the same area if its tilted or not, the only difference is that the bottommost and topmost places are not sending sending directly their heat from top to bottom and i can see there beter effect, but far less, than the described 2ratio
Wonderfully explained-- thank you sir
And the limitation of this strategy is space allowance, but is there another important consideration I am missing?
Dude I'm an engineer don't question me. :)
@Engineering Explained, Is tilting premanufactured cooling cores like a radiator or intercooler from aftermarket suppliers - typically seen in a v-mount setup - even worth the effort. DTM and GT cars also use typical cores, and the fins would not be skewed increasing surface area. I can only assume a bespoke built as you described by a F1 manufacturer tossing almost limitless funds would benefit? My interest stems from initially reducing charge piping volume and reviewing orientation for a v-mount setup on my A80, but it all seems to be more trouble than it's worth even for a autocross/track car if the surface area does not change and only the angle...
Great stuff.Thanks for your effort,I really enjoy the series.
@6:23 40^2= 1600 :P
I thought I was only one who noticed that :D
You could of course curve it, but it may not have much benefit, and would increase the cost of making it.
So if you get a 1m^2(100cm*100cm=10,000cm^2) piece of paper and draw 1cm thick lines down the paper with 1cm gaps you get 5,000cm^2 of fins(inked area) and 5,000cm^2 (blank area), the fins are blocking half the frontal area.
You do the 45degree trick and you now have a 1.9881m^2(141cm*141cm) piece of paper. Repeat the lines and you have 9,940.5cm^2 of fins and 9,940.5cm^2 of air passages, almost no air "blockages" in comparison to its frontal area.
So you can maximise airflow to match your frontal area and maximise the fin area at the same time. So there is a maximum gain for each level of fin density.
awsome vids man, keep up the hard work I really appriciate it!
Angles could certainly change, yes.
i believe he is teaching us right now
This was great. Keep these coming thanks mate
What about the core/matrix, does that still need to face the airflow or does the matrix/core angle it self away from the airflow?
Yeah pretty solid arithmetic no?
There has to be some trade-off, given that less air is going through the radiator when it is tilted, right? You can't tilt it 90 degrees and have lots of surface area with zero frontal area, because you won't get any cooling. There's probably a "sweet spot" angle that has the best balance of surface area vs air going through to maximize cooling.
The Venom GT's engine would be very unlikely to last 500 laps all out. But it is quick.
Okay, so, increasing the angle of the radiator will increase its radiant surface, but at which point this will make it a disadvantage? I mean, if the angle tends to 179°, it would have a very very very long length before it reaches a 20cm height, almost as much as infinite, and if the angle tends to 180° the length would be definetly infinite and thus wouldn't have any active radiant surface. so, which is the exact limit angle? I'm sorry for my really really bad english but i'm italian!
Could you possibly do any videos regarding minor performance boosts? Like tuning or engine upgrades for street applications?
Great video, but I have a general question about F1. Isn't the whole point to have the least amount of drag possible on the car to make it have a faster top speed and acceleration? Is there ways they make the radiator have less drag, but still cool the car effectively?
American public education, what can I say? ;)
how about productivity? Angle means more scrap at the same time. also how much space do you think you have in a car for radiator? I dont even want to mention about efficiency.
I understand what you said about the geometry, but doesn't the air flow rate remain constant and each bit of air goes through the same distance inside the radiator? To put it another way, doesn't the internal surface area(the surface area of fins inside the radiator) remain constant? Since the fins must be parallel to the direction of travel.
if you dont mind me asking, what courses did you take in college and if you have a job what is it?
Minor maths error on the final bit of the video: 40x40=1600 and not 800. Otherwise great, well explained, thank you!
Take a cup of boiling water and pour it onto a 20X20 section of room temperature concrete and measure the temp of the water, then take that same cup of water and pour it on a 28X28 section of room temperature concrete and measure the temp of the water. It takes more energy to heat a bigger surface area, simple as that, so long as the engine doesn't get larger, or run hotter to compensate, the volume of air staying the same will have no effect.
Interesting concept. Great video as well!
1: Wouldn't matter. It's just a diffrent system for the same problem. You would get the exact same result. You can easily divert degrees into radians and back.
2: You will facing a problem. In a F1 car, you haven't much space for the radiators. If you angel the radiator, you need more free space because the overall lenght of the radiator is increasing. Also, if you look at the cosinus-function, they get nearly linear after 45° (1/4 pi). So, i would say, more than 60° makes not much sense.
You have to take into consideration that the first thing you explained in the beginning starts to happen when you tilt it enough, the depth of the radiator increases. So its not that big of gains in reality that you stated.
Also i think the aerodynamics change a little with tilted vs not tilted, tilted doesnt get the air "rammed" thru like in the non tilted?
All just my common sense tingling so might be wrong!
Maybe make these kind of radiators IRL and test in and out temperatures?
Thats awesome, so they could improve road car cooling buy using angled radiators, or maintain the same cooling by using smaller radiators in this way thereby saving money.
Presumably the fins of the radiator need to be angled in the same orientation in order to maximise the effect?
Well, a flat radiator is pretty efficient, and there's a lot more space in a road car for it.
I know this vid is hella old and I may not get any answers from anyone; however, the fins orientation on the rad. Will it affect cooling? e.g. RX8s have the radiator basically under the car with a system to pull air in; however, the fins are not facing the same direction of flow. Wouldn't that produce more drag and therefore making it less efficient in cooling or is the drag needed to better cool?
but does it affect airflow characteristics?
I think I understand what you mean, but I don't get why should it be better. The airflow is the same. The cross-section area (and mass) of air passing through the radiator limits the amount of energy it can take away, no matter what shape of radiator is. The only matters cross-section area of radiator, doesn't it?
It's fact that they have radiators more like "\" then like "|". But what are advantages of such solution?
I am sorry for asking the same question.. :( but I really want to figure out.
Excellent comment !
WHAT!? Haha good call, thank you. I've graduated so I lose my math abilities quickly.
i was wondering the same thing. The area*speed of the air that is going inside de carburator is always the same.. so the amount of heat it can absorb is limited to this number. i`m wrong?
I loved your videos.
PD: Sorry for the english.. not my first language
Hey just wondering are you still going to do videos that aren't about f1? I would love to see a video about antilag (ALS).
too funny; great video regardless. the radiators that have a depth to it have it measured out so it's not too thick but not too thin.
interesting thing brother keep it up mu best wishes are with you
Very interesting. But 40^2 is 1600, not 800.
Can we put the radiator along the path of aerodynamic? Such as a radiator spoiler since we are talking about geometry?
hi..may i know the formula to find the cooling efficiency of the radiator? assume the temperature of water enter is 50 degree and temperature leaving is 40 degree.
You did well. :)
Great!
wow very nice technique buddy !!!
Kind Regards
G'day mate, What if the tubing and fins are tilted in the core does that increase the surface area of the heat transfer interface?
What we arent sure is if the cells and find are also tilted or are they facing forward?
Great video. I really love your channel it's so helpful :D I have a question if you wouldn't mind. Does it make any difference if the radiator is tilted forward or backwards? which is better and why? And if you could provide me with a source where i can read about it I'd be very grateful :D
Wouldn't leaning the radiator forwards create an upward force on it which of course you wouldn't want. And if it does, is it maybe just not parctical to tilt it backwards, because the air would not go in as much as just flow over?
Is it smart to make your radiator like you front car, and than tilt it. So a bit round on the front, hollow at the rear, and the whole part tilted. Or the back of the radiator flat and tilted. What do you think is the smartest and most efficiant way to make the radiator?
Here's a detailed answer to your question: Performance Radiator - Explained