ฝัง
- เผยแพร่เมื่อ 18 พ.ย. 2021
- Let's have a closer look at the team "Tuning Akademie" that I have been working in and check how we fixed our Aero Issues with little budget and simple methods.
How did we reduce drag and increased downforce at the same time?
How did we solve the cooling issues?
Which methods did we use to succeed?
Let me know if the video helped you and what other questions you have about race car aerodynamics!
Pictures:
Tuning Akademie
#Nurburgring #N24 #Aerodynamics
Brilliant video! An engineer's dream to fix problems simply with knowledge of flow physics and good judgement, rather than relying on sophisticated tools.
I'm really surprised this video only has 8K views after 2 years. Really good content provided here IMO
Most underrated video on TH-cam. Thank you for great info.
Thanks for showing aerodynamics practically
You are welcome!
I'm upset at this channel- because you don't post enough! MOORRRE! MORE!
The over-surface NACA duct problem seems so evident in hindsight, yet must require experience to detect.
Thanks a lot for sharing.
Wow. Really a good video. You have more actionable info in 8 minutes than most videos have in an hour. I very much appreciate all of it.
Thanks! Glad you enjoyed it!
My favorite video on aero. Hands down.
Thanks a lot!
Brilliant
Very informative, congrats for the performance
Thank you
Wow didn't expect practical and applicable tips on aero, best video ever
Wow!
Very informative content!
I would love to see more on aerodynamic topics, such as optimal brake cooling, diffuser lenghts and angles, wheel arch venting etc.
Thanks for sharing your knowledge!
More to come!
Great work!
I now want to improve the aerodynamics of my vw scirocco 3 to reduce drag. I have 2 ideas
1) Use the factory air intakes located on the sides of the front bumper and make air outlet holes in the wheel fender
2) Make a grille in the skirt of the rear bumper so that the air from it goes directly into the low-pressure zone behind the car, thereby reducing it.
If you can give me some advice, then I would be happy!
Thanks! You can contact me via email to arrange a call.
@@BSport320 Where I can find your email?
I would be interested in a video on how analyse flow vis and cotton threads please ! Very interesting video
What an awesome video. Thank you. One thing I would like to know more about is relieving fender pressure.
Must have been a lot of fun albeit a lot of hard work to work on this project.
Simply fascinating to see, i always learned something here!
Such a wonderful video!
Excellent video, some very neat info on budget racing.
Thank you so much, please keep making such videos, it really helps a lot.
Brilliant video!
Awesome video. Thanks for sharing some of your real world examples. Really enjoyed this.
Great video. Simple explanations of the problem solving approach.
Great example of aero done right
very informative video. goes to show that all the fancy software and analysis won't do you any good without fundamental knowledge and the ability to test empirically and improve based on that. I'm not in the full time workforce yet but that's definitely something my school's Formula SAE team could stand to learn from...
This is the most informative video I've watched all year. I autocross a TT in a prepared category and some of these ideas are brilliant for my use case as well. Thank you for posting!
Glad it was helpful!
Beautiful video, very interesting. One of your best
Glad you enjoyed it
Very nice video 👍
Super insightful and interesting!
Glad you enjoyed it
Thank you for infos
What an amazing chanel you've created! Bravo! 👏 So much knowledge and useful information is very hard to find, and to be so understandable and dense. You're an amazing engineer! This is so interesting, to me at least, I can't believe I didn't find your videos earlier.
Welcome!
Does the effect of gravity on the flow-vis ever cause issues? Or are the aero effects always much more significant?
I mean once you sprayed it on the car, it should really start driving, overwise it will dry while the flow viz is running down. Same goes for hot surfaces (bonnet etc.) It will be dry before the car starts driving. But as soon as you are driving the flow effect is more significant than gravity.
Thanks for insightful video’s!! Many engineers dream of being in the hothouse of intense pressure of F1… you had (it seems, a relatively short) time in F1, and then left. So whats more challenging, being a high-focus specialised F1 engineer or being a freelance engineer with a high diversity of challenges & opportunities? Also, would you go back to F1 (or LMH/LMDh) if approached by a factory?
I've been in F1 for 3 years, which is normal looking at my work mates. 4-5 years is regarded as a long time in F1:)
Anyway, I left because I wanted to start my own business and enjoy the freedom and variety of projects now more than being specialized on a particular area.
Never say never but currently I am pretty happy being self-employed.
Really enjoyed this video, good combination between theoretical knowledge and understandable practical applications. Why kind of engine were you guys running, why not the NA V8?
Thanks!
The NA V8 needed 3 times more fuel per lap which resulted in too many pit stops. The better choice for long endurance races was the V6 TDI.
@@BSport320 A diesel?! Interesting! Maybe you could do a video about how racing with a diesel engine is different from petrol? Just a random idea, I really appreciate that you take the time to answer my questions.
Are there any translations of those races, Would like to see the car on track and chant for your team)
What year were you doing this? I really wanna do this but I live in Canada. There’s no road course or circuits.
question: are the old open top CanAm cars way better aero-wize? less frontal area, hatchback shapes are better then coupe shapes. i know their are easier to design and cheaper due to no doors or roof. thanks
Seems a choice of compromise: open cockpit so less drag, more flow to the back, but less surface to guide it. Even if the former seems to me the less relevant. Viceversa for every point for the closed one
Great Stuff. A question on the NACA ducts in the floor....you said they had a "step" which was preventing them working efficiently.....how big was this step? The pic you showed had them mounted externally to the floor, with the "lip" on the outside, so is that step (i.e. the 2-3mm or whatever the thickness of the plastic is) too small to be a problem?
The step was 2mm and separated the flow. We could see that with flow viz and at the diff temperatures. After removing the step in front of them, the NACA ducts worked fine.
@@BSport320 Hey, sorry to be a pain but I don't quite understand, do you mind if I email you to ask another couple of questions? Just really curious and surprised how much of a difference it made etc :)
@@Jon.S Sure, you can. But you could also ask questions here, it might be interesting for others too.
Cool. What was the difference in lap time? 😬
That's not easy to say because the video summarizes one year of updates and the conditions at the Nurburgring are different every time. But with aero updates + some software updates for the engine, we were able to reduce lap times from 10:10s to around 9:50s (25km VLN track)
How was the gas mileage
Vielen Dank, super cooler Content. Ich frage mich gerade, ob ich bei meinem Fahrzeug die Radhausentlüftungen öffnen soll, oder nicht. Es handelt sich um einen Radical RXC. Für wie entscheidend hältst Du die Radhausentlüftungen bei so einem Fahrzeug? Danke und viele Grüße
Hi, vielen Dank. Das haengt davon ab wie die Entlueftung aussehen, wo sie positioniert sind und was du erreichen moechtest.
Wir koennen gerne einen Beratungstermin dazu vereinbaren. Du kannst mich gern per Email kontaktieren.
@@BSport320 Gerne, hatte Dir direkt eine Mail geschrieben. Viele Grüße
Why weren't you running front diffusers? Regulations issues or something else?
Simply no space. The RS4 has a large engine in front of the front axle and we were running very wide tyres.
@@BSport320 interesting. Would there be a point where you would sacrifice front tyre size for increased downforce? Or was that simply not a worthwhile tradeoff for a car as front-heavy as the RS4?
As a small team we couldn’t just simply change tyre size on an all-wheel-drive car. We were pretty happy with the mechanical grip and the static downforce of the nose heavy Audi was good anyway.
But for more performance at faster corners it makes sense to have them. We worked on front diffusers lateron.
@@BSport320 Thanks so much for taking the time to explain.
Turbo??? Was it not the NA V8?
It was the 3.0 TDI in a RS4 body.
Better for endurance racing, 3x less fuel consumption, 3x less pit stops, quicker overall and much more torque for quattro.
@@BSport320 ah I was also wondering for a moment there 😅 How much power is it making? I’m assuming just about 350hp given the top speed of the car.
That’s pretty close. The mono turbo versions were around 320hp, the later bi turbo engine we used was around 400hp