Seeing a few questions in here about speed sensitivity, downforce definitely does vary as the square of the speed (L = 1/2*density*velocity^2*coefficient of lift*area), however what I am more talking about is changes in flow separation and the coefficients of lift and drag varying with speed. Thanks for watching!

@ccmckernan

3 жыл бұрын

How do you design a fixed angle air foil with a large enough angle of attack for downforce at low speeds, but shallow enough to prevent flow separation from high momentum air at high speeds? Also what do you mean by "load" at 8:47 ? Thanks, love your vids!

@sepg5084

3 жыл бұрын

I would like to recommend a topic for a future video. I think it would help educate people and myself, if my assumption is wrong: Would cars trailing a truck to lower their fuel consumption consequently increase the truck's fuel consumption? I think it won't increase the truck's fuel consumption (at least not significantly) but a lot of other commenters are saying it will because "nothing is free". I see it as if a snow plough pushed the snow out of the road and cars behind it are travelling more efficiently because of the absence of snow on the road. the snow plough's fuel consumption will not increase or decrease because of the cars that are reaping the benefits of the absence of snow on the road, whether those cars are 15 meters behind it or 1 km behind it. Now i know that analogy is not very accurate since snow does not flow back into place like air does so i hope you can make a video with a better explanation. Thanks!

@ral0958

3 жыл бұрын

I'm watching WTCR in nordschleife this weekend and the Lynk &Co have the rear wing with a very unusual angle. I think is an example of the Myth 1 of your video?

@andremoreira9329

2 жыл бұрын

@@ccmckernan now a days you see a lot of flexible wings which deflect at higher speeds thus reducing angle of attack. Check red bulls flexi wing in vettels days for more info

@henningwilhelmi

2 жыл бұрын

@@sepg5084 It depends somewhat on the distance of the vehicles. But there has been wind tunnel research for example by Zabat et al on platooning. It showed that generally the drag decreases for the trailing cars and sometimes even for the leading car. The reason for the decrease at the trailing cars is the reduced speed of the incoming air in the wake. So effectively the incoming air is slower, which, as mentioned in the original post, influences the force in a quadratic fashion. The drag coefficent however, slightly increases (at least in the research I conducted) due to the higher turbulence, but its not as much as the decrease in velocity (at small distances under ~100m). Another project including trucks was the European SATRE Project, showing similar results. There were a few more, but just to give you a head start. If you want to look deeper into it, usually the expression 'Platooning' is used for convois of vehicles. Let me know if you are curious about more, cause that was part of my research over the last few years. Edit: Sorry, forgot about the secord part of your question: The leading vehicle usually is barely influenced. The results are not fully the same, but most research believes the drag of the leading vehicle decreases slightly as well. As vehicles are bluff bodies, usually you have a high pressure region in the front, working against the movement as well as a low pressure region, also puling the vehicle back. The trailing vehicle has a lower pressure in the front due to the lower speed. However, it also slightly increases the pressure at the back of the leasding vehicle. Most likely the air is slowed down in front of the 2. vehicle. Thus, the pressure in this region increases and also increases at the back of the leading vehicle (we are talking small distances here). Thus the suction on the back of the leading vehicle, pulling it back, reduces and the drag is reduces as well. If I remember correctly it was, depending on the experiment, in the region of a few percent - but do not quote me on that :)

I would live to see a super in-depth look at the bargeboard area of an f1 car and how all the various devises work and what they're used for

@liocla2331

3 жыл бұрын

This.

@MrRobin128

3 жыл бұрын

I would also like to see this!

@butterflyfluttersby9807

3 жыл бұрын

They work primarily to produce outwash and divert the front tyre wake outboard, pulling this wake outboard means that it cannot 'leak' into the sensitive underside of the car and increases the effective width of your floor, similar to how winglets increase the effective span of an aircraft wing by relocating the tip vortices

@LogieT2K

3 жыл бұрын

@@liocla2331 i second that

@MrRhubarbs

3 жыл бұрын

He probably can't because of his NDA with Mercedes

“Wait it’s all rice?” “Always has been”

@alfredotovar8984

3 жыл бұрын

“Finally! Someone who speaks English.”

@Fred_the_1996

2 жыл бұрын

Civics be like

@WarriorOfEden3033

6 күн бұрын

It’s only rice when it’s cosmetic & not engineered

Welcome back to the first video of regular scheduled programming since my return! Hope you guys enjoy it!

@aliimad2520

3 жыл бұрын

WE ARE ENJOYING IT BEFORE EVEN WATCHING

@TheEverlastingGaming

3 жыл бұрын

I love the content! I show your videos to all of my FSAE aerodynamics subsystem members for introductions into key concepts.

@tayvonrose2528

3 жыл бұрын

Glad you’re back

@pec1739

3 жыл бұрын

thanks, i really appreciate that

@RRninja-jq6lp

3 жыл бұрын

what's your opinion on exhaust blown diffuser ? Like naca duckt shaped exhaust tips integrated in to top of the diffuser.

Could you do like a "CFD simulation for beginners" or something like that?

@fullsendmountainbiker5844

2 ай бұрын

That would be great- I’m looking at going into aerospace so a video like that would be useful

Could you do a video on the subject of wheel arch vents: their appropriate time and place in race cars, and how they work? Also, the new Lotus Evija has some really interesting exterior design choices which could make for an interesting video.

@MozOnBikes

3 жыл бұрын

Evija does indeed have some interesting aero. Ignoring the body styling to a certain extent the front wing/splitter and floor design is very much reminiscent of an LMP car.

@DjDolHaus86

3 жыл бұрын

My understanding is that venting wheel arch pressure is generally a good thing to reduce lift but how you do it can have an adverse effect on downstream aerodynamic elements

@TheLtVoss

6 ай бұрын

​@@DjDolHaus86but were is the best Spot before at or behind the center of the wheel? Because if I remember correctly (did see a Video from a different guy) that has a huge impact on the wheel arc pressure and how it cann distort the air flow and effect all kinds of other downforce devices

@DjDolHaus86

6 ай бұрын

@@TheLtVoss There is no singular answer to that, it would depend on a whole bunch of factors.

@TheLtVoss

6 ай бұрын

@@DjDolHaus86 yeha though so much but a Video on that would at lest give us the knowledge to make assumptions too Figur it out our self if we have the drive too do soo

Could you do a video about the flow field and vortices around a modern F1 car, particularly how vortices are used to energise the leading edge of the floor and also how they are used to seal the underfloor?

@AHDKDYRARYDJISOEWKEN

3 жыл бұрын

yes I would love this

That last one makes quite a bit of sense. Because on aircraft, the multi-element flaps act as a single element when retracted and only become multiple elements when extended past a certain point. The goal of the flaps is to maximize lift at low speeds. So multi-element wings should really only be used at tracks where the top speeds are relatively low. Otherwise, the time gained in the corners will be negated by the greatly reduced top speed. I would like an in-depth explanation on how the slip ratio of the tire works.

@guest426

3 жыл бұрын

Unless the rules allow for DRS. Then, you could potentially have higher downforce at lower speeds than a single element and put the elements into a 0 attack angle for the straits. The problem is, in many cases the elements are "designed" by the "looks good" or "worked for so and so..." method and achieve drag and lift coefficients no better than single element devices.

@suneborgstergaard7331

3 жыл бұрын

He has done a whole freaking 10 part series on tires already!

@jubuttib

3 жыл бұрын

"I would like an in-depth explanation on how the slip ratio of the tire works." Beyond saying "tyres generate highest forces at certain slip angle/ratio ranges, which can shift depending on load, geometry, conditions, etc., and this is because they generate grip in many different ways, which vary in effectiveness with varying tyre conditions", it's a bit hard to go much deeper, unless you're trying to isolate why one specific tyre behaves like it does. Tyres generate their grip via multiple mechanism, like for example molecular bonding/adhesion (literally the molecules in the tyre and surface being attracted to each other), mechanical locking effects/deformation (microroughness on the track surface interacting with the rubber causing mechanical locking behavior) and tearing. All of these can produce different amounts of grip, and their individual behavior with regard to things like rubber temperature, contact patch load and slip angle/ratio can be very different. Tearing might produce relatively more grip at high slip angles while adhesion might provide less, and vice versa at lower slip angles. Having a wet track surface might remove adhesion grip almost completely out of the equation, one of the main reasons for why the "off-line" can be faster in the wet (rather than the rubber on the racing line being "slippery" in the wet, though that isn't irrelevant): Cars usually drive less on those lines, meaning the surface aggregate is generally less worn down and the microroughness is "sharper", which makes deformation grip more effective. Especially on street circuits, where the surface is pretty worn down everywhere, the racing line tends to be the fastest line even in the wet. So um yeah, they're a very complex subject, and the slip angles/ratios generating optimum performance vary massively depending on rubber compounds, tread patterns, tyre construction, vehicle they're used on (load, suspension geometry, etc.), rubber conditions (temperature etc.) and environmental conditions (wetness, temperature, driving surface condition, etc.). The one thing you can say for sure is that peak performance for any rubber tyre will be generated with some amount of slip.

@illdeletethismusic

2 жыл бұрын

@@guest426 not just DRS, but also deformation smaller elements don"t need to deform their support structure as much to twist out of the way

@makantahi3731

6 ай бұрын

multi-element flaps makes lot of lift but and drag too, because after every element, air stream is diverted for some degrees and after last element it can be 45 or more deg , and then starts turbulence that makes wake

Jeez. I just watched one of your earlier videos. You have evolved steve buscemi's eyes. Working at mercedes drained the life out of you. That said, awesome to have you back.

I disagree with his first claim that aerodynamic downforce phenomena are generated by suction, not pressure. “Suction” is a virtual force much like centrifugal force. Neither are real forces. Suction is an apparent force that is really the result of the higher pressure in the side of the system in question opposite from the “suction” lower pressure. Suction cannot exert a pulling force and only appears to be a force when in reality the net force is only exerted from the high pressure side of the system like an airfoil turned upside down from how it is usually positioned for aerodynamic lift.

I love how none of these things that I knew already, and I'm an aero enthusiast.

@dudley7540

3 жыл бұрын

That happens when we watch racing all the time.

I would be very very grateful if the next video teach us about building a proper diffuser, step by step. I love your videos, thanks for sharing your experience. 🏎️🏁

Hey! I didn’t realise you’re back! You’re videos were the best and most in-depth, I was struggling to find good information anywhere else.

Happy to have you back! I would love some videos on intro to common perhaps open source CFD software

Hi Kyle ! Would love to hear you talk more about designing for front downforce in a typical time attack car, specifically the front diffuser shapes and ride height affects on them , these are rarely discussed elsewhere

I just found your channel and it is great so far! I'm glad you are returning! Can't wait to see more!

I would love a video on exhaust blown diffusers, and other activitie flow control techniques.

Sooooo glad that you’re back!! Great video! Could you make an aerodynamic analysis of the Bugatti Bolide? Would love to see your take on that!

Great stuff as always. Glad some of the stuff you did for me made an appearance!

Glad you return here!!!! I would love tou see stuff like diy aero kit tutorial, or some cfd visualize RPOS vs CONS btw what about courses?

Hey Kyle! Thanks so much for all the videos! I've learned so much and I got interested enough to get a couple books on car aeroydamics! My favorite so far is probably Competition Car Aerodynamics. That book helped clarify details on a lot of things for me and gave kinda general numbers on results related to a couple topics you covered. I've also tried finding some studies myself on things I was wondering about, but most of them are behind paywalls... One topic in particular I was wondering about is having windows down, and especially what can be done about it. Pretty much all track day groups and club level racing, at least in the US, requires the front windows to be down. From what I've been able to find there is benefit to venting the cabin. Would you maybe be able to discuss this? I found the abstract from a study saying that having windows open vs running air conditioning is more efficient until about 60 mph and then as speeds increase it get's increasingly worse. And an air conditioner takes about 4-5 HP to run! So it seems to me like there are potentially fairly big benefits. Especially for someone like me who primarily goes to 'horsepower' tracks where average lap speeds are at 70-80 mph even with a 2900 pound 200ish hp car on street tires. A couple things I've found so far: A decent amount of (front engine) sportscars in various GT series, from the Aston martin DBR9, to Ginnetta G50z, to the M3 GTR (most relevant to me haha), and even up to today with the lexus RC F have holes at the bottom of the rear windshield. In their cases (I assume) it's pretty much just to vent air they purposely let in to help keep the driver a bit cooler. But that does kinda prove to me that that is a 'good' place to vent air out. I had seen people in various forums claiming that it wouldn't work, and that air could even come in through there. But that area is typically going to be a relatively low pressure zone from my understanding so that doesn't really make sense. I've even read people saying some spec miata racers were being caught / penalized for leaving a gap at the bottom of their hardtop. Nascar teams were running NACA ducts backwards in their rear side windows to help evacuate air out of the drivers cabin until it was banned. I've read that the NACA duct isn't necessarily the best duct design as a vent like this, but it was good enough to be beneficial for them... Not really sure of what else to do other than limit window opening size as much as rules allow. Maybe use deflectors? Seems like that could very easily hurt more than it helps, though. At least on modern NASCAR it looks to me like the B pillar is sloped kind of as a deflector. Or at least in a way that definitely doesn't draw air into the car. I'm sure you've got a ton of video ideas already, but I think this could maybe be a good one? It would certainly be beneficial to pretty much every club racer in the US!

A wing can stall at any speed. Its ALL angle of attack.

Really good video, particularly the rear diffuser size question, look forward to chatting next year re the C3 corvette next year Kyle, tks, Jon 🏴󠁧󠁢󠁳󠁣󠁴󠁿

Just happy to see you back on KZread! Thank you for the content.

So glad you're back. I haven't gone through your whole library yet, but if you haven't already done so, I'd like to know more about the aerodynamics of brake ducting for cooling in Production Cars. i.e. The impact of turbulence or wheel arch pressure on cooling ducts that originate at the front of a car. Thanks!

@shaunpetersen256

3 жыл бұрын

I’d like to see this video too...

Kyle im so glad i found you. What amazing content!

Really fascinating watching as a driver and learning more about the cast intricacies of aerodynamics, thanks for the lesson!

First time seeing your video and I really like it! Being both a gear head with some engineering background and a race car driver this look into engineering is fascinating.

Glad to have the best car engineering and race prep channel getting new videos!

I'm new to your stream and enjoying learning through the videos. Thanks. My suggestion for a possible future subject is to expand on the effects of fender top vents on LMP/DPi. In particular, I was watching the in-car cameras of the DPi cars at Daytona. From inside the car, you could see that the combination of high downforce at speed and the banking, had the cars at full bump with the top of the tire seeming to be above the top of the fender. I would be curious to understand how airflow on the top of the tire would affect local downforce, drag, and down stream flow. Thanks again. Jac

Thank you so much! Unquestionably, one of the best, most informative channels out there. Well Done.

Hello! I've being a huge fan of your post ever before the hiatus, so I'd like to suggest a topic for a future video covering the aero of the P1 class prototypes from Endurance Brasil. This is an endurance racing series where aero has a level of design degree of freedom similar to that of Time Attack or Pikes Peak cars, allowing teams to implement features like DRS (without limitations on use), underbody aerodynamics and many interesting solutions that are mostly forbidden everywhere else. Cars in this series are mainly spaceframe built in Brazil, like the Metalmoro AJR, Sigma P1 and DTR01, but there are also a couple modified Ginetta G58s, that went through a lot of mechanical and aero updates (DRS included), with more cars expected to join the grid in the near future.

Just found your channel and I’m really enjoying it! I’d like to see more of how some of these technologies apply to flight if that is something you can comment on, I think that there is a adverse correlation in how racing cars leverage wings and how a flying vehicle your benefit from that, considering lower Re from the larger camber of flying vehicles. Consider Cars look to see if they can go faster on corner then shed the drag to go faster, where a flying device is trying to transition to as slow as possible to transition for flight (land) then like the cars shed as much drag to go faster. I’m curious to see how you would leverage a multi element wing in the Re range of 2M to 4 M Re range. It’ll still enjoy your videos irregardless if you consider this :)

Very clarifying :) As a video suggestion I'd be interested in your take on DPi cars especially the Acura. As design references to the road vehicles are more or less desired there are many different takes on modifying the aerodynamic package and I'm wondering what you could read of the designs from a performance perspective.

Heyyyyy your back!!!!! Awesome I love your videos

Awesome video! Can you make a video of the aerodynamics of rims? Especially about what is the best for brake cooling or ventilation drag and how the perfect rim for efficiency would look like. Does it make sense to apply a wheel cap for aerodynamic purposes? I am currently writing a thesis about this topic and it would be perfect!

Love your information. Any chance of a circle track, dirt, aero video. Such as sprint car, late-model, modified?

Very informative and straight to the point! Aerodynamic is one of those fields that people think they understand but actually don't.

about time!!!! good to have you back

This channel is GOLD!! Keep bringing this bombs of aero knowledge! 💪💪

For myth 1 surely it’s the difference in pressure on either side of a surface that counts? It doesn’t make much sense to only talk about one side.

@ASJC27

3 жыл бұрын

Yes it's the difference, but which side really contributes to this difference? Consider an airfoil where the pressure side stays unchanged at an ambient pressure of 1 atmosphere, while the suction side is at an average of, say 0.25 atmosphere. The difference between the two is 0.75 atmosphere acting on the airfoil surface towards the suction side (lift/downforce depending on the airfoil's orientation), but in this example all of the difference was generated at the suction side. The pressure side doesn't contribute to the change. In a real airfoil there is usually an increase in pressure on the pressure side (hence it's name), but that is dwarfed by the decrease on the suction side, even with symmetrical airfoils.

@mosca3289

3 жыл бұрын

@@ASJC27 well if it’s a difference there’s definitely 2 sides to the equation that describes the force. But as Kyle said the low pressure side is more able to be influenced so as a practical matter that is the focus.

@Finnspin_unicycles

3 жыл бұрын

Yes, but the difference is still how you look at it. You aren't trying to generate high pressure on the top side, you are trying to generate low pressure on the bottom.

@mosca3289

3 жыл бұрын

@@Finnspin_unicycles that's a good way to explain it. I think we agree.

@owenclowney4484

3 жыл бұрын

@@ASJC27 Thanks for clearing up, I thought that my whole understanding of pressure and "suction" was a lie

I'm so happy you are back

@Kyle.Engineers I'd really appreciate if you could do something for us saloon car club racers , some pointers and basics of making effective aero, and maybe some simple ways to confirm things are working as optimally as possible without access to fluid dynamics and complicated computer analysis , just some good solid grass roots club spec aero options ( I run a classic touring car for example ) Love your vids, great to have you back :)

@craigedgar2828

3 жыл бұрын

2nd this motion! Us clubsport racers in NZ are keen on this also

I learned so much from this, as a car guy with a technical car education! Thank you!

Great to see you making videos again.

Great videos🙌. Could you teach us some Mathematical formulas, like theoretical top speed,....? And how to work with CFD Fluid Simulation.🙏

Really enjoyed that episode! More myth busters please.

Great Videos Kyle ! Could you comment on the new F1 2022 cars regarding aerodynamics? I rewatched your video "How Do You Fix Overtaking Aerodynamics in Formula 1? 6 Potential Solutions" ... and it looked like F1 was watching your video as well and to some extend, they changed the rules based on your video .

i love your videos! can you make a compairson video between 1980/1990s group c cars and todays lmp1 cars? i think that would be awesome. either way great video!

Great to have you back !

I am so F'n happy you are making videos again!!

Awesome videos as usual

So good to have you back, Kyle. ✌🙋🏻‍♂️🏁

There is not enough content about aerodynamics here on youtube. Thank you

im glad your back

with the pressure side vs the vacuum side part at the beginning. its true that the pressure side is more important because they are the same thing. The "sucking force" is really just the lack of pressure pushing on that side of the aero feature. Also the pressure side can without a doubt create more force than the vacuum side because the atmosphere is only at such a high pressure, if you had a perfect vacuum on one side of a plate and atmospheric pressure on the other it would have the same force on it as if you had atmospheric pressure on one side and 2 atmospheres of pressure on the other. what i mean by this is the amount of + pressure you can create is less limited than the amount of "-" pressure you can make (basically limited bu atmospheric pressure)

Wow dude. It's good to see you back

His back! Lewis told me you dropped a clip. Very informative mate

Best tool for demonstrating the concept of flow separation: Line Rider ☺

sharp edges is also a problem not only in aerodynamic but in engine tuning of two strokers where people tend to knife edge al over inside the cylinder where its airflow.

You’re back!

The day my Dad (an Aeronautical engineer) explained that a wing is sucked up, as opposed to pushed up, my mind was blown.

@bradsmith3123

3 жыл бұрын

I'm suggesting "suction" is not a thing. One has a difference in pressure. Using a straw to drink? One is creating a low pressure area in your mouth and atmospheric pressure is *pushing* the fluid into your mouth. The greater the difference between a low pressure area and a high pressure area the more force is applied. I'm suggesting you have a further talk to your dad.

@MajesticDemonLord

3 жыл бұрын

@@bradsmith3123 I think you may have misunderstood time scales, this was explained to me nearly 25 years ago, when I was a Child, so a simplified explanation was appropriate.

Welcome back!!!!!!!

I want to see a video where you go over the aero on famous race cars from the past and talk about what we have learned since. I remember a video you did where you did something similar at a hill climb event and it was fascinating.

Question/idea: can you have a multi level diffuser with slots in the strakes to achieve multiple strake vortices on multiple levels?

@makantahi3731

6 ай бұрын

vortices are made because space or cross section of diffuser starts to be to big and laminar airflow can hold that big change , or can not slow down so fast so it keeps moving but around like vortices

Fantastic video!

This is cool knowledge for me. I really enjoy your content Kyle.Engineers.

Glad you're back.

Could you make a video on wheel arch and front end design of enclosed wheel cars in particular please!! This is what my dissertation project is based on (Scanning, Modelling, CFD/Wind Tunnel testing a Civic EF hatchback) so I would appreciate your take on it!😄

Came here after watching the news. Feels like a relief watching this

Myth #1 explains "Goose neck" wings.

I'm so glad you're back.

It's always great to learn new things about aerodynamics from you

AJ Hartman sent me here, and I’m glad he did 😊 Great content!!

I've been watching your channel for a while with great interest but my race car world is somewhat different to everybody else's. I'm near the end of building a 4WD streamliner to take a shot at 500 mph. It is only 36" wide, 33" high & nearly 40ft long. It would be interesting to say the least to get your opinion on what I'm doing here. It has four full length stakes on each side & the top where the center two blend into an intake duct then terminate at two tail fins then I'm creating a sharkskin type surface between those. There is no driver pop-up, it's a lay-down configuration with the windshield being part of the nose. Should be ready for shakedowns in May or June.

Great video. Can you do a video on the 2021 rule change in F1 and why the high rake cars weren't as affected as the low rake cars?

Great video. Have you ever considered doing a video on the flexible front wings as used in F1 (notability Red Bull) in the early 2010s? I'd be interested to hear your thoughts in what Red Bull were trying to achieve, and how they were able to overcome the technical challenges to get them to work. Especially in comparison to say Ferrari where they had obvious hysteresis/porpoising problems.

@ventisette.

2 жыл бұрын

Looked like it was a structural issue more than an aero one

Great video!

Hey Kyle, I would love to see a video about aero dynamics regarding drift cars. I have seen a few crazy sideways wings that drifters have attempted to use to improve grip while in drift. Do those do anything? Its an interesting subject because even at the highest level of drifting they seem to completely disregard aero still. Obviously due to cost and issue of repairing after a crash mid event but still an interesting subject I would love to hear about.

@jubuttib

3 жыл бұрын

Could be interesting. The one thing I've been wondering w.r.t. drift aero is the lack of sideforce aero. If you look at the rally cars of the early 00s, they often had big and numerous vertical elements in the rear wings to provide a sideways force while sliding. This both stabilizes the rear and can help push the car towards the inside of the corner (or at least help keep it from going wide). In current WRC cars these devices are banned from the center of the wing (region of 55 cm on both sides of the centerline of the wing), and as a result you don't see many of them (Toyota did use some), but the endplates on the rally rear wings can be massive. Someone might say that features like that would go against the intended target of drifting, but having worked with some professional drifters, many tend towards making their setups really understeery anyway, relying on both the handbrake and insane power to force the car sideways, but trying to prevent the car from wanting to go overboard. Something like this might help them increase their speeds around corners while making the car less likely to get out of control when really torturing it hard.

@snek9353

3 жыл бұрын

Wouldn't effective aero defeat the whole point of drifting? Isn't getting as much angle as possible part of the scoring? It'd also seem to me that a cars predictability is far more important than anything else and aero would make the car less predictable.

@snek9353

3 жыл бұрын

@@jubuttib You should take a look at outlaw figure 8 cars.

@jubuttib

3 жыл бұрын

@@snek9353 Speed is also a key factor, they tend to run the highest grip tyres they can (D1GP was once won with racing slicks, which were subsequently banned), so good side force that would allow higher cornering speeds and stabilise the rear a bit could work, in theory at least. They have more than enough power to force the tyres to lose grip if they really need it.

@snek9353

3 жыл бұрын

@@jubuttib I'll take your word for it, only drifting I've watched is putting on Cletus when bored. I think it's a dumb sport. It is however an interesting thing to think about. How about hinged flaps like the roof flaps used in NASCAR. A set for each direction so when sliding right one set open and when the direction changes they close and another set opens.

Thank you, Kyle, for all the videos that you've done.

7:57 he looked like he was gonna kill someone, lol

@danialdunson

3 жыл бұрын

Blue Tomorrow with an implied...(jackass) at the end of the sentence

My friends and I need a debate settled and I think you’re exactly the person to settle it. Another aerodynamicist recommended the bottom edge of our front splitters to be rounded and the top edge to be cut squarely. I know it doesn’t matter: but we all have Miatas.

"Aerodynamics of race cars in fixed conditions is not that high, but the condition sensitivity of devices is high". Could you explain what and why that is a bit more? Thanks, good video.

Proud to say i knew everything except for the part about edge vortices at the end lol

Enjoying. I went back multiple times few seconds to look again at graph or listen again what you are saying, but no amount of coffee can save my half sleeping brain today. My question: how high can diffuser start so that it still works. And I am remembering that they do not work if underbody is not flat before it - from your 2017 videos. But is there any usefulness.... Another one is that how making flat floor under the front engine bay can help, and in that case how to successfully still direct engine air like stock, underneath the car? I quess my question is how long under tray at front is beneficial in drag reduction? And how short diffuser and at what height is minimum for any use.

KYLE returns!!!!!

Kool video .dose the same rules apply to RC cars and Scalextric ?? Also idea for video getting downforce without drag ...such as drag cars also air going into engine bay the effect on air flow such as air scoops bonnet scoops ECT

Nice thx - if I would do anytungbaro I would love to know how to reduce drag on a daily driver hence save fuel / optimize top speed

It'd be amazing if you could discuss the different aero philosophies used by F1 teams, shows some CFD simulations on various parts, etc

4WD cars. What is best for drive for front vs rear with regards to wheel rotation speed. 1. Faster wheel speed in the front than the rear? 2. Faster wheel speed in the rear than the front? 3. Both Front and Rear wheels spinning at the same speed? With a focus on two areas; a) The effects on cornering in the above 3 cases. b) The effects on straight line speed / stability in the above 3 cases. Bearing in mind, this must be a common problem to solve/address with cars with bigger rear tires (diameter) vs smaller front tires and the use of varying front/rear differential gear ratios to address it.

I would love to see a video on duckbill style wing for slower speed racing. Also how it will affect for higher speed. Vs wings

Great video

Hi Kyle. I enjoy watching your channel. Do you have any suggestions on how to reduce aerodynamic drag while trailering my 2005 Searay sundeck boat behind my pickup truck at 65MPH. Gas mileage is horrible. A 10% improvement would help. This is an unexplored market for technology to reduce drag. I normally tow with no highway covered and the center console door open to let wind go down the center of the boat. Any suggestions you have would be appreciated. I am a retired Electrical Engineer so I may try some experiments. Thanks Joe

Great video! Have you ever looked into mart aerodynamics? Cheers

Hi Kyle! I was curious why sailboat with Jibs tend to go better upwind than boats without them. For some reason the multi element wing system works better at closer angles of attack when you are limited on power. I have no idea why that is the case, but people tend to agree that jibs make sailboat point higher into the wind.

Can you do more car aero reviews like you did the One:1 and McLaren P1? I would like to see the Jesko (track and absolut edition), the SSC, and maybe the 919 Evo it’d be really interesting to see why manufacturers chose what they chose! Oh and you mention Gordons car in the other video, when can we expect to see that vid?

Have you ever made a video about winged sprint cars ? Your take on those would be quite interesting and the so called "side force"

May I asking 1 ridiculous thing For space reason, Can be expansion chamber of diffuser designed to be expanded sideway while maintaining the height rather than expanded upward like most diffuser do? Can it work synergistically with normal upward ex chamber diffuser on either side of it?

Love your Knowledge. Please Review the 1969 Dodge Charger Daytona (Nascar) Aero front to back. Please consider in the year and engineers Chrysler used for this. Thank you

I understand what you're saying as far as effectiveness of an airfoil. What I think people are talking about is more concerning the increase in downforce as a factor of speed. In the case where a downforce car may feel slightly squirrelly when you are nearing the mechanical grip of the tire contact patch vs the pressure applied. There will come a point where the effects of downforce are amplified due to the chassis being pressed lower increasing contact patch grip vs centrifugal force wanting to force the car opposite the turn. If active aero were allowed now as well as active hydraulic suspension, cars could take turns flat out. I don't believe that the drivers would be able to handle the Gs though, certainly not for an extended period.