Amazing explanation, would love to see a video on how aero/vehicle dynamics concepts like low rake/low wheelbase/ high rake/ high wheelbase are freezed before car development starts.
Weaker anti-roll bars for more grip in low-speed corners? How come more weight transfer in low-speed corners means more grip, while in high-speed corners it means less grip?
I think it's because for mechanical grip, you want the softest suspension possible without bottoming out the car. This allows for more effective weight transfer and have the weight where it's needed at the most. But for aerodynamic grip, you want the stiffest suspension possible to give the aerodynamic body of the car the most stable platform possible. In low speed corners where mechanical grip > aerodynamic grip, softer is better. In high speed corners, aerodynamic grip > mechanical grip. That's what I understand at least, I have mo background knowledge of any engineering.
@@epitosu6461 Pretty close. In a purely mechanical sense the most grip is when all 4 tires are using all the contact patch etc. So softer suspension to a point allows the tires to more easily stay in contact with ground at all times. But you can go too soft and have so much roll the inside tires are losing grip by being lifted off the ground. For aero you would ideally want the most stable platform you can have so that its more predictable for the design and thus can be more aggressive. That is the reason Williams came up with the Active Suspension, to try and keep the car level to the surface of the track at all times to increase aero performance.
i thought this explanation was legendary. I was never aware of the potential compromises between trying to achieve maximum low speed grip and maximum downforce under dynamic body movement. I play ACC and I often get chaotic or undesirable results when setting up the NSX in GT3 that match the effects you described in this bit. Conversely, I didn't observe these results to the same effect in gt4, a category with minimal downforce and greater ride height, and simply saw good results trying to optimize setups to achieve better tire contact
Could we use the rolling of the car as an advantage? I was thinking that the ride height of the front of the car could be set so low that the flow to the front diffuser gets partially choked when the vehicle is travelling in a straight line but as soon as the car begins to roll and the inner side of the car comes off the ground, the flow to the inner side of the splitter reattaches for increased downforce. Would that be feasible assuming the front diffuser profile could be shaped to avoid abrupt flow separation? Or would the operation range be too narrow to avoid porpoising?
Theoretically good idea but in reality you deal with bumpy tracks and kerbs, so you need a certain clearance. Also if a very low car rolls it will touch the ground with the outboard side. Controlled separation of flow is tricky because it depends on weather conditions, dirt on the car etc. An easier way is to back the whole car off with a soft heave spring at the back - which is what F1 is currently doing.
The raised edge not only provides higher air mass, but since it's a converging duct it also serves to accelerate that air like a nozzle. The faster the air the lower its pressure. Choked flow is a sonic flow phenomenon that reduces flow downstream as the result of a sonic shockwave. However if you have a choked flow, you can actually accelerate flow downstream because diverging sections increase the speed of sonic flows. Choked flows also happen when the inlet pressure is roughly twice the throat pressure.
I'd like to see some of the stuff related to yaw with aero as its normally a pretty overlooked topic by the public. Pluss we have seen recently how sensitive F1 cars are getting to crosswinds etc
That really depends of the particular diffuser shape. In general, the closer you get to the ground with a diffuser, the more downforce you can get but there is a maximum. If you get lower than the maximum you loose downforce again. So for your question it's possible that the outboard front diffuser is increasing more downforce than the inboard one is loosing, so overall you would get more. Another thing to consider here is that the flow doesn't hit the front diffuser straight while turning and you could loose only because of that. So it really depends on their shape...
THX for all the great content
Glad you enjoy it!
Amazing explanation, would love to see a video on how aero/vehicle dynamics concepts like low rake/low wheelbase/ high rake/ high wheelbase are freezed before car development starts.
Fantastic video and explanation! 👌🏼
Glad you liked it!
Can you make a dedicated video on front diffusers? There isnt much info on the internet about them
OK, will put it on the list
@@BSport320 Looking forward to that.
Weaker anti-roll bars for more grip in low-speed corners? How come more weight transfer in low-speed corners means more grip, while in high-speed corners it means less grip?
Because it can cause flow separation to the front splitter/undertray which can heavily affect grip at high speeds.
I think it's because for mechanical grip, you want the softest suspension possible without bottoming out the car. This allows for more effective weight transfer and have the weight where it's needed at the most. But for aerodynamic grip, you want the stiffest suspension possible to give the aerodynamic body of the car the most stable platform possible. In low speed corners where mechanical grip > aerodynamic grip, softer is better. In high speed corners, aerodynamic grip > mechanical grip.
That's what I understand at least, I have mo background knowledge of any engineering.
@@epitosu6461 Pretty close. In a purely mechanical sense the most grip is when all 4 tires are using all the contact patch etc. So softer suspension to a point allows the tires to more easily stay in contact with ground at all times. But you can go too soft and have so much roll the inside tires are losing grip by being lifted off the ground. For aero you would ideally want the most stable platform you can have so that its more predictable for the design and thus can be more aggressive. That is the reason Williams came up with the Active Suspension, to try and keep the car level to the surface of the track at all times to increase aero performance.
@@cademckee7276 Thanks for the clarification!
i thought this explanation was legendary. I was never aware of the potential compromises between trying to achieve maximum low speed grip and maximum downforce under dynamic body movement.
I play ACC and I often get chaotic or undesirable results when setting up the NSX in GT3 that match the effects you described in this bit. Conversely, I didn't observe these results to the same effect in gt4, a category with minimal downforce and greater ride height, and simply saw good results trying to optimize setups to achieve better tire contact
Is this corner the dunlop kehre from the nürburgring gp circuit
Could we use the rolling of the car as an advantage? I was thinking that the ride height of the front of the car could be set so low that the flow to the front diffuser gets partially choked when the vehicle is travelling in a straight line but as soon as the car begins to roll and the inner side of the car comes off the ground, the flow to the inner side of the splitter reattaches for increased downforce. Would that be feasible assuming the front diffuser profile could be shaped to avoid abrupt flow separation? Or would the operation range be too narrow to avoid porpoising?
Theoretically good idea but in reality you deal with bumpy tracks and kerbs, so you need a certain clearance. Also if a very low car rolls it will touch the ground with the outboard side.
Controlled separation of flow is tricky because it depends on weather conditions, dirt on the car etc.
An easier way is to back the whole car off with a soft heave spring at the back - which is what F1 is currently doing.
@@BSport320 Heave springs sounds like an excellent topic for the next video 🙂
@@damncritics Now that you say it... good idea! Will put it on my list.
You are giving away my secrets dude!
Just found your channel and wow. This is top tier content. Thanks for the videos!!
Welcome aboard!
very helpful
Fantastic
Exactly what I wanted to know
No niech ci będzie , leci apka 👍
The raised edge not only provides higher air mass, but since it's a converging duct it also serves to accelerate that air like a nozzle. The faster the air the lower its pressure. Choked flow is a sonic flow phenomenon that reduces flow downstream as the result of a sonic shockwave. However if you have a choked flow, you can actually accelerate flow downstream because diverging sections increase the speed of sonic flows. Choked flows also happen when the inlet pressure is roughly twice the throat pressure.
Great as always
I'd like to see some of the stuff related to yaw with aero as its normally a pretty overlooked topic by the public. Pluss we have seen recently how sensitive F1 cars are getting to crosswinds etc
I'm currently working on a video about crosswind behaviour ;)
If the front outside diffuser doesn't choke or stall while cornering.
Does the outside diffuser generate more downforce than the inside diffuser?
That really depends of the particular diffuser shape. In general, the closer you get to the ground with a diffuser, the more downforce you can get but there is a maximum. If you get lower than the maximum you loose downforce again.
So for your question it's possible that the outboard front diffuser is increasing more downforce than the inboard one is loosing, so overall you would get more.
Another thing to consider here is that the flow doesn't hit the front diffuser straight while turning and you could loose only because of that.
So it really depends on their shape...
Good video, the topic of engine air ducts in the rain is interesting
OK, what exactly do you mean? Influence of rain on aerodynamics?