Consider all three iterations of the Mk 3 Focus. The base car has a simple Kamm roof extension designed to eliminate drag at low to moderate speeds, keeping fuel mileage at a maximum around town and during a normal commute. The ST spoiler is set up minimize drag and lift at higher road velocities. I think the slots are there to kill vortices generated along the side of the car. The RS spoiler is meant to provide downforce when using the car on the track; drag and fuel efficiency is not a big issue there but traction is.
How would I go by making the car model tho, i don’t know if I should include every single detail, in this case you used a Suzuki GTI which is boxy but I’m trying to make one for a ford focus which has lots of curves
The curves on the suzuki are just subtle. The annoying answer is, practice. It also depends on the cad software. The way it can be done is create a bunch of outlines of sections and fill these sections in with surfaces. Most cad systems these day have methods to make that process much less tedious. search surface modelling tutorials of the software of your choice.
@@nelsonphillips what software do you suggest? And what did you use for the airflow? I was going to just make a normal basic model but Im not sure if it will be actually useful since then the curves on the car might bend the airflow and make whatever aero I see works in simulation be redundant or make it worse
@@YHK_YT whatever software you can afford. Unless you have a full car scan the model will only be a model and the simulation will reflect this. This doesn't mean that its useless, but you will need to consider this in the results. The results will be a guide and not a prediction, or even a postdiction.
i had looked at my childhood; we drove a W123 now, considering a Ford Escort of the 80s, the model of Lady Diana; i have 4 ideas to decrease drag. 1) the front is closed and has a slit, the slit is followed by vanes that equally distribute the airstream on a square radiator. the expansion of the area of flow slows down and indcreases pressure secondly the air drag from the fron wheelhose shall be reduced by taking as much air from the frontal area and guide it out at the front of the tire and enough remaining air behind the tire (rearwards) are these things possible or good ideas? 3) close the rear wheelhouse and pick air from above and guide it out down low (in front is impossible, doors are there) 4) front slitter belongs to point 1, but taking out as much airflow under the car as possible. trying to build in a movable front splitter (bad streets, curbs of the 80s) depending on speed. (lowering at 70km/h ; 20m/s) can u tell me how these ideas are?
1. controlling the air front of the radiator will make it more efficient and therefore can have a smaller inlet area. 2,3. that would reduce the high pressure caused by the rotating wheel reducing lift, may also reduce drag 4. the next video says that lowering the splitter works if the car has good over-body flow characteristics, eg not a car from the 80's.
@@nelsonphillips thanks for the reply, 2,3 also means reducing pressure in front of the car and reducing turbulences i think. lift is not so important, i am looking solely for reducing drag; if i understood, the air resistance from the tire will be reduced if you let air out in front of the tire and less behind it.
the tendency is the rotating wheel produces high pressure in the wheel well. Releasing this pressure means that a mass flow is moving through the wheel well and being disturbed by the rotating air. Keeping air in the wheel well means energy isn't being dissipated with new air. Therefore drag is reduced as air is not being let out. See high v low downforce sportscars like group C.
@@nelsonphillips ah ok, i jsut looked at turbulences, where the air , hitting the tire profile, would not be so turbulent and therefor create a more laminar flow along the car, additionally a lower pressure behind the wheel would be stuffed out; additionally the high pressure cant even be built up inside the wheel wll, therefore the high energy would not be released
@@nelsonphillips The question remains: the rules of physics always apply, but how can a layman find out, if he is better off looking at what effect? pressures? turbulences? Stream directions? Maybe you understand that i couldnt find the solution quickly and to be fair, i dont know how i would have to look at the car now, Ford Escort 1980.
Thanks for sharing this with us.
As physics nerd, I was asking myself for years how these kind of small tuning works
I'd love to see a side my side of the GTi Vs the current Swift Sport.
Consider all three iterations of the Mk 3 Focus. The base car has a simple Kamm roof extension designed to eliminate drag at low to moderate speeds, keeping fuel mileage at a maximum around town and during a normal commute. The ST spoiler is set up minimize drag and lift at higher road velocities. I think the slots are there to kill vortices generated along the side of the car. The RS spoiler is meant to provide downforce when using the car on the track; drag and fuel efficiency is not a big issue there but traction is.
Is all this freeware and where do i find a tutorial on how to use this? Would like to try some things to my car
great videos
How would I go by making the car model tho, i don’t know if I should include every single detail, in this case you used a Suzuki GTI which is boxy but I’m trying to make one for a ford focus which has lots of curves
The curves on the suzuki are just subtle.
The annoying answer is, practice. It also depends on the cad software. The way it can be done is create a bunch of outlines of sections and fill these sections in with surfaces. Most cad systems these day have methods to make that process much less tedious. search surface modelling tutorials of the software of your choice.
@@nelsonphillips what software do you suggest? And what did you use for the airflow? I was going to just make a normal basic model but Im not sure if it will be actually useful since then the curves on the car might bend the airflow and make whatever aero I see works in simulation be redundant or make it worse
@@YHK_YT whatever software you can afford. Unless you have a full car scan the model will only be a model and the simulation will reflect this. This doesn't mean that its useless, but you will need to consider this in the results. The results will be a guide and not a prediction, or even a postdiction.
i had looked at my childhood;
we drove a W123
now, considering a Ford Escort of the 80s, the model of Lady Diana;
i have 4 ideas to decrease drag. 1) the front is closed and has a slit, the slit is followed by vanes that equally distribute the airstream on a square radiator. the expansion of the area of flow slows down and indcreases pressure
secondly the air drag from the fron wheelhose shall be reduced by taking as much air from the frontal area and guide it out at the front of the tire and enough remaining air behind the tire (rearwards)
are these things possible or good ideas?
3) close the rear wheelhouse and pick air from above and guide it out down low (in front is impossible, doors are there)
4) front slitter belongs to point 1, but taking out as much airflow under the car as possible. trying to build in a movable front splitter (bad streets, curbs of the 80s) depending on speed. (lowering at 70km/h ; 20m/s)
can u tell me how these ideas are?
1. controlling the air front of the radiator will make it more efficient and therefore can have a smaller inlet area.
2,3. that would reduce the high pressure caused by the rotating wheel reducing lift, may also reduce drag
4. the next video says that lowering the splitter works if the car has good over-body flow characteristics, eg not a car from the 80's.
@@nelsonphillips thanks for the reply, 2,3 also means reducing pressure in front of the car and reducing turbulences i think. lift is not so important, i am looking solely for reducing drag; if i understood, the air resistance from the tire will be reduced if you let air out in front of the tire and less behind it.
the tendency is the rotating wheel produces high pressure in the wheel well. Releasing this pressure means that a mass flow is moving through the wheel well and being disturbed by the rotating air. Keeping air in the wheel well means energy isn't being dissipated with new air. Therefore drag is reduced as air is not being let out. See high v low downforce sportscars like group C.
@@nelsonphillips ah ok, i jsut looked at turbulences, where the air , hitting the tire profile, would not be so turbulent and therefor create a more laminar flow along the car, additionally a lower pressure behind the wheel would be stuffed out; additionally the high pressure cant even be built up inside the wheel wll, therefore the high energy would not be released
@@nelsonphillips The question remains: the rules of physics always apply, but how can a layman find out, if he is better off looking at what effect? pressures? turbulences? Stream directions? Maybe you understand that i couldnt find the solution quickly and to be fair, i dont know how i would have to look at the car now, Ford Escort 1980.
J