Whenever it looks overwhelming, I look to Mac OSX's Summarize service. In this case abd for some reason at the lowest setting—1%—it captures the entire table of contents. But deleting that leaves this:
Quote:
...To achieve good balance, all the aerodynamic devices (front wings, diffusers and rear wings) need to be carefully designed, and optimised as a package to enable the car to be ‘tuned’ for different circuits based on their specific aerodynamic requirements, often a compromise between high straight line speeds (low drag) and high cornering speeds (high downforce).
...The depression at the diffuser inlet is a significant source of downforce and has the effect of also reducing the underbody pressures forward of the diffuser inlet, increasing the underbody flow rate, as can be seen from the pressure results in Figure 1.4.5.
...The drag was however, increased by the diffuser at low ride heights over the region in which the downforce production increases rapidly, but a drag reduction over the flat floor was observed for small diffuser angles (1°-5°) highlighting the potential for application as a drag reduction mechanism.
...Centreline pressure data was examined and found that a change in downforce in the flat floor configuration was observed as the ride height was altered such that at very high ride heights (representative of freestream) the model lift coefficient was close to zero but that as ride height was reduced this became increasing negative, identifying the downforce production due to ground proximity.
...Results will be presented in the form of non-dimensional coefficients as a function of diffuser angle (α), non dimensional ride height, (h1/H), where H is the overall height of the body, non dimensional diffuser length (N/h1) and diffuser area ratio given by the equation:
...As the ride height is increased the areas of low pressure around the diffuser inlet and endplate region increase due to increased diffuser pumping and stronger vortex structures, which is confirmed by the increased downforce and drag (Figure 3.3.1 and Figure 3.3.2) and more negative depression observed in the centreline pressures (Figure 3.4.2).
...As Chapter 3 showed that the plane diffuser is largely attached, the improvement must be due to an improvement in one of the downforce mechanisms rather than any changes in the separation characteristics, because a drag reduction is observed whereas increased vortex strength and associated downforce improvement would be expected to increase the drag
...The two-channel diffuser (Figure 4.3.5a) has an increase in drag coefficient seen at high angles (22° to 30°) and high ride heights (low non-dimensional lengths) which may be attributed to an increased vortex drag component consistent with the increase in downforce in this region.
...It was identified that, for the two- and three-channel diffusers, the improvement is limited to distinct regions; the two-channel (Figure 4.3.7.a) improvement is seen at 16°-19° at high ride heights, while the three-channel (Figure 4.3.7.b) improvement occurs between 22° and 28° and between 10° and 16° at low ride heights.
...At a fixed ride height, it can be seen that for the multi-channel configurations the pressure distributions are very similar to the corresponding plane pressure distributions around the front edge and flat underbody where little or no difference is observed.
...The vortex core position for the 25° diffusers is presented in Figure 4.5.9 and shows that at h1/H=0.0903 (28mm) the position for the three- and four-channel diffusers is closer to the end- plate than the plane and two-channel diffusers, consistent with the increased diffuser pumping and increased vortex strength.
...As the diffuser angle was increased the vortex core remained in a similar position each time but increased signs of separation were observed at the diffuser surface, in the same configurations where reduction in downforce and increase in drag were seen in the force measurements.
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...when looking at Sentences. Paragraphs preserves that dense sentence structure. Sentences returns manageable morsels. It's also interesting to move the slider down and watch which parts go a way at a lower setting.
I took a tape measure to my car. From the hard point at the rear torsion housing to the rear valance is 27% of the overall length. But the diffuser angle gets difficult above 6.5%. The engine sump and fanbelt area is only a foot wide so it could be easily boattailed.
If I ever get rear-ended I know what to do.