Quote:
Originally Posted by wildman10
Thanks. I have, though, already measured static pressures at all the relevant exit points (bonnet, fender/wing upper surface, and at the vents behind the fenders/wings that are primarily for styling). My write-up contains more information and the attached images show some results at the bonnet/hood centreline and an RX8 with the carbon bonnet/hood that I inherited with my car (the main vent is as far forward as the car structure allows and the rear side vents are at the rear of the engine bay).
I cannot get any meaningful pressures inside the wheel well with my simple tube and Magnahelic gauge system as the turbulent air makes the readings fluctuate wildly.
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Is it possible that a flow restriction, inline to the Mag would act as a damper,to average out a mean pressure inside the wells? It would certainly be helpful to know what was happening there.
With stagnation pressure ahead of all the heat exchangers we know that that the air will exit your discharge ducting,but sizing and orientation to the outer flow would be critical for optimization.
Kamm just dumped all the engine bay air at the base of the cowl
Morelli spent a fortune in wind tunnel time perfecting the extractors for the 1978 CNR concept.(the air exited at the identical velocity and direction as the boundary flow)
