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Originally Posted by freebeard
[IMG]
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I've been thinking. 
Instead of a 50/50 morph with the Volkhart-Sagitta how about V-H V2 above the middle of the wheelwells and Aston Martin Valyrie below? |
I did not respond because I could not visualize what you had in mind. Is there any way you can work up a sketch or two?
On my own passing thoughts regarding which is better, the Fuldamobil approach or GM Express; I sort of found a partial explanation Aerohead once gave that said
the AeroTemplate works best when the car is wider than it is tall.
Assuming likewise: the tall and narrow shapes benefit most when tapering of the sides conform to AeroTemplate.
Meaning: Compare the GM Express to the AeroTemplate as we usually do - in profile/side view. And compare the Fuldamobil to the AeroTemplate in plan view to determine it's useful conformity.
Anyone is free to correct me or extend their own interpretation on this matter.
The reason for the two different uses of AeroTemplate in plan and profile/side views is the air pressure variables, and not attached flow characteristic that can often be scaled down versions of the AeroTemplate.
It is the air pressure differentials and resulting vortexes than make scaling down the AeroTemplate less effective. This is why the template goes down to the ground and is not applied to separate parts and pieces.
And now for an above average aerodynamic car for it's day.
Swedish Aircraft Company: From wings to wheels - SaabWorld
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In 1946, Saab aircraft engineer Gunnar Ljungström, designer Sixten Sason and a staff of 14 craftsmen hand-built prototype 92.001, also known as the UrSaab – a sleekly aerodynamic car that reflected its aircraft heritage; its unusual profile closely resembled the cross-section of an airplane wing.
The first four Saab prototype cars were unveiled to the world in 1947. Decades before the technology would come into vogue, Saab’s first automotive entries featured front-wheel-drive and transverse-mounted engines. Saab was one of the few cars of the 1940s to utilize wind tunnel testing, achieving an air resistance coefficient of only 0.30 Cd, a respectable figure even today.
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