Quote:
Originally Posted by aerohead
Once the forebody detail optimization achieves ' saturation,' the 'front' of a streamlined vehicle constitutes less than 6% of the overall vehicle drag, compared to almost 73% at the 'base,' behind the car. This is why the aft-body is so important to drag reduction. Why the GOODYEAR airships are shaped the way they are.
With Kamm's, simple, prismatic wind tunnel model, removing the aft-body created a jump in drag, from Cd 0.21, to Cd 0.70.
Kosin & Lehmann's fuselage went from Cd 0.066, to Cd 0.384.
W. A. Mair's 16% thickness, boat-tail research model went from Cd 0.066, to Cd 0.204.
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But, as you so often do, you move the goal posts wildly and then pretend we're still talking about the same thing.
We're talking about what causes the various proportions of drag on current cars, not talking about cutting off the back half of a 1930s model and pretending that the change in drag is somehow analogous to the topic.
If you want to be on the topic, why not discuss the drag/thrust pattern shown on the Jaguar, or the centreline pressures on the Hyundai?