[aerohead]

[QUOTE=Cd;682913]

Originally Posted by j-c-c

additional Questions:
#3 what is the max speed they test at?

I think it is 80 MPH, but thst can simulate over 200 MPH.
#4 how many runs per set-up to verify/avg results for each modification?
sorry - didn't ask

#5 Is any tuff testing w/video possible during test runs, lighting, thru viewing window, etc?
Yes

#6 Are there any general suggestions to give regarding the sequence of items tested, as they are likely to interact with each other, without excessively having to take steps backwards? Like work with the front of the car modifications first, and then start at the back or at both ends of the car alternating modifications?
#7 For best tunnel management, start with all mods in place and test by test remove a modification, as removing is often faster than installing?

For both of these questiins, his reply was that it is bestvto start with everthing in place, and then remove each item

#8 what is the time usually allocated for just one test run for one set-up, not including any set-up or modifications or reruns.
Sorry I'll have to look that up.
#9 If one has as primary objective F&R DF measurements with drag considerations secondary, is there any significant difference in the test programs vs mainly looking for drag reduction?
Sorry - didn't get that question in.

#4 there would just be a 'run' per configuration. Repetition would just reproduce drag and lift data already captured. The load cell strain gauges are that accurate.
#8 Once a configuration is attained, you'd have your result within 7-minutes.
( with 'tear-off' modifications, you're within a minute of re-starting the fans to measure your next configuration ).
#9 With each configuration, you'll receive overall drag, plus lift/downforce over each axle, at zero-yaw condition. The velocity-squared, and velocity-cubed relationships allow extrapolation to 200-mph conditions, since all we're talking about are frontal area-based coefficients.