been searching on here but have not found what im lookin for

[AeroModder]

Making the intercooler flush with the airdam would probably be best. Vents into the wheelwells will also help some. You'll notice most new cars have them.

For good aerodynamics, it's a good rule of thumb that it's better to have air move around the car rather than through it.

My suggestion would be to build a kammback on the rear at about a 10* downward angle, and have the end line up with the end of the tail lights. That should help control the wake a bit and reduce drag.

Something along the lines of this:

[fastivab6tg25mr]

sweet. thanks. ill start construction when i get paid.

[aerohead]

Originally Posted by fastivab6tg25mr

anyone?

It really takes a wind tunnel to do this correctly.
The 'safest' place is under the car,part of a bellypan.If you ever loose an AC line or radiator hose you won't be blinded when the refrigerant or coolant hits the windshield.
If you tufted your hood/cowl area you'd see how the tufts crowd the area around the A-pillars as the air races around those corners.The air is very fast here and pressure very low.This might be a place to let the air out and maintain safe visibility.

[aerohead]

Originally Posted by fastivab6tg25mr

lol... thanks for posting my pics up. yes that little white car is mine

fast,the original VW Rabbit/Golf was tested with different rear shapes.
* The as manufactured car is Cd 0.42.
* Same car with 23-degree hatch slope is Cd 0.40.
* Same car with 28-degree hatch slope is Cd 0.44.
* Same car with 10-degree hatch slope is Cd 0.34.
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If you place the Rabbit under the Aerodynamic Streamlining Template,the 10-degree hatch happens to fit the Template exactly.
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If you were to extend the back of the Festiva no more than what VW did at the hatch,and 'relax' the roof slope such that it fit the Template,you might expect a similar benefit.You'd bring the sides in too as WeatherSpotter has done on his tail.

[Joenavy85]

Originally Posted by aerohead

The air is very fast here and pressure very low.

I'm obviously misunderstanding what you're saying here, i always though that the air around the base of the windshield was at a higher pressure (relatively speaking) due to the sudden direction change. I'm in no way questioning your comment, only asking you to elaborate so i can understand better.

[fastivab6tg25mr]

thanks WeatherSpotter's fin is exactly what i had in my head... were you saying vent the under hood air at the base of the a pillars?

[aerohead]

Originally Posted by Joenavy85

I'm obviously misunderstanding what you're saying here, i always though that the air around the base of the windshield was at a higher pressure (relatively speaking) due to the sudden direction change. I'm in no way questioning your comment, only asking you to elaborate so i can understand better.

The cowl area is at a lower pressure than the forward stagnation point but further away from tailpipes and generally where auto designers harvest ventilation air for the cabin.
NASCAR also chooses this location for their cowl-induction engine combustion air.
At the base of the A-pillars,around the A-pillars themselves, and over the windshield header,is the point of maximum air velocity for a car,up to 1.5X the road velocity on a calm day.And respecting Daniel Bournoulli's Theorem for velocity/pressure,these areas are also the point for highest velocity pressure,and lowest static pressure.This is exactly what makes aerofoils operate.
If you're looking or a low static pressure area to bleed air into, this is it.

[aerohead]

Originally Posted by fastivab6tg25mr

thanks WeatherSpotter's fin is exactly what i had in my head... were you saying vent the under hood air at the base of the a pillars?

You could position them at the extreme rear outer corners of the hood itself or out the top of the fenders as Chrysler did with the air ejectors atop the 1968 Daytona Charger.
You'd have to cut into,and create ducts from the engine bay into the under fender area for the fenders to work.A lot of work.

[fastivab6tg25mr]

i though the cowl was a high pressure area at speed. which is why it is used to "force feed" the intake air into the engine.