Interesting Aerodynamic Cars (Mike Vetter's ETV, also Avion)

[kach22i]

Originally Posted by freebeard

Referencing by page number breaks if the post per page is changed. At 40 per this is the top post. Further down:

Click the link, it's the first post of that page, post #31 Permalink

http://ecomodder.com/forum/showthrea...tml#post388469

Maybe it's different on a cell phone of other computer?

[freebeard]

Referencing the Dodge Dart, here's a 1956 Desoto on a 2003 Chevy chassis mit Duramax.


Just A Car Guy: Desotomaxx, a 1956 DeSoto body was dropped over a 2003 2500HD Chevy pickup with a duramax, it does 146mph at El Mirage


The goal for 2018 is 200mph. How did they put the hole in that back window? ...and that's one weird push-bar.

[kach22i]

Porsche’s Italian Adventure – The Porsche 356 Abarth Carrera GT/L
December 22, 2016 By Mike Gulett
by Wallace Wyss –
Porsche

The Porsche family were Austrians. They were doing pretty well developing race cars in the early ‘50s, especially the mid-engined Porsche 550 Spyder, but it bothered them that a fellow Austrian, Carlo Abarth, working in Italy, was achieving miracles with Fiat-based cars because of his aerodynamic bodywork........................

You can see how much different they are than the 356-based cars. Lower for sure, more aerodynamic, REVS Institute saying 15% better.

No worry about bumpers. And at least 100 lbs. lighter than the all-German 356s. And the rear deck lid has louvers everywhere, some more than others, which of course drove the Germans crazy, why can’t those Italians build two alike? There was also sort of a door that opened to let in cooling air. It was all very rudimentary.

Sounds just like my 1966 Mustang.

The Abarth body allowed water in, the Porsche floor pan didn’t let it out. Seats and floorboards were awash most of the 24 hours.

This car might be more aerodynamic than the 904.

The car was built when Porsche was already planning a mid-engined coupe, the 904 GTS. So it was just a place holder, you might say, to test the engine that would go into the 904.

I think the author meant to say Kammback, but didn't want to lose his readers in tech talk.

It’s too bad that Porsche and the Italian coachbuilders didn’t get along, because there could have been a welcoming of aerodynamics–and a love of rounded forms– earlier in Porsche’s racing ventures….

904 for reference................
https://revsinstitute.org/the-collec...4-carrera-gts/

In the opinion of many an aficionado, the 904 was the greatest road-going Porsche of all. It certainly set the pattern for a whole generation of racing Porsches, but its beauty cloaked the fact that it wasn’t as aerodynamically perfect as it might have been, and it was overweight, too.

[kach22i]

1952 Cunningham
Type: C-4RK
https://revsinstitute.org/the-collec...ningham-c-4rk/

By 1951 the Cunningham practice was to use “R”� to designate racing cars. The “K”� added to this one referred to Dr. Wunibald Kamm, a German scientist brought to this country after World War II. Reducing drag coefficient was his special area of expertise, Kamm being the first to demolish the theory that race cars were most competitive with long, pointed tails. Aerodynamically efficient Kamm-back coupes proliferated after the war. This Cunningham is a Kamm-back but with a difference. It is the only car known to have received the personal touch of Dr. Kamm himself, who made a quick trip to West Palm Beach to flatten this Cunningham’s tail.

https://revsinstitute.org/

The Revs Institute

2500 S. Horseshoe Drive Naples, Florida 34104 USA

(239) 687-REVS (7387) / Contact

Advance Reservation Tickets Required.

Available for purchase online or call (239) 687-REVS

**Regrettably, walk up visitors cannot be accommodated.**

[kach22i]

1951 Porsche
Type: 356SL Gmünd Coupe
https://revsinstitute.org/the-collec...l-gmund-coupe/

While the exact number is debatable, less than fifty Gmünd coupes were built in 1949. At some
point a handful with serial numbers above fifty − assembled in 1950 after the factory returned to Germany −
were converted to SL (Sport Leicht) racing specification and renumbered as 3000 series cars. In addition to
a new serial number series, SL configuration involved such visible differences as louvered steel quarter
“windows”, full wheel spats, streamlined aluminum belly fairings, pedestal-mounted shifter and, for Le
Mans, a third roof-mounted wiper arm, remote oil filter and driving-lights. Gmünd coupes carried the
Porsche name into competition for three years at Le Mans as well as in several rallies, notably Liège-Rome-
Liège where one finished first in class and third overall. Said John Wyer when he saw the new Porsches at
Le Mans: “interesting … but the engine is in the wrong end.”

[freebeard]

Interesting that the Cunningham has a two-piece back window like a Prius.

[kach22i]

Stubs Auto - Cadillac Le Monstre (1950)



https://www.pinterest.com/pin/98727416804290358/

Briggs Cunningham with some of his racecars.......

[kach22i]

KAR KRAFT: Ford’s Specialty Vehicle Program (New Book) | Nevada Musclecars.com

Ken Miles testing the Ford J car at Riverside Raceway prior to the car being reconfigured into the MK IV that would win Le Mans in 1967.

https://www.autopuzzles.com/The%20Challenge.htm

1966 Ford J car during test.................

Looking like a breadvan, the car was aerodynamically unstable.

Looks like they tried to fixed it with a rear spoiler, first cooper then aluminum struts.

https://www.youtube.com/watch?v=NaSgcBz1MKM

https://www.youtube.com/watch?v=wKJzC3Z-XpU

The later "long-tail" J7

1967 Ford GT40 Mk IV J-7
https://shelbyamericancollection.org...t40-mk-iv-j-7/

After Le Mans in 1966, Ford realized that the Mk II was reaching the end of its competitive life. It was heavy, and its aerodynamics were compromised. The decision was made to return to Le Mans with an all-new car incorporating the latest technology, with almost no regard to cost. To win Le Mans with an all-American car, Ford was willing to spend whatever was necessary for the best designers, equipment, drivers and crew. Because this new racer was designed to comply with Appendix J of the FIA’s regulations, it was known as the J-Car. This would be the final, most advanced version of the GT40.

Entirely new from the ground up, the J-Car shared almost nothing with the GT40 beyond a 427 engine. Shedding almost 300 lbs., its chassis and body were constructed using aircraft techniques, with a honeycomb aluminum main structure reinforced by riveted aluminum L-sections, with a bonded and riveted on aluminum skin. The bonding process required that the entire chassis be cured in a high-temperature autoclave. Given its narrower driving compartment, the car’s frontal area was less than a Mk II, reducing drag; even the hinged flap over the fuel filler helped.

http://slotcarillustrated.com/portal...ad.php?t=68899

J-car (top) and MkIV (bottom). Similarities are in the beholders eye...

[kach22i]

I'm not sure this is for real, but it is interesting.

https://www.rv.net/forum/index.cfm/f...print/true.cfm


EDIT: found more...............still questions..........


2015
Meet XCOR’s Latest Invention: The Trunnel
http://www.parabolicarc.com/2015/10/...ntion-trunnel/

A modified F-250 pickup truck will be used for scale model Lynx testing. (Credit: XCOR)

[kach22i]

Yes, you can have too much downforce, but it looks aero to me otherwise.

https://bluntobject.wordpress.com/20...intrepid-rm-1/

Unfortunately, the Intrepid also created more downforce than its rear suspension uprights could handle. At Watkins Glen in 1991, after qualifying half a second off the pole, Tommy Kendall’s #65 Intrepid lost its left rear wheel as the track’s high speed banked corners created more vertical load than the car’s components were ever expected to see. Kendall broke both legs but survived the crash thanks to the carbon-fibre monocoque, and sat out the rest of the season but would race for Jim Miller again in 1992.