Random UnAerodynamic Cars and Trucks Thread

[cRiPpLe_rOoStEr]

Originally Posted by freebeard

When somebody drove into my 2nd Beetle, I cut the front fenders off and lost 5mph of top speed.

The fenders became quite like a parachute... Well, maybe if you had tried to get the front fenders more like the ones in this Beetle the speed wouldn't be impacted so badly.

[freebeard]

Old Tele man —*Not including the 1948 Starlght coupe?

[copy]cRiPpLe_rOoStEr[past] — At the very least I could have pulled off those sheet metal flares that were pop-riveted on to clear F-60/15s on 8" Buick rims, as on the back. That's some wicked positive camber back there, probably from the weight of the bumper and rear sheet metal being gone.

I was young and hare-brained at the time, the first part changed.

[freebeard]

My bullet-nose had an obvious front. The 48-49 not so much. My uncle had a 48 convertible, but I only saw it once.

Speaking about double-ended, I got to drive a Rometsch Beeskow, but the guy sold it on without offering it to me:


http://www.madle.org/eog05e.htm

It was copper with the red interior. It had a 3rd sideways jumpseat in back.

[wdb]

I thought this was the un-aero thread.

[freebeard]

...paging Frank Lee.

[kach22i]

I love these rear air-buckets, but assume there is an overall HP penalty for redirecting the air. Although we do see similar things on the front of current European Cab-Over-Engine trucks.

Classic and collector cars at Autodrome Paris Cannes, Automobile specialist Lamborghini, lancia, Maserati, Aston Martin, Pagani,古董车




Here is what I'm talking about, actually saw a dark green Peterbilt 220 the other day - a nice truck, think it was a flatbed though.

http://m.tankservicesinc.com/site/ta...est-build#2861


I don't know the correct term for them on the front boundary layer diverters, and perhaps a different term is used for the rear air diverters.

Are they even related in the way they work?

One uses bow pressure, the other side air-flow, right?

Are they both a form of "Air-Curtain"?

EDIT:
Hold on there, looks like it might be sort of Ford Probe-like at the rear corners.

http://shadowmk1.weebly.com/history.html

Another unusual feature was the twin water/oil radiators placed behind the rear wheels to make everything as low as possible.

Was to be part of an air-brake system.............Neoteric's hovercraft uses something similar.

Initially, to increase braking performance, Harris designed 3 movable airbrake systems in the original concept. Two vertical flaps in the front, two flaps on each side on the rear (integrated into the side air scoops) and one horizontal in the rear section. These would have been activated by brake pedal pressure.

Unfortunately, shortly before the first car was being built, a change in the regulations outlawed all movable aerodynamic aids, so these airbrake systems were never finalized.

Neoteric Hovercraft Reverse Thrusters

https://www.youtube.com/watch?v=zI6o7yHyh1U

Mystery of the Shadow racer solved - yes high drag air-braking originally intended, movable parts were outlawed and the system was never finished.

http://shadowmk1.weebly.com/history.html

The next chapter "THE SECOND CAREER" will however show that the original cooling lay-out could have worked in period w/o changing the original bodywork and radiator position, if the team would have taken more care of the airflow ducting to and through the originally rear placed radiators and if they would have closed the rear wheel openings with the original "spats" !

If you go to that link above, you can see several testing configurations including the original operable flaps of white fabric on the orange car, and several amputated versions intended to resolve cooling issues.

EDIT-2:
For a "race car" the AVS Shadow was a low drag attempt, but race cars in general are not low drag cars for various reasons - like trying to prevent it from becoming airborne.

http://www.ultimatecarpage.com/car/9...Chevrolet.html

With this design Harris tried to create racing car with as little drag as possible, by dramatically decreasing the frontal area. Not surprisingly the ultra-compact design did create many packaging problems. The most conventional part of the car was aluminium monocoque, which was anodized black for additional strength. Suspension was by very short, double wishbones all-round. There was no room for conventional springs and dampers, so Harris fitted three tiny (valve) springs at each corner together with friction dampers, inspired by a 1930s Maserati racer. The 10 inch front and 12 inch rear wheels were shod with custom made Firestone tyres, designed to withstand well over the theoratical top speed of 250 mph. The initial plan was to use an air-brake, but when moveable aerodynamic devices were banned, the small racer had to rely on machined down Ford Mustang vented disc brakes.

https://www.ultimatecarpage.com/txt/...Chevrolet.html

True to its low-drag design brief, the all black machine was free of the wings and aerofoils that had become commonplace in the years before.

https://www.ultimatecarpage.com/txt/...Chevrolet.html

While the bold Shadow MkI was not a success on the track, Harris knowingly and unknowingly incorporated many advanced features. The brake cooling fans, clutchless shifts and ground effects have all since become commonplace. Harris' ideas were later more successfully employed by the Tyrrell P34 six wheeler. Shadow gradually worked itself up as a leading Can-Am team, eventually winning the 1974 title with Follmer.

http://www.autodrome.fr/automobiles-...naires-eng.htm

[teoman]

What’s the travesty with the cannon on top of the car?

[kach22i]

Originally Posted by teoman

What’s the travesty with the cannon on top of the car?

Another innovation seen on all F1 cars today, an bell mouth air intake manifold (acts as a plenum) over the driver's head. The AVS Shadow one appears to be an expansion tube design that changes the high speed ram air into lower speed and higher pressure for consumption into each cylinder intake. As you can see from the various photos they also experimented with the then more conventional velocity stacks. I'm not sure if this was a carbureted engine or fuel injection engine or both at various times.


EDIT:
https://www.supercars.net/blog/1969-...w-mk1-lowline/




The bottom two photos shown above illustrate how smooth the rear corners are.

Maybe this site below can explain the intake concept better, it might even go into ram air, not sure.

The right bellmouth
https://www.performancebyie.com/blog...ght-bellmouth/

Of all the aspects of intake manifold design, the bellmouths are particularly mysterious, perhaps because most do-it-yourself builders, and even many businesses, simply do not have the technical or financial resources to conduct tests of bellmouth performance. Building a single custom intake manifold is a big enough task, let alone repeating it three or more times. For that reason, velocity stack style and placement are hotly contested topics on forums and bulletin boards. Luckily, commercial Computational Fluid Dynamics (CFD) software packages can unravel mysteries like this.Our engineering department at Integrated Engineering is equipped to resolve some aspects of the bellmouth controversy.

http://advancedperformancetuning.blo...-manifold.html

THE PLENUM
The main purpose of the plenum is to equalize the air flow to the various cylinders, but its volume and shape, as well as the shape of the bell mouths, which are the opening to the runners, are also important.

http://forums.vwvortex.com/showthrea...G-engine/page2

The McLaren F1 engine. Too bad it is made by BMW though.

[freebeard]

It needs a ring sight hanging off the bottom of the 'muzzle'.

The twin radiator is similar to what Porsche do with their water-cooled models, except their's are rotated 90° to face the air flow.

[wdb]

Shadows were radical cars even when they were legal.