Jump to content

The Aero Man

Members
  • Content Count

    102
  • Joined

  • Last visited

  • Days Won

    1

The Aero Man last won the day on September 29 2018

The Aero Man had the most liked content!

Community Reputation

28

About The Aero Man

  • Birthday 01/01/1868

Recent Profile Visitors

357 profile views
  1. Penalties? If there were penalties for spilling fuel it wouldn't happen. Have some sort of plate that you can set on top of the spill to see how big it is. If you can still see fuel around the edge of the plate then a penalty will be imposed. If not, then you get told not to do it again. The size of this 'plate' can be determined by the BOD but I'd say 1ft square or a circle with a 1ft diameter.
  2. I've actually made a mistake. In my math to convert a change in ride height to an amount of downforce, I factored in the springs wrong. I had divided the whole equation by two to calculate for there being two springs, but I needed to actually multiply by two. This made for much larger numbers, and after doing some tests with people sitting on the car, it's more believable. This makes a bit more of an impact to most of the numbers shown above but it also highlights how little of a pressure difference is actually being created by the splitter. At the most, there would be a 0.35 psi difference from the top to the bottom of the splitter(a little more than 0.02 atmospheres). That is where the large surface area comes into play as it all adds up eventually. Based off of this data, I'd say the easiest way to increase downforce on a splitter is to just increase its surface area. Less messing around with the heights and angle of attack and more surface area. Of course those heights and angles are going to help that pressure difference, but the surface area is going to be a big factor in overall downforce.
  3. 0.1% right here. Built myself a ride height sensor and logged the data coming off of it. I then used it in conjunction with some other variables like speed and spring rate and whatnot to see how much of a difference my splitter/air dam was making. Turns out, kind of a lot. Onlookers told me that the splitter was bending so much(up to 4 inches) that it would drag on the ground almost everywhere around the track. I took a few things out of the tests including that it needs to be stronger, but also that I'd like to measure drag too. As you can see, there is a very noticeable difference in ride height from one test to another. The red graph is the one with the splitter and the blue is without. The speeds are not the same (obviously) so some matching was required to find data points with the same speed. This data is smoothed out a little so it is not so messy but you can still tell where there are bumpy parts and brake zones and things like that. I also had a few different configurations with a few different 'elements' or components so to speak that would go on the splitters I had/have. Unfortunately none of them had a significant difference but it was nice to know what was happening.
  4. I've driven some different vehicles on different tires. Kart tires put everything else to shame. When you come off the track and are in line for the scales, you'll hear and feel the tires un-stick from the asphalt if its been sitting for a little bit. Those tires are best on lap 2 or 3 of the very first heat cycle and are on a steady decline in performance with every heat cycle and day that they sit on the shelf not in a bag. After about 3 or 4 heat cycles, you might see up to a second of time lost per lap on a 40 to 50 second lap. In cars, Hoosiers are pretty good. The biggest problem with those are the tread depth in that they will cord if you aren't careful. There is some drop off from new to old but not as much as others like kart tires. 200 tw tires feel like a paddle in the water. If you take a turn faster, more noise is made and the tire is heated up more. In most any tire that you'll drive, there is a sweet spot between going slowly and sliding. This spot is effected by the track temp and tire temp which is why you have to be careful not to overheat the tires sometimes. Based on my experience and other drivers I've talked to, this sweet spot is harder to find in the 200 tw tires than other race tires. As for degradation, 200 tw tires are not bad. To be able to go 24hr on a single set is pretty good and I also think that heat cycling has little to do with a speed drop throughout the day. These tires are just round rocks compared to others. The speed drop is most likely that the air temp increased so you make less power. I remember a day when I drive at NJMP on the Lightning course that my top speed was found in the first or second session even though my apex speed of the last corner was higher in the later sessions.
  5. You are correct, anything that measures suspension travel will be affected by bumps. But, with an electronic measurement that can be logged along with all of the other data collected, you can get around this problem. By graphing the results over time, you can see spikes in the data and rule them out. You can also compare side by side with g-force data to tell where the bumps are. Compare two sets of data, with and without the aero. Do some math, and you've got yourself the exact amount of downforce you are making at each axle at any given speed or place on the track.
  6. Bad idea. As soon as you hit one bump, even in the paddock, it looks like you're making more downforce than you actually are.
  7. Why can't we just say 10 pts for any aero in front of the front axle?
  8. Is this per element or 10pts for as many as you want?
  9. To me, it looks like it is just based on what axis it uses. It's been said that if it is only vertical or horizontal then it's 10pts, but if it is both it should be 20. The circled ones(mostly the first one) have a diagonal/curved piece that may be only one piece, but it does go horizontally and vertically. Curved or flat? 10 or 20?
  10. Talk to the SCCA enduro guys who can do hyper fast pit stops. With 5 guys over the wall at once, a car did fuel, a driver, and 2 tires in a minute and a half. There was no touching the car or driver changes allowed when fuel was over the wall.
  11. In one way or another, the cars will become faster over time. Some people try harder to make their cars faster than others, and that's a given. Even if rules are changed or the cars become completely spec, there will always be somebody who wants to spend more money and time than you to be faster.
  12. Put the truck in 4WD Low and drive up on a set of oil change ramps. No ramp building needed. And if you blow a trailer tire you can drive the other one up the oil change ramp to change the flat.
  13. I know this is an unpopular idea with a lot of people, but it could help this speed creep that people are concerned about. There is nothing stopping you from making the free stuff worth points. An ECU could be 20pts and a non stock air intake could be 15.
  14. Has anyone looked at power in this case? Having a really heavy but underpowered car could throw a wrench in the system. Not really sure if there is a goal for these statistics to push, but I'm thinking that most people would want the high powered cars to have to stop more frequently for fuel.
×
×
  • Create New...