Wind tunnel tested body kits/splitters/etc.
09-21-2008, 03:00 PM
#1
VRX8
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Wind tunnel tested body kits/splitters/etc.
I thought I remember a few years back, reading that Veilside wind tunnel tests all their body kits, or perhaps just a few of them. I was curious if any of the RX8 body kits, air dams, splitters, etc are actually proven products. Sure, they look cool when you add a body kit, but why if its just for appearance and hurts your performance? I am curious if anyone actually tests them to provide more downforce at speeds, better cooling, etc? Thanks in avance!
09-21-2008, 08:17 PM
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MS tested the entire kit thats how they determined the hieght and shape of the wing, I believe it was also stated that rear downforce is only accomplished(or proven) with the wing and the rear bumper in combination...
09-21-2008, 10:46 PM
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Dont they all tunnel test the bodykit? I'm talking about kits that are made by legit companies that makes performance parts, like re amemiya, feed, autoexe, rb etc.
I doubt that they just create a uber design on the table and mass produce it not knowing the aerodynamics, then sell it for a couple of Ks, unless its some company that specializes in bling type kits.
I doubt that they just create a uber design on the table and mass produce it not knowing the aerodynamics, then sell it for a couple of Ks, unless its some company that specializes in bling type kits.
09-22-2008, 03:40 PM
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Dont they all tunnel test the bodykit? I'm talking about kits that are made by legit companies that makes performance parts, like re amemiya, feed, autoexe, rb etc.
I doubt that they just create a uber design on the table and mass produce it not knowing the aerodynamics, then sell it for a couple of Ks, unless its some company that specializes in bling type kits.
I doubt that they just create a uber design on the table and mass produce it not knowing the aerodynamics, then sell it for a couple of Ks, unless its some company that specializes in bling type kits.
Most designs are hopes and prayers combined with looks. If someone wind tunneled theirs they would advertise that left and right.
09-22-2008, 04:36 PM
#10
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Do you know how much wind tunnel time costs? There is no way anyone besides Mazda can afford it. To create a design, build it, test it, tweak it, test it, tweak it again and then mass produce it? $$$
Most designs are hopes and prayers combined with looks. If someone wind tunneled theirs they would advertise that left and right.
Most designs are hopes and prayers combined with looks. If someone wind tunneled theirs they would advertise that left and right.
http://www.bespokeventures.com/blog/?p=398
09-22-2008, 04:54 PM
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Okay, false and misinformed - BS. Here's a $15-20K kit and may I direct you to the third paragraph...
http://www.motortrend.com/roadtests/...gtr/index.html
Let me also ask. Did they just put it in the tunnel and call it tested?
If they race it, I'd believe they do. But to think a Veilside kit has been "reduced for drag"...
http://www.motortrend.com/roadtests/...gtr/index.html
Let me also ask. Did they just put it in the tunnel and call it tested?
If they race it, I'd believe they do. But to think a Veilside kit has been "reduced for drag"...
Last edited by savedsol; 09-22-2008 at 04:59 PM.
09-22-2008, 06:57 PM
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Well theres different degrees of tunnel testing,
I imagine that GMs tunnel is quit extensive and also one the first...
I believe I read somehwere that Ferrari's cost $18K per hour yeah thats $5 per second, now it may only take 1/2 hr to an hour to test a modification or at tell if its more efficient than an OE part...
The tunnels that are in the article I qouted are smaller and limited but regardless they're still tunnels,,,
Im working on a three wheeled vehicle now and we are goin to test the aero in University of Baltimore's tunnel.....
I do aggree with you however on the Veilside comment, I dont look at Veilside as a competitive brand(racing or street tuner) just a body kit co.
I imagine that GMs tunnel is quit extensive and also one the first...
I believe I read somehwere that Ferrari's cost $18K per hour yeah thats $5 per second, now it may only take 1/2 hr to an hour to test a modification or at tell if its more efficient than an OE part...
The tunnels that are in the article I qouted are smaller and limited but regardless they're still tunnels,,,
Im working on a three wheeled vehicle now and we are goin to test the aero in University of Baltimore's tunnel.....
I do aggree with you however on the Veilside comment, I dont look at Veilside as a competitive brand(racing or street tuner) just a body kit co.
Last edited by Rotr8; 09-22-2008 at 07:02 PM.
09-23-2008, 11:14 AM
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We don't test our parts in a wind tunnel.
however,
THIS CAR
Veilside also hold the fastest record on the strip using Radial Tyres at 272.16km/h, with a dragstrip time of a mere 8 seconds. This record was achieved in the kitted R32 pictured on the left.
and
THIS CAR
The World Record holder of 'Domestic Fastest Speed on the Street.' This was accomplished in New Zealand. (Under 5000cc Class) This fully worked R34 hit a top speed of 346.20km/h on the open road just out of Rotorua here in Kiwiland
happened to be pretty successful at going fast.
So, I guess our parts DO help a bit with high speed eh?
however,
THIS CAR
Veilside also hold the fastest record on the strip using Radial Tyres at 272.16km/h, with a dragstrip time of a mere 8 seconds. This record was achieved in the kitted R32 pictured on the left.
and
THIS CAR
The World Record holder of 'Domestic Fastest Speed on the Street.' This was accomplished in New Zealand. (Under 5000cc Class) This fully worked R34 hit a top speed of 346.20km/h on the open road just out of Rotorua here in Kiwiland
happened to be pretty successful at going fast.
So, I guess our parts DO help a bit with high speed eh?
09-23-2008, 12:35 PM
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• The angle of the rear wing can be adjusted to four different levels according to driving conditions.
• For general driving, use the following angles given their excellent balance between high-speed stability and driveability.
A Vehicle with normal bumper
B Vehicle with genuine front air dam skirt and vehicle with Mazdaspeed front bumper face
C-D For circuit driving or increasing downforce on low-traction road
09-23-2008, 03:43 PM
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We don't do racing anymore. We definitly wouldn't go test a kit from another company.
09-23-2008, 04:41 PM
#20
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We don't test our parts in a wind tunnel.
however,
THIS CAR
Veilside also hold the fastest record on the strip using Radial Tyres at 272.16km/h, with a dragstrip time of a mere 8 seconds. This record was achieved in the kitted R32 pictured on the left.
and
THIS CAR
The World Record holder of 'Domestic Fastest Speed on the Street.' This was accomplished in New Zealand. (Under 5000cc Class) This fully worked R34 hit a top speed of 346.20km/h on the open road just out of Rotorua here in Kiwiland
happened to be pretty successful at going fast.
So, I guess our parts DO help a bit with high speed eh?
however,
THIS CAR
Veilside also hold the fastest record on the strip using Radial Tyres at 272.16km/h, with a dragstrip time of a mere 8 seconds. This record was achieved in the kitted R32 pictured on the left.
and
THIS CAR
The World Record holder of 'Domestic Fastest Speed on the Street.' This was accomplished in New Zealand. (Under 5000cc Class) This fully worked R34 hit a top speed of 346.20km/h on the open road just out of Rotorua here in Kiwiland
happened to be pretty successful at going fast.
So, I guess our parts DO help a bit with high speed eh?
11-21-2008, 09:23 AM
#21
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and isn't it true that the openings only really matter if you have a FMIC? most body kits are for looks, i don't think any body kit companies really wind tunnel test their products, not even the kits they make for high performance cars like the Nissan Skyline GTR. But of course, OEM aftermarket stuff like MS will probably get tested because they have the money to.
Last edited by recyclebin; 11-26-2008 at 04:46 PM.
11-21-2008, 09:39 AM
#22
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refer to post #10
Also Ive seen the CFD of the RX8 and there is an enormous high pressure zone at the front grill because it is blocked off, Most aftermarket kit resolve this pressure zone by extending the front cross section of the car forward about 10mm + and having a larger front opening thus reducing the front bounary layers that cause increased unstability, and create a smoother transition to the hoods boundary layers causing them to be extended further rearward along the length of the hood. Thus creating a better slipstream and less seperation layers along the roof of the car,,, Now wether these companies do this intentially or just happens by circumstance through an aestheticallly pleasing bumper to look at is what is at debate here. Most designers are aware of these basic principals of aerodynamics and in a vehicles case what is known as downforce, but may not have the sufficient resources to carry out true testing....
Also Ive seen the CFD of the RX8 and there is an enormous high pressure zone at the front grill because it is blocked off, Most aftermarket kit resolve this pressure zone by extending the front cross section of the car forward about 10mm + and having a larger front opening thus reducing the front bounary layers that cause increased unstability, and create a smoother transition to the hoods boundary layers causing them to be extended further rearward along the length of the hood. Thus creating a better slipstream and less seperation layers along the roof of the car,,, Now wether these companies do this intentially or just happens by circumstance through an aestheticallly pleasing bumper to look at is what is at debate here. Most designers are aware of these basic principals of aerodynamics and in a vehicles case what is known as downforce, but may not have the sufficient resources to carry out true testing....
11-21-2008, 09:48 AM
#23
A replacement front can force the air to move over the top of the car instead of underneath. The underside of the car is rough with the suspension pieces, frame parts & exhaust pipes. This creates turbulence, causes the air to build up and the car to lift at high speeds. Lowering the car will also help to eliminate this problem.
A car is also shaped like an inefficient airplane wing. Reducing flow under the car will reduce the lift from this effect.
When the TT first came out, Audi found that the owners were having a unusually high amount of high speed accidents on the autobahn. They found that the rear end was lifting, causing the car to spin out. Newer TT's now sport a small lip spoiler on the trunk to counter act that. I guess it was a cheaper solution than changing the front body work.
A car is also shaped like an inefficient airplane wing. Reducing flow under the car will reduce the lift from this effect.
When the TT first came out, Audi found that the owners were having a unusually high amount of high speed accidents on the autobahn. They found that the rear end was lifting, causing the car to spin out. Newer TT's now sport a small lip spoiler on the trunk to counter act that. I guess it was a cheaper solution than changing the front body work.
11-21-2008, 09:54 AM
#24
refer to post #10
Also Ive seen the CFD of the RX8 and there is an enormous high pressure zone at the front grill because it is blocked off, Most aftermarket kit resolve this pressure zone by extending the front cross section of the car forward about 10mm + and having a larger front opening thus reducing the front bounary layers that cause increased unstability, and create a smoother transition to the hoods boundary layers causing them to be extended further rearward along the length of the hood. Thus creating a better slipstream and less seperation layers along the roof of the car,,, Now wether these companies do this intentially or just happens by circumstance through an aestheticallly pleasing bumper to look at is what is at debate here. Most designers are aware of these basic principals of aerodynamics and in a vehicles case what is known as downforce, but may not have the sufficient resources to carry out true testing....
Also Ive seen the CFD of the RX8 and there is an enormous high pressure zone at the front grill because it is blocked off, Most aftermarket kit resolve this pressure zone by extending the front cross section of the car forward about 10mm + and having a larger front opening thus reducing the front bounary layers that cause increased unstability, and create a smoother transition to the hoods boundary layers causing them to be extended further rearward along the length of the hood. Thus creating a better slipstream and less seperation layers along the roof of the car,,, Now wether these companies do this intentially or just happens by circumstance through an aestheticallly pleasing bumper to look at is what is at debate here. Most designers are aware of these basic principals of aerodynamics and in a vehicles case what is known as downforce, but may not have the sufficient resources to carry out true testing....
Running a front licence plate on our cars may accually improve aerodynamics.
11-21-2008, 10:23 AM
#25
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Perhaps with the Aftermarket bumpers, indeed, but our cars already have that 'flat zone' buildt into the front grill....
If anyone wants the cheap way to test thier aero go get some colored oils and layout a dot matrix on thier bumper and hood,,, go for a high speed drive with few twisties(aero works in three dimensions and may through results), then go study the streaks
Its not the most controlled environment but then again no one goes driving in wind tunnels either...
If anyone wants the cheap way to test thier aero go get some colored oils and layout a dot matrix on thier bumper and hood,,, go for a high speed drive with few twisties(aero works in three dimensions and may through results), then go study the streaks
Its not the most controlled environment but then again no one goes driving in wind tunnels either...