Convergent evolution.

'shaftsmanship'. Colour me impressed with your phallic terminology.

I wasn't sure if I was gonna sub to this channel before, but seeing that in the end, there was no question anymore. Every good video has at least one badly 'disguised' knob in it. 10/10

@@alkestos it might be because I'm in America and I don't hear it much but I think knob is my favourite slang wourd for a phallus... 🤣...

The faster, harder and longer you want to ram through the air or any fluid the closer you get to the most efficient ramming shape there is...

"my last boss" lol and theyre german, hilarious was his name Dr Strangelove?

@@thedude4795 en.m.wikipedia.org/wiki/Operation_Paperclip#:~:text=Operation%20Paperclip%20was%20a%20secret,Europe%2C%20between%201945%20and%201959.

what an awesome story lol, was it actually von braun or just another of the german minds we stole?

since it was (as i recall) more than 80 german and austrian high profile scientists and engineers back then, probably. Von Braun died in the 70s as i remember 😅 And we just start building inflatable space stations. He would be so bored.

@@NEprimo He never met Von Braun as far as I know

Very cool guerrilla engineering.

After watching the video again and thinking about my experiment with the tubing and furnace draft gauge I remember thinking that if I placed a duct from the high pressure area inside the rear wheelwells(a partially skirted design on my Belvedere not entirely unlike on your Jagla) that exited in the low pressure area at the base of the rear window(again, not unlike your British pile) I might see a usefull decrease in drag. I don't know if there's room in the "trunk" of your Jag to run some 6" flexihose from inside the rear fenders to some lovingly crafted gaping slots at the bottom of the window but there might be an increase in range to be had if those areas have similar static pressure relationships as my old Plymouth. I think you should try it since the Belvedere I have now is too nice to take a sawzall to unless someone else has some success hacking thier car car first. Please advise me of any results from testing you may do. Again, all hail

I thought you might have said the only thing the experiment indicated might be helpful was to slow down to 55 in order to avoid all those speeding tickets!

@@GrantOakes HA! Driving since 1981, 3 speeding tickets, none in a hotrod or other fast car, none since my 40th birthday in 2004. I'm very carefull and very lucky apparantly. That Belvedere could eventually pull .89g, 13sec. 1/4s and 19mpg with a 440(just not at the same time)

@@jonathangehman4005 I had a 64 Belvedere with a 426 wedge, 3.91 gears and could pull 6" wheelies. That was perhaps the fastest car I ever owned.

Thanks, I was worried it was just my sick mind.

@@craigleemehan That, too, of course. But who's counting?

You're new here aren't you..

@calholli who cares

@@danielclaudio5764 He does dick jokes all the time--- that was my point. Thanks for caring.

Good to know! My dumb a$$ would have shown up with a calculator and not a goat for sacrifice. lol

As a senior engineer of a wind tunnel for a major automotive OEM, I can confirm. Since I've been doing this job for 11 years, I'm regularly labeled "aerodynamicist" which is a term I hate. It implies that I know something about aero, but most of my job consists of me saying, "who knows? Let's just test it to find out."

I did take aerodynamics in engineering school. It's remarkable how much of the earlier course work focuses on "these are the general ways that these idealized perfect shapes act in a perfect airflow that has no entropy or flow separation". The later course work is focused on "And this is a simplified view of how the real world makes all of that stuff weird and not as usable as we led you to believe". Even worked for a brief spell at a wind tunnel, where it turns out that even the advanced coursework's simplified real world stuff we learned was only a little bit helpful, especially as you get further from idealized conditions.

Thank you , as an armchair aereodynamicist who just enjoys learning about aircrafts i was always stunned when things i learned where contradicted later on , So ye , i should probably get a real hobby

It's good to know that all fields of engineering have "that one branch" which is all a black art; I still recall when I first started to understand how RF circuits worked in theory and went "Aha!" and then realized that actually building them was a completely different thing...

'Hidden'

@@josephssen Well, the dry sump tank phalli in the Honda are pretty effectively hidden.

One could argue that the LSR car itself is one giant phallus 😆

Very cool - I didn't know that!

@@meatcreap wooosh

They say some people are innately qualified to be employed as the measuring device instead of the bell. Unfortunately for them, it seems to coincide with having not exactly stellar character traits.

I have a bell on my motorcycle but it's to ward off road gremlins, nothing to do with aero.

@@__Razer this is a joke bellend is a insult

Surface tension in hydrodynamics is very different than the surface tension in aerodynamics... Well, different probably isn't the right word but the forces are vastly different in strength.

The same interaction between hull and water is interesting in that the object is to reduce the wetted area of the hull to reduce friction . On powerboats air is ducted in from the chines located at the steps to induce a carpet of bubbles that the wetted surface is in contact with . On sail boats where regs do not permit such devices , the introduction of a rough surface creates microbubbles of air which unstick the wetted area . On WLSRs you are actually trying to make the boat fly but keep contact with the water . Compared to air ,water is a high viscosity fluid which causes plenty drag . Renato "Sonny" Levi was the first to recognise this creating the Levi Delta common in most planing hulls sometimes combined with a conical form to create the ' conical delta' hulls . In an inlet port with a mixture of fuel and air a polished finish produces poorer flow and less bhp than a port finished with 60 grit cones to maintain good turbulence by mini vortices and attachment to port walls . Its good to polish the exhaust as a) the exhaust gas is forced out and b) it delays build up of fouling .

Although the fluid difference is very significant, the same effect does occur in air. I think it is worth examining whether laminar or turbulent flow is idea for different areas of the body.

That's the reason why you don't polish the intake/s of your engine.

Comparing water and air is closer than it would appear when the velocities are high. Air gets VERY hard to push through and if you start to apply serious power to something it's going to heat up. Wonder if a pressurized boundary layer type skin wouldn't help with the friction losses. Maybe only need the pressurized (or even suction) panels here and there to really clean up the profile.

Economist humor might be rarer....until you know that most of the field is performance art.

@@jimiverson3085 Economics is really just Philosophy vs Religion.

Are you watching this from the future?

Yeah.. only adult humor.

I dont know. The is a well educated idiot, painfully boring to listen to. But that would be your wavelength.

@@calholli Wasn't the concept of adulthood as we understand in current culture just a social construct?

Hell yeah, dad jokes all the way 😂

It's like having your highschool diploma and you feel like you know how everything works. Then college happens and every day you learn something new, you start to understand how little you actually know.

Yes, but it is particularly applicable where the field is real, not artificially defined. We don't fully understand how the real world (including aerodynamics) works, but we created cyber security, so it is fundamentally more understandable to us.

In retail, we call it under-promise and over-deliver. lol

AI is easy, all you have to do is programme something vastly more intelligent than you, that understands what you want it to do implicitly, and is aware of all the moral/social/financial constraints that you find relevant and wish it to adhere to... Simple, what could possibly go wrong?

You say that with a high level of confidence….

beyond simple geometric shapes, the math quickly devolves into "well, let's have a computer handle this part", but you gotta know what you're doing, otherwise it's going to always be 'garbage in, garbage out'

That's like learning everything there is to know about a woman without touching her.

@@calholli For some women, I think thats preferable.

What about internal aerodynamics?

But he didn't even touch on what happens when you approach and surpass the speed of sound. Don't tell me that doesn't make you curious.

It’s the fastest shape. Mine can go from 0 to 100 back to 0 in just a few seconds.

Size does matter in aerodynamics.

@@calholli Size always matters, my friend.

Same

That's me too. This guy is intelligent but not outwardly full of himself. He knows that he doesn't know everything and so keeps an open mind about new info. He takes that info and tests it, not just explaining a gut feeling.

Me top, great humour

Same!

Nice prank bro.. it's only his future we're talking about

I love you. J.s. such complexity to enjoy there.

I think something at the back of the roof made to look like one of those old sunshades people would fit above windscreens could work.

@@Jonathan_Doe_ . Possibly better than my idea but far more obvious and probably a lot uglier in the execution.

@@Jonathan_Doe_ Why am I now thinking about the Ford Sierra Cosworth. That I recall had a subtle extension at the back of the roof.

@@XenonJohnD Very subtle, and it also doubled as a handy ironing board.

Didn't even read the title before clicking, I have time to do that while the ads play

Part of the issue is you're not just adding aero drag, you're almost certainly adding weight, and adding it as rotating mass. If your wheels weigh an extra 10 pounds, you're literally adding a 10 pound flywheel you have to spin up every time you accelerate.

@@5thearth I was maintaining a constant speed 95% of the trips, I would say the weight added to it, but it wasn’t from accelerating, just the added rotating mass sucked up some power, but the big rollers under the car definitely made a aero difference too. It went from 245mm with to 305mm in the back

I remember a high school co2 car competition over 20m where someone by accident designed something like this. It was very much not aerodynamic, like you would look at it and go, yep, not aerodynamic. It was super boxy, rough, full of random pits, protrusions, etc... part of the "aesthetic". However, at high speed all of that stuff introduced a bubble that dramatically, and I mean dramatically reduced drag. It was shocking. The thing would always, and I mean always win. By several car lengths most of the time. Making a design like was suggested in the video couldn't beat it. Beating it took replicating the design and then smoothing as much stuff out as you could without disturbing that bubble. Only then would that car get beaten, though not by much. Aerodynamics is quite complicated for sure. You change something which should work according to the principle behind it only for it to create MORE drag.

Sounds like a Klein-Fogelman airfoil.

Ram air doesn’t work. High speed air has no pressure and it doesnt feed any engine or cooling system well. Ram air looks cool. Thats all!

@@tinolino58 tell that to F1 teams during the NA era. You have to shape the internal volume properly, but you can get more mass into the engine with it done properly. But they have much different drag/downforce priorities, so what remains to be seen is if the drag tradeoff is worth it on an LSR car.

@@jsquared1013 in airplanes we build a difusor to regsin airpresure and slow down turbulence

when modern data and simulation discount it tho... maybe it's time to move on ;)

@@MogR91 sure, once it's proven and published.

The Russians had the Mig-25.. turns out brute force has a seat at the table.

@@calholli lol, good point. The flip side of the "reduce drag" coin is moar powah!

@@383mazda It's true--- but that's only true to a point though, because that battle becomes exponential; after a certain speed, it takes twice the power just to go 2% faster, and then twice the power again, just to go 1% faster. At certain speeds, drag bursts you into flames-- think of a meteor coming into the atmosphere at 39k MPH. Drag ultimately wins the battle against power increase. lol..

It would be different from a cooling duct because the engine would be actively pumping air, rather than adding restriction like a heat exchanger. I’ll have the exhaust going out the back.

While pressurized cabin would possibly ‘fan’ the flames rearward, adding oxygen via fresh air source will make any open flame hotter and more destructive.

@@SuperfastMatt So you'll purposfully make the opening small enough so the air is sucked faster than it's ramed? you don't want any reverse flow there i'd asume... also the engine intake will create pressure waves possibly screwing it all up... argh too many variables, just test it and tell us thanks :D

@@SuperfastMatt why not duct the high pressure nose directly to the tail? Or feed it into an airpump driven off driveline PTO? All clean air of course. Exhaust is best thrusting out the rear

@@SuperfastMatt There are papers suggesting that using the exhaust for slot-blowing might usefully reduce skin drag... is that type of thing allowed on your car? Formula 1 had those blown diffusers for a while that relied on a similar idea. Awesome videos, thanks!

A gm mass airflow sensor could do both of those things.

@@k20nutz assuming the engine doesn’t already have one of its own

lol. let's invent EFI

@@Ritefita the engine may already have efi. I don’t know what he’s using other than that it’s a Honda motor bike engine

@@pchris I'm sorry if I'm rude. This is the simplest question of all. - any modern engine has basic sensor that solves everything you worried (older measured pressure, now - mass or booth). - any old engine solves everything by having carburator. - any racer modifies the firmware. so it's too basic to talk about))) btw, Matt modified Tesla

I tried searching for "Doing More With Less" by Paul Ciot, but can't find anything . Do you have an ISDN for it or a publisher ?

@@farnarkleboy it is 'More With Less'

@@farnarkleboy My apologies, I tried a couple of times to reply to your comment but they were getting removed. I edited my original post. Maybe this will work.

@@p.t.anderson1593 Thanks , got it , much appreciated

I've always wondered this too.

You ever seen a racing shark?

@@sexyfacenation those are the ones with the stripes down the middle

Oh yeah, the fan showdown is a fantastic show!

was it crying

That's why he has the valves. He doesn't need to ram it when it is really wet. And yes, I picked up on that too.

I think temperature is more of an influence to the shape of the object than moisture

I made a car like this and it keeps being floppy or changes sizes. Good aerodynamics 1/10 comfort

Yet a1984 GL1200 Goldwing with fairing trunk and saddle bags can do 115mph. The three extra cylinders help. HP torque and gearing help

@@craigwiess1656 Yes. The take-away is motorcycles have seemingly absurd power/weight ratios because they need them.

Motorcycle aero design is a pain in the ass, the wheels are proportionatly much bigger and rotating whels are hard to analyse, you have to acount for the position of the rider and lugage and you need someting that's much more stable than a car (undesrtandig instabilitys and variable flow direction as in a curve is realy dificult). I think that that'sthe reason they intruduced aero devices in moto gp just recently

@@dnlvrl8832 on my Goldwing there is a big difference just from taking the trunk off. Over 80mph with the trunk on you can feel the turbulence. At 115 it's scary. Without the trunk it's more stable and can hit 120mph. Found a shorter than stock windscreen, about 4 inches, makes a difference if you tuck in behind it at higher speeds.