Mike said he plans to deck the block to compensate.

 

Sorry, I didn't word that properly. I meant how would you expect the change in quench to affect things, not if it would change the quench.

 

John had trouble routing the brake lines around our ductwork. So he drilled and tapped new 1/8npt ports into the Superlites for the lines. Our ducts are 3" straight from nose to caliper with just one shallow bend behind the shock. On the Dyno, you can feel the breeze coming out the wheels from the fan stuffed into the rad intake. Cool, literally.

 

Hmm, I've run 29-31psi (hitting at 4400) on a few miata's now with stock hg and literally running allofit without failure.

But I'll be watching for your feedback regarding the cometic

 

 

Decided to add some additional elements to the ends of the splitter. Bullet's spliter had a higher degree of convergence between the air dam and huge end plates. Vegas end plates being curved along with the air dam being flared meant we lost some of that "choke point" we had on Bullet.
I felt like that air mass would just shoot through the gap over the back of the splitter without doing much. Low drag but a waste of all that surface area. So we came up with something we could quickly and easily fab using the (lack of) fab tools we have here. The Gurney on the trailing edge of the splitter will help keep flow attached on the underside of the wing element.

The throat under the element is slightly convergent then slightly diverges near the exit. How did I come up with dimensions for everything? Calculated guesses, some packaging and structural constraints.

The curved outer plates are intended to be optimized for turning. At high yaw rates the airflow will impinge on more of the element at a more homogenous pressure delta. When the car is going straight, there will be some separation at the leading edge of the plates. When the car is moving straight ahead, the air mass is moving laterally with good velocity. Because of that vector our curved end plate still works going straight. We probably won't have time to do string or DIY flow-viz tests.

By my back-of-the-napkin math we have around 75% more surface area with the new splitter and triple element wing. I also think our L/D ratio will improve so we should pay minimal penalty for that additional surface area. That doesn't factor in the flat bottom or diffuser, which would give us something like 200% more area. That's many percents of moar.

Hey Ryan, are these dive planes or wing elements?

 

Very cool. Exciting to see real world significant effort motorsports happening with the NB platform. I'm fascinated to see how these elements pan out. I like all the F1 aero explanations, but only part of that carries over here since the car isn't open wheel and vortex generation to reduce the drag of the rear wheels isn't a consideration. Or, at least, not a major consideration? I don't actually know how much of the tire surface area is exposed.

Also, I've been out of the thread a couple of weeks, I saw the humor. Then I kept reading and discovered there was drama. I feel like individuals who are known and recognized as heavyweight contributors of real world experience can question other individuals as to their experience and their credibility when they have no established baseline on this board. And honestly, guys, this is MT.net, and the M in that does not stand for meek nor for milk toast. There was nothing to apologize for in that interaction. My .02.

 

Yup. Part of the challenge of DIY aero when you aren't constrained by rules is looking for best known practices.. because there aren't many. WEC and F1 are very tightly constrained so engineers come up with workarounds or add mandated features for safety. Fender vents are a good example. What is most efficient is not what WEC are allowed to run. Instead they have size, shape and location mandated to reduce blowovers. So we have to go back to the text books and just focus on pressure gradients and differentials. WTAC is one good source but the budgets there are relatively small so it's still just a few engineers hunting in the dark with some CFD time. Not leagues of aero departments doing no-stop iterative real world testing backed up by constant tweaking of CD models.

So yeah, the winglet things are my best guess. We purposely built the structure to allow us to cut down the fences and winglet if we find the structures aren't working. I would love to be in a business that allows me time, facilities and resources to spend a few hundreds hours a year validating different things. Even WTAC basically validate in CFD, build it, test once briefly to see if it falls off then ship it to Sydney. One shot per year, not dozens like WEC and F1.

 

18PSI . Ive also been running 1.6 bar on the gt3076 on a noname stock type headgasket and using ARP studs for 8 years on this engine with no mechanical issues, last years i have been running 1.8 bar boost on 1-4th gear and 2 bar boost in 5th gear for both track use, street use and dragrace use. i have had zero issues over the last decade at over 400whp using a stock headgasket. Ive broken pretty much everything else (read drivetrain) but never a headgasket

But.. we dont have E85 here so i have less timing in mine.

If i blew a stock HG id probably consider upgrading it too, but im not pulling this one out until it breaks when its lasted for a decade at high boost

Emilio : Aero looks good. really cool seeing someone pushing the known limits of aero on the miata a bit

 

Work in progress

 

First shakedown at ACS today, many issues. S1 aero for the test just to keep things simple. Sorting through things just making runs up and down and empty area of the side lot when the rear freeze plug sprung a leak. Bell housing pissing coolant. We have never lost a freeze plug before.
Suspect maybe we pushed it part way out when we lost the HG last week. Dunno. Back at shop, dropping trans now. Dyno tomorrow (Monday) another track shakedown at Streets of Willow on Tuesday. One day back at the shop Wednesday then straight to Buttonwillow for Super Lap Battle Thursday-Friday.
Many hopes and all of the dreams.

 

Test, break, fix, repeat.

Aero is nearly finalized. Engine package is mostly finalized.
Half the gang is at Streets for shakedown today, I am mounting up a pile of Sticker 275 Hoosiers at the shop, Alex is shipping your Xidas.

Full aero, 1800/900 springs, APR Triple wing, Quaife QBE60G.

 

 

My god. You are doing beautiful things. Whats wet weight with all the aero additions looking like?

 

RenderosRacing met us at the track this morning with some of the latest paintwork, endplates for the APR Triple being the main attraction. Ours is 78" wide.

 

 

It gets better...

 

What is the modulus of the aero kit?

 

High.

 

Is that a car or an ekranoplan?

--Ian