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Old 02-27-2013, 12:53 AM   #61
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Quote:
Originally Posted by ThePass View Post
2,045,070 newton meters.
I believe he said downforce not downtorque.

JFWY.
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Old 02-27-2013, 03:11 AM   #62
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1,432 Leafys then.
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Old 02-27-2013, 10:23 AM   #63
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That about 5.2 hustlers, right?
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Old 02-27-2013, 10:27 AM   #64
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I didnt realize hustler was that obese. I wouldnt think he could even fit in a miata.
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Old 02-27-2013, 02:09 PM   #65
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If you ask him, all the mass comes from muscle.

Some say that the densities of his muscles rival depleted uranium. And that he is listed as a ITAR sensitive weapons system as a result. All we know is, he's called The Hustler.
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Old 02-27-2013, 04:44 PM   #66
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Quote:
Originally Posted by Leafy View Post
I didnt realize hustler was that obese. I wouldnt think he could even fit in a miata.
Its the ego.
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Old 02-28-2013, 06:12 PM   #67
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Old 03-01-2013, 11:52 AM   #68
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Lol. Those two are giving each other the "How YOU doin' " look.
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Old 03-01-2013, 10:29 PM   #69
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Ok let keep on track

Quote:
Originally Posted by mx5autoxer View Post
Good thread. What's the highest downforce Miata we know of right now? Just wondering.
It is hard to tell, do to you would need wind tunnel testing to get definite a answer. Your question is also vague, at what speed 100, 120, 160mph... Higher the speed the more downforce and drag. Even if you know what speed, no one would really have an answer for the downforce numbers
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Old 03-01-2013, 11:13 PM   #70
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The quality of his question is precisely the reason for the quality of the answer he recieved
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Old 03-02-2013, 09:47 AM   #71
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Ok, ok. What I was trying to ask was, which miata has the most time, money, and r&d in; not really physical downforce numbers. The s13 with the huge diffuser designed by the ex McClaren guy is what prompted me to ask. Also, I've never seen a miata at the WTAC so I was wondering if there are some race teams doing legitimate cfd or wind tunnel development. (Disclaimer: I know the WTAC isn't the only show in town and that Emilio and possibly autokonexion do some of this kind of stuff)
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Old 03-02-2013, 09:51 AM   #72
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I have about 40 hours of CFD into my wing. The number I was getting from the CFD put it near the top of the heap for a wing in SSM around the 400lbs @ 60mph range. No idea for the full car because I havent had time to start trying to take one of the existing models of the whole car and convert it into a format I can edit.
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Old 03-02-2013, 05:27 PM   #73
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Adaptronics 13b turbo NA was at WTAC last year.

Dann
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Old 03-02-2013, 05:32 PM   #74
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What would be a ball park price to have custom uprights machined. I bought a gtc-200 local, but has the super short mounts. I used the template ThePass made for his and put it into slid works and made it into a 3D image.

Wouldnt a machinest just need the file to make the data points and put it into a cnc? Or would it be cheaper another way? I can upload the file if anyone is interested in it.
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Old 03-03-2013, 10:40 AM   #75
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i don't think using ThePass's wing mount design will work with the GTC-200. The upper mount for those are different. the front slides into the bottom mount, the back has an area for the turnbuckle to slide in to:
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Old 03-03-2013, 11:14 AM   #76
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Quote:
Originally Posted by Leafy View Post
I have about 40 hours of CFD into my wing. The number I was getting from the CFD put it near the top of the heap for a wing in SSM around the 400lbs @ 60mph range. No idea for the full car because I havent had time to start trying to take one of the existing models of the whole car and convert it into a format I can edit.
What software are you using? Did you do a 3d or 2d analysis?

When I was working on my wing design, I did the 2d analysis in matlab using the pannel method. Now I have connveted my code to octave (free program like matlab). I did the 3d analysis in OpenFOAM. Just curious, what turbulence model did you use?
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Old 03-03-2013, 10:18 PM   #77
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I was using COSMOS because its easier. a good 1/4 of that time I was using the wrong conditions and did mostly 2d stuff. I only used 3d to figure out the end plates. I'm wacking 70 pounds off of what the cfd gave me for the real version not quite being perfect, the wing supports that werent factored in, and the effects of the car. I'm probably being generous. I'm going to be moving to doing analysis in openFOAM once I have time.
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Old 03-03-2013, 11:01 PM   #78
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Quote:
Originally Posted by mx5autoxer View Post
Ok, ok. What I was trying to ask was, which miata has the most time, money, and r&d in; not really physical downforce numbers. The s13 with the huge diffuser designed by the ex McClaren guy is what prompted me to ask. Also, I've never seen a miata at the WTAC so I was wondering if there are some race teams doing legitimate cfd or wind tunnel development. (Disclaimer: I know the WTAC isn't the only show in town and that Emilio and possibly autokonexion do some of this kind of stuff)
Matt Andrews' car is probably in the top 5:
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Old 03-03-2013, 11:05 PM   #79
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Quote:
Originally Posted by Leafy View Post
I was using COSMOS because its easier. a good 1/4 of that time I was using the wrong conditions and did mostly 2d stuff. I only used 3d to figure out the end plates. I'm wacking 70 pounds off of what the cfd gave me for the real version not quite being perfect, the wing supports that werent factored in, and the effects of the car. I'm probably being generous. I'm going to be moving to doing analysis in openFOAM once I have time.
Gotcha. OpenFOAM has a big learning curve. I switched from ansys, and it still took me a while to pick it up. Good luck !
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Old 03-04-2013, 04:43 PM   #80
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I figured Matt's car would be up there. Why is it beneficial to ditch the back glass? I would think that glass would smooth the flow of the air going over the roof, down the glass, and spilling over the rear quarters and under the wing.
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