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#11
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![]() Quote:
Pappy [Only registered and activated users can see links. Click Here To Register...] Edit: I think this link will get to the 62's radiator duct work: [Only registered and activated users can see links. Click Here To Register...] This link will get to the 56's oil cooler duct work: [Only registered and activated users can see links. Click Here To Register...]
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Pappy Last edited by mfain; 10-30-2018 at 09:50 PM.. |
#12
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![]() Jim- Like you noted, my plan is to isolate the wheel wells from everything else and get as much air as possible to exit through the gills. The gills will be dedicated for this and only this airflow. One of my reasonings for this is because assuming I can get the airflow needed, this will make the coolers much more efficient. The fenderwell has "free" high pressure, ambient(ish) temperature air, and if I can manage to control it, I can use smaller coolers, no fans AND rid the car of some drag. FYI the small cooler fans from Setrab are 5lbs each!!
Your Baldwin Motion style gills are probably much better for evacuating air, as are the Ecklers vents, but Im trying to maintain a subtle appearance. I do love the way both of those mods look though... Just not the look Im going for on this car. Another thing worth noting is to somehow employ wheel spats... I believe these help with drawing air out through the spokes (assuming you dont have a tire to fender gap ![]() ![]()
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Chris AutoWorks Middletown NJ @autoworksnj |
#13
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![]() Chris -
Carry those "spats" forward on the wheel arch -- right to the leading edge then to the top of the arch - a set of wheel gurney. They would effectively create a vortex running down each side of the car. but not do much for under hood/wheel well (as I recall) but keeps air from migrating under the car. Sounds like you've a plan coming together. I didn't realize the fans were that heavy - I'd better check mine now. Like Pappy said, wheel rotation really throws the air forward. Somewhere I have a pic - I thought I posted on here once - from a smoke test in a wind tunnel with rolling road. Really eye-opening. Cheers - Jim
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Rebuilder's Zen Saying: One thought leads to another. If these thoughts link into a chain we become bound to the project. This bondage is subtle and remains until we complete the tasks -- or, STOP Thinking! [Only registered and activated users can see links. Click Here To Register...] |
#15
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![]() Vette427sbc
The louvers I cut were 73 and up style. Probably 80 to 90% area increase. The 68 and 69 have a dummy louver you might be able to open. At least that’s what my 68 had. Find photos of the 4takt silver car. Probably the most aero I’ve on a c3. Page 8. [Only registered and activated users can see links. Click Here To Register...] You could also consider the grand sport fix with scoops and/or ext. coolers. ![]() All: Good info. Keep it coming. Last edited by rtj; 11-04-2018 at 01:07 PM.. |
#16
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![]() Quote:
We're on the same page regarding radiator size. I'd like to eventually end up with a smaller/lighter radiator. The reduction in coolant volume/weight in a smaller radiator ought to be measurable. My objective in all this is more front end grip via less weight and less aero lift. I have no realistic expectation of actually getting downforce from any of the mods on my car, and drag reduction is way down on my list. My experience with the car currently is that I've got enough motor and a light enough weight to end up with a vehicle that accelerates well, and has a pretty decent speed coming into the braking zones. I actually appreciate a fair amount of drag to help slow this car down. I've got enough rotor/caliper/pad capacity to reach lockup if intended. What I lack is tire width in the stock fenders. |
#17
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![]() Fender Louvers (Continued)
Found the missing pic(s). This from Katz Race Car Aerodynamics ![]() Katz adds in the explanation of the figure: Quote:
For 69427: Seems like cutting louvers in the fenders would give you less weight AND downforce for the front end grip you want! And this from a wind tunnel study. Note the smoke stream (and fender louvers)! ![]() Somewhere I have a smoke study pic like the Katz figure - but can't find it just now. It would be nice to see the smoke trail lower in the wheel well and show the stream exit through the vertical gap. Oh well, we'll have to trust it works... Cheers - Jim |
#18
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![]() Sorry if I have latched on to this topic like a junkyard dog that just found a fresh bone, but this topic really interests me!
Here is a really integrated approach. Wheel house, cooling, under hood, and under fender pressure reduction. Let me introduce the Maserati MC12: ![]() Sure it looks just like a C3... well, maybe not, ![]() but now, look under the hood: ![]() What a layout! I'm guessing dual radiators in the 2 carbon fiber airboxes, and what a wheel house! I'd really like to see some stream flow or CFD of this setup, and I'll bet they've reduced that internal cooling drag component to just the through flow of the radiator core itself. And, those fans will provide a downforce component. Awesome. I'll go build some carburetors now and be quiet for a bit. Cheers - Jim |
#19
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![]() Quote:
Regarding the drawing above, I've been playing around with a somewhat similar phenomenon (tire rotation causing air rotation in the wheel well). If you use your imagination on the drawing, picture the windshield gone, and that this is the left rear tire (going forward obviously). I riveted in a splitter/plane from the frame to as near the tire as possible, in an effort to catch the air that gets thrown downward from the tire rotation (and hopefully causing a slight downward pressure on the splitter/plane). When time permits I intend to hook up my differential pressure gauge to see if/how-much of a pressure delta is created. I don't expect much, but it is essentially a free/unnoticeable modification. |
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