Crash.Net User: numbers

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July 10, 2009 5:28 PM

F1 » German Grand Prix - Friday free practice (combined times)

@richard...I'll take a guess. They have heat exchangers in both pods, so could be they're sending the HX exhaust out the same body ports as engine exhaust. The high exhaust velocity might draw more flow through the HX's, something like a jet pump. If they need more cooling capacity on one side than the other (additional HX, different sized HX on the left for packaging), the mass flow differs per side. If it does, they would likely size each port cross-section to bring the flows to the same exit velocity. The flow velocity would probably be more important than the mass flow since additional external flow around the body can make up for varying mass flow. Just thinking out loud.


February 02, 2013 6:19 PM

F1 » Loss of wind tunnel not ideal, admits Ferrari

One other question for you, RobG - I believe that a full-scale tunnel is quite expensive to build given equipment cost differences and to operate from a power standpoint, but is it really that significantly more expensive than a 60% scale tunnel? It would seem a majority of the cost is going to be tied up in aquiring the engineers to calibrate / operate / maintain the equipment, run the tests and interpret the data. You'd still need this same technical expertise for a scale tunnel. Sounds from your posts like you might have some experience with these matters.


May 25, 2012 4:44 PM

MotoGP » Aluminium swing-arm among Ducati developments

Rayrock - you just posted on exactly the topic I've been wondering about. Why the material change? I'm not sure I agree with "Period, the end" on this. I'm an engineer as well, and on the surface it seems CF offers significant advantages for this application. That said, I understand the feel argument (different structural stiffness/damping). However, can their performance really be attributed entirely to rider feel, or are they simply not finding advantages for the (likely significant) extra cost while the root(s) of their problems still lie elsewhere? And if they're not realizing advantages, could that be attributed in part to design inexperience with CF for a two-wheeled application?


December 29, 2009 2:53 AM

F1 » Silence is golden for USF1

Per the USGPE blog, one of the Corvid principals is the team's chief aero guy now, so count on them having access to whatever CFD code they want along with lots of experts at relatively little expense. Tunnel time is horribly expensive, and I'd doubt the good folks at Windshear are willing to donate time and engineers to the cause considering motorsports is how they earn their living there in Charlotte. My approach on similar projects has been to do lots of CFD, then spend as little time in the tunnel as you need simply to do a sanity check, as others have mentioned in this thread.


June 12, 2009 11:14 PM

MotoGP » Huge changes put Hayden 'up front and happy'

Thanks for the posts, soops. Question for you...would a geometry change necessarily mean a frame change, or can it be accomplished purely through suspension adjustment? I'm curious what would have taken so long to try this, but if it's a new frame (i.e., radical geometry change) then that would explain it. 'vaho...I've already opened up my bottle of bourbon to celebrate. Just hope nobody here at work notices.


May 06, 2009 5:32 PM

ALMS » LMP1 hybrid ready for debut.

So they let them carry a charge in the batteries for the start? I didn't realize that. As for increasing fuel economy during the race...a longer event like Le Mans should exploit small efficiency gains far better than short events like Grands Prix. The increased economy assumption, however, would seem to be dependent on the overall weight of hybrid being the same as or less than a non-hybrid and the rotational inertia of the drivetrain also being the same as or less. That's a lot more equipment to carry, and electric motors and batteries aren't light. Do non-hybrids carry ballast, or do hybrids get a break somewhere else to let them carry the extra weight?

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