Outline · [ Standard ] · Linear+ Noul Logan Renault eco2, cu 3,8% consum

Pe partea centrala este la nivel, dar pe laterale este mai joasa cu cativa cm decat carenajele. Poza nu este destul de edificatoare. In #529 se vede ceva, desi acolo are rotile suspendate. This post has been edited by IRONICK: 23 May 2012, 21:53

Pe partea centrala este la nivel, dar pe laterale este mai joasa cu cativa cm decat carenajele. Poza nu este destul de edificatoare. In #529 se vede ceva, desi acolo are rotile suspendate.

This post has been edited by IRONICK: 23 May 2012, 21:53

Renault Alpine A110-50 & Carlos Tavares @ Monaco F1GP

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Si unde este aerodinamica la masina asta? Ca in afara de design nu este nimic de ea.

30 May 2012, 13:35:
Toyota GT 86

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This post has been edited by IRONICK: 30 May 2012, 12:35

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Carenaj ("difuzor") sub portbagaj cu patru aripioare.

This post has been edited by IRONICK: 5 Jun 2012, 16:45

Cadillac_ATS_2013

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Aerodinamica la masini:

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http://media.daimler.com/dcmedia/0-921-145...-0-0-0-0-0.html

With a drag coefficient (Cd) value of 0.27, the aerodynamic experts at Mercedes-Benz succeeded in creating another masterpiece with the A-Class. And the A 180 BlueEFFICIENCY Edition due to follow later is even able to exceed this record for hatchback vehicles: thanks to a number of aerodynamic enhancements, this beacon of efficiency achieves a Cd value of 0.26.

Countless flow simulation studies on the computer and a great deal of fine tuning in the wind tunnel resulted in a clear goal: to enhance the basic shape of the A-Class design further, with a view to achieving an exceptional drag coefficient. This is no easy task, particularly for a hatchback model with a short rear overhang. But an improvement in the Cd value of just one hundredth will reduce fuel consumption by one tenth of a litre per 100 km when driving on the motorway at approx. 120 km/h. Based on NEDC figures, this corresponds to a CO2 reduction of one gram per kilometre. With a Cd value of 0.27 and a frontal area of 2.20 m2, the drag area (CdA) is less than 0.6 m2 – a benchmark figure for hatchback vehicles in this segment.

The detailed work behind this development is highlighted by the following examples:

- The distinctive side spoilers next to the rear window ("finlets") help to create a run-on design which significantly reduces the disruptive longitudinal vortices generated at the D-pillars.

- Flow losses at the front wheel arches have been reduced substantially with the aid of patented serrated wheel spoilers at front and rear, slots in the wheel arches and optimised hub caps. These measures result in improved wind flow around the wheel arches.

- The A-Class has an adjustable radiator shutter, already familiar in larger model series. The louvres behind the radiator grille are for the most part closed when there is no specific need for cooling air.

- The underbody has also been aerodynamically enhanced: the main floor panel features extensive cladding up to the rear wheel arch, followed by additional cladding of the rear axle. The rear silencer has also undergone aerodynamic optimisation.

- The new A-Class features exterior mirrors which have been optimised in terms of a number of details and already proven their excellent aerodynamic properties in large model series such as the S, E and C-Class, and also the B-Class. The position of the exterior mirror is adjusted in respect of the A-pillar in such a way that the airflow is directed along the side window without any significant interference or disruption.

The exterior mirrors and the low stepped height of the A-pillars reflect the fact that the work conducted in the wind tunnel was not just about optimising the flow conditions, but also about minimising wind noise. And in addition to aerodynamics and aeroacoustics, there is often another discipline to consider: in terms of water management too, the flow around the exterior mirrors and the A-pillars also has to be optimised in the wind tunnel in order to guarantee good visibility is maintained towards the rear and at the sides during wet weather.

More than with previous model series, in the case of the A-Class the aerodynamics experts at Mercedes-Benz made particular use of flow simulation (CFD, Computational Fluid Dynamics): each component was first improved over several cycles using flow simulation before having its aerodynamic properties put to the test in the wind tunnel.

Digital flow simulation is based on so-called finite volumes as a mathematical model. A volume net is formed from around 60 million hexahedrons, or cubes, and is based around the CAD data of the new A-Class. This enables the driving cycle to be simulated over a free area in a large virtual wind tunnel. The Mercedes engineers generate the airflow using a predetermined turbulence level.

Setting new standards in terms of Cd value and consumption: BlueEFFICIENCY Edition
Due to follow later is the A 180 CDI BlueEFFICIENCY Edition boasting even better consumption levels. It is among the most efficient vehicles of its class: thanks to a series of additional aerodynamic optimisation measures, it has been possible to reduce its Cd value from 0.27 (standard model) to 0.26.

These measures include:

- partially covering the upper part of the radiator grille

- aerodynamically shaped spring link coverings to improve the underbody airflow at the rear axle

- lowering of the suspension by 15 mm

This post has been edited by IRONICK: 13 Jul 2012, 22:32

CFD analysis of a Saab 9-3

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This post has been edited by IRONICK: 5 Aug 2012, 22:29

Buburuza are un Cx mult mai mic (0,35 faţă de 0,42 la Duster) la o formă oarecum similară…Nu iau în calcul suprafaţa (2,0 m² faţă de 2,42 m²).

Sursa

Buburuza are un Cx mult mai mic (0,35 faţă de 0,42 la Duster) la o formă oarecum similară…Nu iau în calcul suprafaţa (2,0 m² faţă de 2,42 m²).

Dar liftul negativ nu il iei in calcul?

La cum arată pe dedesubt, câteodată mă mir cum am trecut iarna ca neb1'…

LE: A fost plimbat prin nămeţi peste garda la sol, ceea ce nu făceam cu berlina…Poate că spoiler-ul faţă şi scutul motor mai presează zăpada, însă jumătatea spate are destule „puncte de ancorare”…

This post has been edited by Squirrel: 10 Aug 2012, 09:31

Chiar ma mir cum a reusit lumea sa se descurce iarna pana a aparut Dusterul.

"A aparut SUV-ul Duster de la Dacia si in Germania.
…Intr-un showroom doi nemti priveau jeep-ul.
Unul ii spune celuilalt…
- Romanii astia ….ar face ORICE doar sa nu-si repare drumurile…!!!! "

Iarna trecuta oamenii nici nu au iesit din casa ... au dat si al TV.

Bancu' asta e aparut inainte sa iasa prafsteru...

Apropo de aerodinamica:

Oare unde am mai văzut inserţiile de crom pe nervurile de la masca faţă ?
A se remarca forma braţelor ştergătoarelor de parbriz !

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Clio 4

Mazda 6 Sedan

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9 Oct 2012, 10:45:
aero la mcv

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9 Oct 2012, 10:50:


This post has been edited by IRONICK: 9 Oct 2012, 09:50

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Modificări Eco la noile generaţii Logan, respectiv Sandero ?
Oare s-o fi îmbunătăţit Cx-ul ?

Am citit tot topicul si vad ca nu a gasit nimeni o metoda buna si sigura de a monta deflectoarele originale dacia. Eu am ph2 din 2009 si as vrea sa imi montez deflectoarele de la rotile din spate. Oare merg lipite doua tije filetate cu bison epoxy metal sau ceva asemanator pe interiorul aripii? Prelungirea aceea pentru bara se monteaza usor dar deflectoarele de la rezervor si roti trebuiesc prinse cumva si nu m-as apuca sa sudez, cu toate ca asta ar fi ce-a mai buna solutie.

"Tijele alea filetate" chiar nu au legatura cu deflectorul de pe spoiler, ci cu deflectoartele de la roti.

Ele se pot monta oricand, se numesc nituri etanse (6.4mm) si se prind cu cleste de nit "doua maini". Dupa prinderea lor se da cu impresie fosfatanta si nu mai este nici o problema cu apa.

Referitor la lipitura, sunt convins ca exista cineva acolo care totusi se pricepe si ii da prin cap ca se pot prinde cu o platbanda de surubul de la punte ...

a zis ironick cum se face

Pai s-au specificat niste nituri filetate, doar ca sunt foarte scumpe la reprezentanta si nu se gasesc decat pe la ei.

Atunci alege solutia 2, cea pe care am adoptat-o si eu.

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super calumea inchisa , ce brand este

honda insight
a fost un fel de demo car in care au imbunatatit aeordinamica, au schimbat diverse componente cu unele facute din CFRP

http://green.autoblog.com/2012/08/06/2013-...e-review-video/



The aero tweaks give the RAV4 EV a cD of .30, which Toyota points out is more like a sedan than your average CUV.

All of the exterior's zero-emission chrome doesn't hide the fact that this is still a RAV4, it's just that this is a significantly more aerodynamic RAV4. Those mirrors, for example, are styled after the Camry that's sold in Korea and reduce the coefficient of drag by 1.1 percent. The rear spoiler? A 2.5-percent improvement. The smoother underbody, which is possible thanks to there being a battery there instead of a lot of mufflers and whatnot? An 8.2-percent improvement. All together, the aero tweaks give the RAV4 EV a cD of .30, which Toyota points out is more like a sedan than your average CUV. When asked why these sorts of little improvements were not added to the gas-burning RAV4, Toyota's Sheldon Brown, the executive program manager in the TTC's PDO department, said that it's not so simple. The underbody panels, for example, didn't need to be designed to deal with a hot exhaust pipe and so you can't just use the same plastic and shape on the ICE RAV4. The mirrors and rear spoilers, though? Those seem easy enough to use no matter what the powertrain, so we'll keep our eyes open when the new model appears.

This post has been edited by IRONICK: 27 Nov 2012, 10:31

IRONICK....dormi?

n-am vazut poze cu deflectoarele rotilor fata care le-ai bricolat...te duci sa le pozezi?
ma gandeam sa bricolez si eu dar vreau o forma, o dimensiune...
ca sa nu mai zic ca vreau si ce e in #337...