Welcome to KYLE.ENGINEERS! Kyle is an ex-F1, PhD professional aerodynamicist, race car consultant, and an amateur racer. In his spare time he makes videos about cars, which is what this channel is all about!
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| 5000 Subs - 14th July 2015 | | 7000 Subs - 7th December 2015 | | 10000 Subs - 21st June 2016 | | 15000 Subs - 14th November 2016 | | 20000 Subs - 5th March 2017 | | 40000 Subs - 30th August 2017 | | Working at Mercedes F1 | | 100000 Subs - 7th December 2020 | | 200000 Subs - ???? |
Adrian Newey is actually a very good aerodynamicist. But he was kicked out of F1 design. So this year Red Bull's car is no longer a monopoly. At the same time, ground effect is a way to apply aerodynamics. It only takes 1-2 years. Aerodynamic experts can find the corresponding direction. This kind of exaggerated super sports car, maybe only on the track, I will believe what Red Bull says. But I doubt they will make a real car.
Could a fan be more cigar shaped and sit in the core of the diffuser void? That could blow it, especially when the car is at low speed. A compressor style multi prop fan? A longerslack pitch prop? Open or closer? Slow speed is where time can be made on F1 cars. They struggle for mechanical grip and don't have a lot of downforce to play with. If a good part part of the 1700 kg could be created at 100 kph or so, that would sovle seconds won to F1.
I still want a specialist like Kyle look into a an unsprung aero floor. It's directly mounted to the uprights, or is in two parts loading for instance the rear upright and a point far forward and vice versa. This is downforce that hits the tyres but doesn't load the suspension of the bulk of the weight. How much of the DF can be sent directly into the uprights, and how efficient can the whole car be? Can the downforce and rag be dialed out for straight lines and cruising?
Well, this car would have more engine hp and the hybrid deployment would be unlimited and slightly stronger than F1. Going hybrid, I wonder whether they threw in an F1 MGU-H to fill the battery up when the engine is putting out serious power and exhaust flow. That could (help) make the 200 hp hybrid effectively available at all time around the lap.
I’m more interested in the engine after hearing the power they’re talking about from a NA V10 with only 4.5 liters of displacement. Cosworth is on a roll lately designing some incredible engines for some amazing cars.
maybe the performance gain that could make it’s lap time near a f1 car is from the closed cockpit design, but I don’t really know if the open cockpit f1 cars cause a lot of performance. Also it has a decent bit more power than f1 cars.
I was wondering how they generate a lot of downforce with the diffuser. Because the expansion ratio does not look all that large. While the exit of the diffuser is massive the smallest area does not seem very small which makes me curious about how the generate all of that downforce.
Must be mentioned that Newey said in TG interview that this is not a final design, the actual car will be slightly smaller and more technical in details than this iterative mockup
Imagine following the RB17 at full tilt on Silverstone as you navigate thru Maggots and Becketts. So much dirty air being generated by this design, you probably can't follow too closely!
Thank you so much for taking the time to do an analysis’s for us! It makes my day every time I see a new video from you! Especially on this magnificent machine.
This is still an iterative mockup and not an actual final car, Newey said in Top Gear interview that the final car will be a bit different and slightly smaller
I really wonder, and I say this as an aerodynamicist, if you believe these things that you explain here in the video. The amount of interference and interactions are hardly visible even in a wind tunnel. Most of these characteristics are aesthetic, find out 😂😂😂
Since this type of modeling requires accuracy and streamlined polygons (no empty faces or overlapping faces), I think it is a bit difficult for aerodynamic experts. This often requires professional engineering modeling engineers to complete. The most accurate way to do engineering modeling is to obtain its design drawings. These design drawings are usually commercial secrets. When replicating the appearance, the data will actually be slightly deviated. But it can indeed be used for demonstration.
Something i do wonder (I'm by no means experienced in aero, mostly know some basics) but how come in cars like this they always try to make the aero more smooth. The aero on the RB17 is very smooth and doesnt have kicks and vortex generators like F1 cars do for example. Is it purely not needed to generate downforce and to not increase drag, or is it cost dependant or way harder to simply develop and balance?
Aero doesn't have to be increasingly complicated to be effective. F1 cars are working within hard constraints of the rulebook and the simple fact of having open wheels.
@@StellarGale I do know that aero can be simple and very effective like with these cars. But i've also wondered why not make them more complicated, it's a way to probably add a shitton of downforce. I've always assmued cost, and it's much harder to develop and get it balanced and such. But then again i'm no expert so
I don't really understand the motivation for producing such cars. Are they ultimately just play toys/collectables for the ultra wealthy? The US produced the insanely fast SR-71 decades ago because it served a national security interest. Similarly, do these Insanely fast cars serve a practical purpose? Or like great art, do they speak to the gloriously creative human spirit?
Could the lap times be helped by the extra efficiency? i.e. more energy available to deploy more often from the electrical systems versus the F1 car, which is a 45° flat plate in a free stream when compared to this car
around 23:00 I wonder if those stagnation points (weird centre treatment, and behind the tyres) are kind of intentionally sandwiched in there to increase the differential from the inside of the diffuser to the outside. It might well just be a set of styling compromises from making that bridge/beamwing thing a styling element, but looking at how the expansion progresses in the diffuser, and the way he/they want to run the front wing in terms of the overall wake of the car, and then the fact that you've kind of siphoned off all the high energy air off the top of the diffuser with all those slots, perhaps those little stagnations are decently well handled by a foot or two downstream.
The two main virtues of that car to me are that Adrian designed it and you talked about it. So great a compromise in favor of performance is not something I long to own, fascinating and remarkable as it certainly is.
Easily one of the most beautiful cars I've ever seen, thanks for the aero breakdown. I also remembered Newey mentioning this was a design freeze from last september, and the how the current iteration is already well out of date. Can't wait to see the final thing
