Sorry for the delay between videos, I am working on some super special projects that I'm sure you'll love once they are done - it just takes time unfortunately! I'll be at WTAC in two weeks so if you see me there don't be afraid to say hi!
A little off topic, but have you done any work on aero impact of the fake vents on the A90 Supra and the newest GT86? Is it possible to use those spaces for something useful? I know it’s been done for some of them but it seems they’d cause some aero inefficiency at least.
You should do an aero analysis of the superlite slc and the ultima kit car. And compare it to some like production vehicles. The size difference should be an interesting thing to look at.
It would be very interesting to revisit the WRC aero (and suspension) which allows those cars jump, fly and earth so leveled, smoothly and so long. Difference with any recent rally car and old or amateur ones that get trown away when the rear hits the bump and mostly fall with the front down and max out the suspension travel, underbody etc... wrc just go as if a Citroën magic hydractiva worked aerodynamics and suspension...
17:35 I know one of the European regulations that prevent having a rear wing hanging beyond the rear bumper on a road car, hence why the road-going version of the Mclaren Senna, older model GT3RS, and some Koenigsegg models have that weird-looking rear wings. But after Porsche revealed its 992 GT3RS I'm not sure whether the regulation is still present or not
To answer a couple of questions you had, and to clarify about the Agil: the AWD system is indeed electric-only up front, and the Agil while by *default* has RWD it is available with the AWD system as well.
The Agil seems to be road legal as well (?) so the reason the wing doesn't stick out from the back is because of homologation. It's really hard to find a way to get it passed the body of the car due to the homologation rules.
Could the lack of cooling exit in the hood be due to the air intake on the roof? Is there any validity to avoiding hot air feeding intake or is there enough mixing of air that it’s not a significant affect in IAT?
Hi Kyle, I have probably a very unusual question: Would it be possible to shape aerodynamic surfaces and features around a balcony in a way to protect the occupants from unpleasant wind, while still maintaining a nice view? And if so... do you think that could be a viable option? I want to avoid putting glass because whats the point of having a balcony if you just look through a window after all :D
Perhaps the large center grill at the rear diffuser area is in fact a rear mounted radiator. When you show the image of the full tub, you can see the opening in the central front suggesting the flow through the middle possibility you highlighted. Given it was relatively small, it's possible using the high static pressure front to lead into that, followed by the central duct / backbone into perhaps a bit of an airbox just before a rear mounted cooler such that you can convert the velocity into higher pressure just before the cooler, then obviously the great low pressure area in the back. There would be some duct losses in the middle but overall would make better use of the pressure differential allowing for a smaller radiator than would be needed than conventional. Same theory as the Britton V1000 ducted rear mounted radiator allowing a ram air inlet to a smaller cooler at the rear. A good drag and weight trade off (but reduced diffuser volume)
Keep in mind with road vehicles that there may be some laws governing where a manufacturer can and can't put a wing due to pedestrian safety in the locations Zenvo is attempting to sell the car. It's the same reason you have to put your headlights and crash structures at certain heights which limits where you can put aero devices. This car must be road legal, and some compromises must be made for durability, accessibility, and legal reasons so you don't get sued. It's not all the stylists' fault. x3
I'm very curious how they're going to make the claimed weight of 1300kg. 200kg less than their present flagship TSR-S, while adding 4 cylinders and a 600 hp 3-motor hybrid system. 100kg lighter than Koenigsegg Jesko which is similar structurally, but has a smaller V8, very special light gearbox and no hybrid at all. Same weight as Aston Martin Valkyrie ended up at (while 200kgmore than claimed of course). AMG One added 400-500kg between taking deposits and being put together from carbon fibre and existing F1 parts. Lotus Eletre in the last year between taking deposits to making deliveries added 500-600kg. Rimac Nevera added 300+ kg. This Zenvo seems to be VERY MUCH on modern performance car sales culture, UNLESS it's going to be so well made, it does make Valkyrie and Jesko seem like half arsed efforts from 2nd rank engineering teams.
I was very surprised to see the claimed weight too given the drivetrain it's using. Not to discredit the Zenvo engineers, but I can't see them making this thing weigh less than the already supremely engineered Jesko with all the extras they've added to it.
@@Tommmmmmmmmmmm Jesko gained a bit of weight over Regera RS but that is explained by the cooling the extra 240 hp demands, I guess. Maybe some active aero and more elaborate aero bits. Some thing's got to give. Very critical lightweighting at the cost of durability and even safety? If brands had a super well funded race competition to do a single or double Nordschleife lap time only, road legal, what might they accomplish, with F1 level refinement but tears of unlimited testing? Lamborghini Sesto Elemento was light but so bare. Double that ICE power, a gearbox to match, add a very potent hybrid system, cooling... Just really hard to imagine. If they manage and do it at the usual standards of top brands, those brands now have a huge problem. Even Valkyrie, the car that seemed credible, added loads of weight after so many years development with only the best of the best bespoke parts from top suppliers. Overbuilt due to reputations to be protected?
Zenvo doesn't specify what weight standard those weights are, but IMO that has to be dry weight. When you go by their claimed combined power outputs and claimed power to weight ratios, it results in 1,581 kg for Tur (which could be empty wet car with very little or no fuel) and 1,318 kg for Agil. That latter one is strange since there is supposed to be only about 150 kg separating them. But this is 263 kg difference instead. Let's say that the 1.1 HP/kg claim for Agil is wrong for whatever reason. If we take the 1,581 kg Tur minus 150 kg, it gives us 1,431 kg wet weight for Agil. I think those numbers could be doable on paper. But there's no doubt there will be weight creep mid development as with nearly every project. GMA had that happen to T.50 and those guys are extremely autistic about weight.
You can still exit the front radiator air from the top, it depends on how big the panel gap is at the part closest to the windshield. It would make sense to me to blow the hot air to try to reduce the stagnation pressure that builds up at the base of the windshield.
Just a thought Kyle. 14:00 you talk about bleeding in the door/floor gaps....well if the panel / floor sections were tapered that would overcome the issue to a significant degree.. and, at this scale it's unlikely that we could see that level of detail, even more so bc it's black. 🙏
It would be the most Zenvo thing if one of their engineers watched this video and jumped up midway through, screaming “F*CK!! WE FORGOT THE RADIATORS!!!”
They may well have forgotten something to have their new car end up a claimed 100kg below Koenigsegg Jesko claimed, while offering a much larger engine with 4 more cylinder and oh, a 3-motor 600 hp hybrid system. A whole new way of making hypercars or...the almost common dishonest spec setting while taking deposits? I'm sure it'll have all the displacement and horsepower and driven axle, maybe even all the claimed downforce. But 1300kg when Valkyrie is 1300kg dry...yeah maybe not, or it won't like to go on-throttle for too long. Darned radiators after all, the buggars...
You know your designer is world's biggest optimist when you get single large radiator in the front and not even as much as an open vent in the whole engine cover. With quad turbo oven underneath! That's gonna get very toasty real quick.
@@Cloxxki I’m definitely not suggesting they’re outright knowingly ripping people off, like the Devel 16. They’re just 12 year olds doodling in their textbooks. I was guilty of the same thing. Doing a rough copy of a Mercedes CLR, then putting a pro stock hood scoop on it and saying it would make affinity horsepower.
@@Cloxxki Isn't it insane how we had the 1100hp (1600hp on the dyno) 800kg turbo 12 cylinder Porsche 918 50 years ago and now 1300kg ist considered unrealistically light for an otherwise similar car. And before someone types "bUT tHaT iS a rAceCar ;(" they had steet legal homologation cars.
Thanks for the video Kylee. I think I speak for everyone when I say...we missed you. Very much!! Regarding the car, IMHO it is another unoriginal run of the mill aero concept. It seems like system wide design coherence is reserved for special minds such as Newey. Either that or almost all car companies design processes are backwards. Engineers know how to make a pretty car as well. Even "budget friendly" ones. The visual guys should then get a chance and both teams should work together to agree on magic. All these "random" incoherent lines and structures, though function, screams to me that the unity between all the design teams are very inefficient. It is very much like F1 in the sense that the cars are pretty but they are all pigeon held by a set of design constraints that they all must work around. So though they are more than capable of doing better and the teams are well optimized, it is much harder to design completely coherent and clean structures that maximizes efficiency. The one that gets closest is Newey however it makes sense because his demand for any team is that he...be put in charge. What do you think bro?
I wonder why its exhaust is so high. I thought that since the invention of the blown diffuser everyone is gonna use it coz it's basically a free downforce boost. I guess it's not that simple.
I would guess it's the shortest route from the very high positioned turbos. To have the exhausts exit somewhere in the diffuser would mean going around the transmission and the MGU-K, which is suboptimal from heat management and weight perspective.
Would you please analyze the aerodynamics of the BAC Mono, give recommendations on where the company could go in terms of downforce, efficiency, weight, power, and anything else you find interesting, and make a few simple designs? The Mono seems like a platform that could be incredible, but they seem to be avoiding any serious downforce. Perhaps because they wait to maintain road comfort, I certainly don't know. Why leave so much cornering speed on the table?
GTD seems official for release, Shmee got to post an elaborate video on it. A 300+K Mustang, just because it's for "homologations" and we hear the sound of thousands of wallets being drawn. I'm not sure. Maybe it's a real supercar, not just an admittedly cool body. There the tall hood with openings seems interesting indeed. Drag reduction?
Can you tell me what is your background like how you got to formula 1? By which degree where did you go to school and university? Because I myself is interested on how you got the job,
i thought you could get agil in 4 wheel drive or rear wheel depending on your preference? EDIT: i just checked shmees videos and confirmed it comes standard as 2 wheel drive but you can change it to 4 wheel drive if you want
Great review and timely Kyle. I was just attempting a literature review on Suction Mirroring (17:59) when the Wing is close to bodywork and how best that bodywork should be shaped to not adversely effect the lower pressure area generated on the underside of the wing. Couldn’t find a simple answer, but had some theoretical ideas. If the gap between increased moving aftwards, that could counter low pressure generation as the air would expand/slow/raise pressure. Narrowing would force an acceleration and pressure drop, but then ?? more force acting downwards by the underside of the wing but also the bodywork below generating lifted by that low pressure - basically cancelling forced: your left with just the upper wing surface being a spoiler/flow diverter to create downforce. Any idea what happens. Is it explainable? And is the a ‘golden’ safe ratio for the gap to avoid the adverse effect; eg % of Wing Cord
Have you contacted zenvo to discuss? Why make guesses and assumptions? They're not competitive race cars so why wouldn't they tell you all about it? Not F1....
It makes perfect sense to me that some of the aero features, like the downward-facing front cooler make no sense. Zenvo doesn’t have the decades of experience and the best engineers in the world. They’re like an 8 year old, mimicking some cool things they noticed on other cars and then giving it affinity horsepower. And bless their hearts. Remember the floppy wing? Not everything needs to be a technical tour de force. The Countach was a disaster. But it’s still cool.
The design does "look" better than I'd have given them credit for a few years ago. Same them on Autosalon Geneva pre global healthcare amnesia. Just a Koenigsegg copycat chasing horsepower and praying it would hold together, was my not-so-expert impression. If enough people make a hefty deposti, they'll manage building this thing I'm sure, but will it look like this for all that downforce? Will it really be 1300kg for a 1250+600hp hybrid car when Valkyrie is 1300kg dry? Yeah, not sure. But I want to hope it will be possible, for the same of retarded car world obesity.
