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#1
November 21st 2007, 18:21
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One can see how the wing produces downforce, but how the lip works is less intuitive (I think anyway). The lip acts as a sort of vortex generator to make the boundary layer (air flowing very close to the car surface) more turbulent. Turbulent boundary layers stay attached to the surface longer than laminar ones. This is why vortex generators are sometimes added to fighter jets, in order to increase the stall angle if the wings are designed poorly and the flow would normally seperate off the wing prematurely. Where the boundary layer is 'attached' (not seperated) it provides a pressure on the surface, so you can see that if the boundary layer seperates early this pressure is reduced and the car will start to lift. Make any sense? I'm not sure if the explanation was needed (or clear) but I just felt like explaining, for interests sake if anyone was interested.
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1969 VW Bus 2.2L suby - Driving Daily 1302 EJ20 turbo 
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#3
November 22nd 2007, 11:29
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I don't think a lip spoiler is that clever in our application. They just detach the laminar flow from the rear of the car, thereby eliminating any lift that flow might be generating, nothing more..
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fastbug.net | FastTrack Dub Club "Straights are the boring bits that link corners together"
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#4
November 22nd 2007, 11:38
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Well I am a helicopter engineer, and I say you cannot use them in a combination.
Just as individual spoilers, because the roof spoiler wil destroy the airflow to the tail, and you loose all effect of it. My opinion based on experience is that the Tail spoiler gives you most downforce and makes the car more stable. bigger=better!!
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#5
November 22nd 2007, 12:37
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1969 VW Bus 2.2L suby - Driving Daily 1302 EJ20 turbo
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#7
November 22nd 2007, 16:37
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#8
November 22nd 2007, 23:12
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well, i just finished my automotive engineering design degree and did my part on aerodynamics/ design as well ( straight A on design!!!! i just to say that)
Regarding the afforementioned wings, i have no experience, or seen them in real life so i can be absolute. The fact that the cylinder temp with the new one hasnt changed is very positive. Just to add something to what Eatoniashoprat said, the vorteces at the back of a car MUST EITHER merge to the back of the car OR hit the road and stay attached to it at some point. only then u have a higher efficiency. if they dont attach to either they just swirl around increasing drag/ allowing the one behind to get into slipstreaming... For our racers out there this is what all aerodynamicists try to do. to provide a laminar flow behind the car such as to maximize efficiency AND minimize the distance that this happens or in other words how close the guy behind can come to take advantage of the slipstream phenomenon. On the combined use part... i think that if u investigate/research/design a roof spoiler and a wing u can achieve maximum downforce by directing the vortices leaving the roof spoiler to be at a small angle to the wing. so u get rid of the laminar flow at he back, only to direct it onto the wing. one would say that this wouldresult in a maximum pressure on the top of the wing, and no air flow below. if u know what u r doing, then the vortices will still be at an angle to the wing, but fall in front( cross the horizontal plane in front of the wing) of the wing, and with the wing a turbulence will result at the bottom wing surface. i hope u r still with me. if u need i can draw it. aerodynamics is a language spoken with pictures and sketches etc... sorry for the long post guys. i just like explaining things ( they r still fresh) Chris
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Aircooled 4ever 1973 1303 going towards GL
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#9
November 23rd 2007, 11:11
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Nothing wrong with a long post as long as it is good, which it was! Mike
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1969 VW Bus 2.2L suby - Driving Daily 1302 EJ20 turbo
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#10
November 23rd 2007, 13:00
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1969 VW Bus 2.2L suby - Driving Daily 1302 EJ20 turbo Last edited by Eatoniashoprat; November 23rd 2007 at 13:03.
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