2012 Track Junkie Thread
03-22-2012 | 06:06 PM
#671
Thread Starter
Joined: Mar 2005
Posts: 5,662
Likes: 3
Just a standard NACA duct. Lots of places carry them but I think these were the smallest ones out there. https://www.pegasusautoracing.com/pr...p?Product=3627 It was a little awkward cutting the shape the first time in the undertray but then my girlfriend's brother in law helped with the driver side hole, using some fancy clipper tool he had...made it look so simple (he is more handy than me) He also helped me get the hole in the dust shield with the step drill bit and those clippers because I could not get the hole saw to work. I thought you guys said that was easy!
There are also these which you could try routing through the front opening: https://www.pegasusautoracing.com/pr...p?Product=3624
There are also these which you could try routing through the front opening: https://www.pegasusautoracing.com/pr...p?Product=3624
03-22-2012 | 09:32 PM
#673
Joined: Dec 2007
Posts: 3,641
Likes: 1
From: Gaithersburg, MD
also....in theory....it will work worse. Here is why,
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
03-22-2012 | 09:36 PM
#674
Joined: Dec 2007
Posts: 3,641
Likes: 1
From: Gaithersburg, MD
So now that I have mounted my Rcomp tires on my RPF1s and allseasons on AP2V2s I have a dilema.....what wheel to wear for the dragon trip? Somehow I don't think that making a 7 hour trip with Threadwear: 60 rating tires is a good idea 
. I might have to slide around on all-seasons a bit I guess ;0
. I might have to slide around on all-seasons a bit I guess ;0
03-23-2012 | 03:58 AM
#675
Former Moderator
Joined: Jul 2005
Posts: 4,633
Likes: 26
From: West Virginia
Kevin, I don't think that brake vent intake will work. I don't believe the high pressure air bubble on the nose extends that far under the car. You'll definitely want to move the intake to the bumper if you add a splitter. Use an IR thermometer to compare your brake disk temps to other S2000s. If you can have a volunteer take the readings near the pit entrance while the brakes are still hot. Run a session with the intakes taped up with duct tape and compare it to the vented temps.
03-23-2012 | 04:38 AM
#676
Joined: Apr 2008
Posts: 1,355
Likes: 0
also....in theory....it will work worse. Here is why,
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
03-23-2012 | 06:54 AM
#677
Joined: May 2007
Posts: 2,688
Likes: 1
From: Arlington, VA
also....in theory....it will work worse. Here is why,
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
For instance, the flow of air is created by the motion of the car as it punches a hole through the air (unless it is traveling 50mph with a 50mph tailwind). So as air is forced downwards by the bumper, a laminar flow (which is probably turbulent) is created underneath the car (what splitters are designed to reduce). Said laminar flow will closely follow the shape of the underbody of the car and the NACA duct Kevin is using has the right shape to provide a low pressure zone for the air to go into. I don't know how much air flow will that be or at what velocity it might be flowing, but I think it will be going in.
Pedro
03-23-2012 | 06:58 AM
#678
Joined: May 2007
Posts: 2,688
Likes: 1
From: Arlington, VA
Kevin, I don't think that brake vent intake will work. I don't believe the high pressure air bubble on the nose extends that far under the car. You'll definitely want to move the intake to the bumper if you add a splitter. Use an IR thermometer to compare your brake disk temps to other S2000s. If you can have a volunteer take the readings near the pit entrance while the brakes are still hot. Run a session with the intakes taped up with duct tape and compare it to the vented temps.
03-23-2012 | 07:00 AM
#679
Joined: May 2007
Posts: 2,688
Likes: 1
From: Arlington, VA
Originally Posted by Olegator' timestamp='1332480737' post='21535887
also....in theory....it will work worse. Here is why,
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
03-23-2012 | 07:05 AM
#680
Registered User
Joined: Mar 2008
Posts: 3,190
Likes: 0
also....in theory....it will work worse. Here is why,
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
I don’t know if you are familiar with Bernoulli's equation or not, but it states:
that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Anyways, in your case 0.5 pv^2 +P = constant,
where p - density; v - velocity; P -pressure.
In order for the net flow of air through the duct to occur there is has to be a pressure difference between both sides.
To get maximum delta P duct inlet openings are usually positioned at the stagnation pressure points (where v=0) (front bumper area) At the outlet you will have some velocity of air due to rotor spinning so the pressure there lower and you get your delta P (pressure difference) which equals to air flowing to try and equalize that pressure difference.
In your case you will possibly have higher air velocity on the intake of your vents than on the exit side.....that can only lead to air flowing FROM the rotors and not towards them....(which would be another way possibly of cooling them down, but the positioning of your vents trying to scoop some air IN will actually inhibit that action.
Theory and practice are two different things, however; and everything requires testing to reach final conclusion. One thing I can tell with fair certainty is that this design will be inferior to the standard design with intakes on the front of the bumper.
BTW, all of the aero theory is based on the Bernoulli principle as well.
BTW go all season tires.