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Third generation Formula E are ugly so I designed a 4th one. First simulation : Drag : 1521 N, Downforce : 1835 N. Second simulation (features driver helmet and wider vent outlet) : Drag : 1555 N, Downforce : 2070 N

Aerodynamic analysis of a supercar designed on Fusion 360

First test of custom dual element rearwing design

Aerodynamic analysis of a supercar. It is even more of a mess than I initially expected

Aerodynamic analysis of a grand touring car of my own design.

Aerodynamic analysis of a rushed race car

Aerodynamic analysis of simplified diffusers to compare the downforce given by different profiles at 50 m/s.
Late curve : 12 000 N
Very late curve: 12 000 N
Early curve : 10 900 N

Aerodynamic analysis of a sport prototype race car.

My first attempt at designing elements for a Nissan 350Z to contribute on the downforce

Aerodynamic analysis and upgrades of an open-wheel race car at 50 m/s (180 km/h, 112 mph).

v1 :     Downforce : 2 700 N, Drag : 3 000 N
v2 :     Downforce : 1 900 N, Drag : 3 000 N
v3 :     Downforce : 2 400 N, Drag : 3 100 N
v3.1 : Downforce : 2 070 N, Drag : 2 900 N
v4 :     Downforce : 2 650 N, Drag : 3 000 N
v6 :     Downforce : 4 050 N, Drag : 3 100 N
v7 :     Downforce : 6 500 N, Drag : 2 950 N
v8 :     Downforce : 6 100 N, Drag : 3 000 N
v9 :     Downforce : 5 800 N, Drag : 2850 N

Designing some aerodynamic parts for my Mitsubishi Lancer Evolution 5 to boost grip performance in Time Attack. CFD

I took the Porsche 919 LMP model from another user in simscale and tweaked everything to be able to model the airflow over the vehicle

Aerodynamic analysis of an electric supercar designed in about 45 minutes.

I'm engineer helping my designer friend to learn what is the drag coefficient of his model

Aerodynamic analysis of a supercar/hypercar. This time I made the vents actually working.
Results at 180 km/h :
Drag : 4345 N, Downforce : 1750 N

Experiments and comparaison of different single seater step planes at 180 km/h (50 m/s). I use a quickly made sort of single seater design.
Results :
Reference (no step plane)              : 1740 N of drag, 330 N of lift.
Flat step plane                                      : 1793 N of drag, 255 N of lift.
Flat step pland and side skirts     : 1800 N of drag, 55N of lift.
Flat step pland and all skirts         : 2025 N of drag, 650 N of lift.
Flat round step plane with skirt : 1880 N of drag, 760 N of downforce.
Angled step plane                               : 1840 N of drag, 450 N of downforce.
Angled step plane with skirts      : 1850 N of drag, 620 N of downforce.

As part of my 3rd year MEC307 - Group Design project at the University of Sheffield
Looking into the effects of DRS on SFR11.
This is a baseline sim to compare the rear wing in its closed state and with all the flaps open when pivoted at 50 percent cord length.
The sim is for the REAR WING ONLY. This is to reduce computing power as a basline to see how much drag is reduced by in order to complete preliminary lap time simulations. 
Original investigations on the lap sim showed that a DRS system that reduced drag by 50 percent could reduce autocross times by 0.2 seconds with an overall dynamic events bonus of 6.5 points.

Invetigating low speed aerodynamic mods for a Subaru Loyale for ice racing.

formula-ppoino project - cockpit opening study

formula-ppoino project - windscreen study

Aerodynamic characterization of a front wing for an open wheeled race car in ground proximity. The simplicity of the model helps for the understanding of main flow structures and the impact upon aerodynamic forces due to a double wing cambered design.

1990s F1 High and Low Noses CFD Simulations

Simulation Control Data forked from fp-023d

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