Does any body have improving the maverick aerodinamics? i was wondering if i close the front grill whith lexan, or if i ad a freont spoiler does any body have information about that? or other ideas?
Actually, lower the front end some and a front airdam will help. Use only the tire width you need, and don't have them sticking out the fenders. All depends on what you're looking for.
I would go with a smaller size wheel on the front.....gives it that nostalgic look and better weight transfer.....JMO
Lower the car to the ground,Air dam/spoiler on front.Skirt the sides to build a bit of vacuum underneath.Just keep in mind,Mavs/comets are as aero dynamic as a barn in a tornado.Their design doesent allow a lot of room for Cd (coefficent of drag)reduction.As swoopy as the back end looks,the windshield and front end are a killer not to mention the huge wheel openings.And dont get me started on the lack of flush mounted glass.Good luck.The dragon fly Mavericks styling is inherently more efficient than the regular front end design .But I digress,Talladegas and cyclone spoilers were considered pretty efficient for nascar in their heyday.
Lowering the front end only, will likely hurt your performance do to "fouling" up your weight transfer. I lowered my front end and lost over a .10 in the first 60 feet. It looks cool, but thats about it. Now lowering the entire car equally will improve aero.....but it will be minimal. Not much you can do to the car barring a complete make-over........maybe a Ferarri front end.
Aerodynamic forces (drag, lift and side loads) and moments (yawing, pitching and rolling torques) depend on the direction of the relative wind and the shape and size of the racer and its speed through the air. In drag racing the importance of these forces will increase exponentially from insignificant at the start to mild to moderate to overpowering as the speed increases. At low speeds the mass (weight), the tractive force (horsepower/tires/track) and the inertia (load transfer) are the dominate determinants of performance limited only by loss of control caused by wheel-stands or smoking (spinning) tires. These problems are diminished with increasing speed. At higher speeds aerodynamic forces become important, increasing as the square of the airspeed. A flat plate of one square foot area and perpendicular to the relative wind will produce drag force of zero at zero miles per hour, 33 pounds at 100 mph, 133 pounds at 200 mph and 299 pounds at 300 mph. The corresponding horsepower required to overcome the aerodynamic drag is zero, 9 hp at 100 mph, 71 hp at 200 mph, and 239 hp at 300 mph. A drag racer may have drag equivalent to a flat plate 12 feet in area and acting several feet above the ground, requiring 2,868 hp to overcome the aerodynamic drag at 300 mph. DRAG FORCE ON A ONE-SQUARE FOOT SQUARE PLATE Speed Drag ForceHorsepower Required to Overcome the Aerodynamic Drag0 mph0 pounds0 hp100 mph33 pounds9 hp200 mph133 pounds71 hp300 mph299 pounds239 hp Lift, a force trying to raise the car up off the road, caused by air pressures distributed over the body, is normal for all automobiles and is often of the same magnitude as the drag. However, low drag does not necessarily mean low lift and vice versa. Depending on the body shape the lift may be acting more at the front, middle or rear of the car, affecting steering and/or traction. Crosswinds can cause more lift on one side of the car, lifting one wheel at high speed and thereby creating more lift, etc., leading to the car leaving the tract and rolling over (actual case, Formula 1). Directional stability is the tendency to weathercock or turn into the wind. Most, but not all, cars are directionally unstable; that is, when pointed out of the wind they will tend to turn more. This phenomenon is also aggravated at higher speeds and may combine with lightened front wheel steering. A different but similar phenomenon occurs for bodies with rounded blunt rear ends, as seen in plan view from above. It is comparable to the twin vertical dust devil like vortices seen shedding from the rear side corners of semi-trailers. However, in this case, known as Karman Vortex Street, the airflow departs from the rear end alternately from the left side and then the right side at a frequency and force depending on the speed and the width of the body. Again, the aerodynamic forces depend on the body surface area involved and the airspeed. Flow separation fixing stabilizers in the form of strakes can very effectively stop the oscillation. Body modifications and add-on aerodynamic devices can greatly add to the performance and overcome inherent aerodynamic shortcomings. Downsizing, chopping, ram air scoops, streamlining, air dams, ground effects, rear spoilers, wings, vortex generators and strakes can be very beneficial and sometimes essential for safety. Production automobiles of the past often present complex aerodynamic configurations which are difficult to characterize short of track trials or model wind tunnel testing. The speeds encountered in racing may far exceed those previously experienced on the road, revealing unexpected aerodynamic behavior. Such cases call for a cautious incremental approach to higher speeds and the attendant aerodynamic forces
