A bit late on the reply, but thanks!

yeah i thought so, hahaha had me questioning myself for a second

Much appreciated Shoaib, I'll be uploading a new one soon!

Thank you! I must get more uploaded!

@@WaveyDynamics Me too, but KZfaq sometimes is really frustrating. Incredible content like yours doesn't get many views and videos of people doing stupid things get thousands. Anyway, I will try to take what I learned from your video an build a rear wing for my MX-5 Miata and then use load cells to measure the downforce.

@@HansBrodiAutomotive Lol yeah it can be a little frustrating, but the masses like what the masses like! Good luck with your project!

You will have more drag as they get bigger, and the benefits with diminish so it’s best to try and get them in the ball park, but not a huge penalty for extreme ones! I never investigated support designs - you could save a fairly decent amount of weight with skeletonised ones but my feeling is the extra drag is mostly negligible. Could wrap/cover them with vinyl or black electrical tape if you were really on it 😆 - Jahee

Thanks, nice to hear feedback! Working on more soon!

@@WaveyDynamics looking forward to it.

Lool! One more Ricciardo comment on this channel i'm closing it!

Yeah please feel free, i just ask that you credit Wavey Dynamics.

Hi Dmitry, Thanks for the comments! No need to go any further on this wing, but there are certainly some more optimisations to be found for future projects!

That's a good question. I think this is often due to regulations in certain series. Maximum length is usually specified, so the disadvantage of introducing a small amount of turbulence in the flow before the leading edge of the wing is probably overshadowed by the advantage of placing your wing as far rearwards as possible to benefit from leverage.

@@WaveyDynamics Well seen ! Thank you for the answer ! 😁

Hope you managed to find it out :-)

@@WaveyDynamics I "figured out" a way, though not as clean looking as the one in the video. I'll eventually crack how it was done :) Love the content btw!

@@helpmeimconfused Good news! Keep pushing. Glad you have been enjoying the content. More coming as soon as i'm able!

This was done in ANSYS Fluent

It starts from zero! Aerodynamic forces build with the square of speed though, so the downforce generated at 100mph is 4x the downforce generated at 50mph. Maybe a better question would be "At what speed do aerodynamic forces start to become significant", the answer for that would depend on how powerful the wing is. For a plane, that number might be around 150mph, for a race car, it could be 70mph, it's not really possible to give a general answer for that one.

@@WaveyDynamics thank you! that is great to know. I am trying to learn as mych as I can, I am trying to design a wing for my dragster, so I am only dealing with going fast in a straight line. The wing that came on the car is big, I think too big. So I want to design a better one that is a little smaller but still effective. I know the pitch angle of the wing effected my 1/4 mile time quite a bit. With minimum pitch, the car was faster however with the wing off it was the fastest, but I do notice some instability on the top end. This car does the 1/4 mile in 7.8 seconds @ 176mph.

also note, that ET is at very high altitude. My home track is in colorado. Track elevation is 5800' above sea level. We do travel to race and most tracks we travel to are at sea level. At sea level we are much faster.

@@waydesamuel3855 Ah ok i understand. If you're getting instability at higher speeds with no wing it would suggest to me that the body of the dragster is producing quite a large amount of lift. I don't know what body style you're using but you may be able to make some modifications to that to reduce the lift without having such a large drag impact as a wing.

Firstly, thanks for commenting because you've highlighted a mistake..! What i meant to say here was that as you increase the vertical load on the tyre, you increase the lateral load the tyre can generate. What actually happens is the coefficient of friction DECREASES as the vertical load increases. The decrease of this coefficient of friction is actually why we try and reduce lateral weight transfer when working with vehicle dynamics. So in reply to the rest of your comment, you're right. There are many variables that factor in to the CoF, but at a high level it's simply the relationship between the vertical load and the frictional force. We don't have to understand the intricacies when we just want to understand the load in (vertical load) vs. load out (lateral). I wrote an article that features on our website that might explain this a little further www.waveydynamics.com/post/weight-transfer Nice to discuss! Hit me back if you have any more questions! I'm gonna see if i can find a way to annotate the video! Haha

Ha ha no, different guy. I just googled it though. Good material!

Ah! Thanks for letting me know.. We have had a re-brand since this was posted and have a new website. The link in the description is updated - www.waveydynamics.com/post/rearwingcfd

@@WaveyDynamics I love the article!!

@@andrewdiaz476 Good to hear it man.. I am just finishing up another one on diffuser flow. It'll be up in the next few days!