Chris,
You said it, not me :->
"Actually, the wind tunnel is used more
to prove or disprove ideas, less to develop new ones.."
What this means is that CFD can be totally wrong in some cases. That does
indeed happen. The trade journals have plently of articles on CFD errors.
This is true of all mathematical models. The better the data base of
verified design building blocks and the sophisication of the computational
engine, the closer the result may be, but all models fail to predict
nature's true behavior at some point.
Originally, I just pointed out that that if something like the new KBS/Q
bodywork has NOT been wind tunnel developed, that doesn't make it worthless
or wrong.
I read your post as you saying you think CFD takes the pace of windtunnels.
That you don't need a wind tunnel. I agree fully that significantly more
mathematical modeling is done these days prior to bulding even a scale model
for wind tunnel or for track testing.
But I merely warn that the use of lower end and more affordable CFD is
still probably just a part of the overall process in automotive aerodynamics
for a small company like Stohr.
Competitors to Stohr who do not have CFD may still indeed achieve better
downforce performance.
CFD is another tool or design aid to be used carefully in conjunction with
other design and verification methods.
Another example, for what it is worth:
As a part of my job, I model the interactive effects of spacecraft
structures upon the antenna patterns of antennas mounted on the structure.
The government (ITAR) controlled electromagnetic modeling sofware for this
has only only reached a truly useful level in about the last 5 years and it
is still not affordable for individuals or even a small company. Showing
that a design only requires one antenna instead of 2 for the desired Earth
coverage in various spacecraft attitudes may make a $50m difference to a
company.
However, one can buy $5000 modeling applications that kinda show you some
effects.
I wouldn't bet $50m on the results however.
Chuck
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