I know this is years late, but that's literally the entire point. Creating the maximum low pressure zone for all openings behind it, you maximize the pressure differential from inside the bay to allow it to escape.
I have a 61 bugeye street car with a sbc 383ci My underhood Temps are way too high. Looking to add hood louvers to extract radiator heat.. Hot Air flows into the air cleaner causing stumbling.
That 383 would love it if you let it breathe through a real ram-air intake! Yeah, and add a couple of louvers on the hood. I got a pair Large hi-flow louvers from them for an older miata. They worked great, could see the air bacon just rolling up out of them when idling in the hot summer.
Ducting behind rad that points the hot air out the louvers or it won't work well and won't like the rain either. Wish he'd of showed with the hood up, but you can find a picture of the ducting easily only for an idea how to build yours.
@@racelouvers7958 I mean, these here sure look like they're causing drag and turbulence. Shouldn't we see the flow still attached at the windshield? Those tufts are all over the place. I could be mistaken but gosh it seems the tradeoff here is a lower pressure region at the radiator vent outlet, to better pull air through the radiator, at the expense of more drag and turbulence?
@@hunterhach7533 this is exactly why tufts or smoke are not to be used solely to judge an aero device, tufts only indicate high flow, low flow or flow direction, tufts dont tell you airlfow, downforce or drag. So I suggest you look at our wind tunnel data. FYI turbulence or low flow equals high pressure, aka downforce..
@@racelouvers7958 The tufts don't tell drag, but I would expect there to be more drag when the previously laminar flow over the hood and windshield is turned to turbulence. By downforce increase, is this due to lowering the effective free stream velocity by causing turbulence? I had no luck finding your wind tunnel data, but would be interested to see what supports the "447% more downforce increase"... Increase compared to what? Over the entire car? And with 3 significant figure accuracy?
I noticed your reply to the other comment (this will be really confusing in 10 years when this spikes in popularity and there are no longer 2 comments haha) ...comment about the bernoulli principle and how increased flow reduces pressure and increased pressure reduces flow, is this why in head flow design the faster the air speed the more torque and the more air density/capacity the higher the horsepower? Thank you :)
This has nothing to do with engine intake airflow, this is all about airflow thru the radiator and other heat exchangers and its effects on cooling and downforce.
@@jacobwebb8818 not too wise on this but yes it's a similar principle. Fast traveling air is cooler and more dense and burns/expands more during combustion. It is why certain air intakes take surface area, angle, and fluid dynamics when in the design phase to get as much power as possible out of the part. Like putting gt40 heads on a 302 v8. They flow much better intake/exhaust and that results in a 20+ hp gain in most situations.
Really good job on this
Seems the front two vent blades have a really steep angle of attack
I know this is years late, but that's literally the entire point.
Creating the maximum low pressure zone for all openings behind it, you maximize the pressure differential from inside the bay to allow it to escape.
@@evanchi9460 weird, went to comment this and saw yours
Would adding a small fan operated oil cooler/transmission cooler behind a louver or a few of them provide additional cooling?
I have a 61 bugeye street car with a sbc 383ci
My underhood Temps are way too high.
Looking to add hood louvers to extract radiator heat..
Hot Air flows into the air cleaner causing stumbling.
That 383 would love it if you let it breathe through a real ram-air intake! Yeah, and add a couple of louvers on the hood. I got a pair Large hi-flow louvers from them for an older miata. They worked great, could see the air bacon just rolling up out of them when idling in the hot summer.
Ducting behind rad that points the hot air out the louvers or it won't work well and won't like the rain either. Wish he'd of showed with the hood up, but you can find a picture of the ducting easily only for an idea how to build yours.
cool don't they produce drag and turbulence just striking out of hood like that correct me if im wrong
not if designed properly..
@@racelouvers7958 I mean, these here sure look like they're causing drag and turbulence. Shouldn't we see the flow still attached at the windshield? Those tufts are all over the place. I could be mistaken but gosh it seems the tradeoff here is a lower pressure region at the radiator vent outlet, to better pull air through the radiator, at the expense of more drag and turbulence?
@@hunterhach7533 this is exactly why tufts or smoke are not to be used solely to judge an aero device, tufts only indicate high flow, low flow or flow direction, tufts dont tell you airlfow, downforce or drag. So I suggest you look at our wind tunnel data. FYI turbulence or low flow equals high pressure, aka downforce..
@@racelouvers7958 The tufts don't tell drag, but I would expect there to be more drag when the previously laminar flow over the hood and windshield is turned to turbulence. By downforce increase, is this due to lowering the effective free stream velocity by causing turbulence?
I had no luck finding your wind tunnel data, but would be interested to see what supports the "447% more downforce increase"... Increase compared to what? Over the entire car? And with 3 significant figure accuracy?
@@racelouvers7958 I am also curious what high flow and low flow mean in this context. I have not heard these terms before!
Put them on the roof too
I noticed your reply to the other comment (this will be really confusing in 10 years when this spikes in popularity and there are no longer 2 comments haha)
...comment about the bernoulli principle and how increased flow reduces pressure and increased pressure reduces flow, is this why in head flow design the faster the air speed the more torque and the more air density/capacity the higher the horsepower?
Thank you :)
This has nothing to do with engine intake airflow, this is all about airflow thru the radiator and other heat exchangers and its effects on cooling and downforce.
@@racelouvers7958 okay, then do you know possibly why that is then at least? And thank you again
@@jacobwebb8818 sorry not our area of expertise
@@jacobwebb8818 not too wise on this but yes it's a similar principle. Fast traveling air is cooler and more dense and burns/expands more during combustion. It is why certain air intakes take surface area, angle, and fluid dynamics when in the design phase to get as much power as possible out of the part. Like putting gt40 heads on a 302 v8. They flow much better intake/exhaust and that results in a 20+ hp gain in most situations.