SMX on the Limiter and Still Looks Perfect!! How about this Bullhorn...?
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- Опубліковано 12 лис 2023
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What we know: The SMX puts out up to 4000 horpsepower, with the exhaust gasses leaving through 2 tips of Ø 5 inch each. Let's assume race gas and an AFR of 12:1. For fuel per horsepower I find a value online of 142 lbs/hour for 300 hp, so for 4000 horsepower you would need about 1900 lb/hr. With the assumed air-fuel ratio of 12:1 you get a total mass flow through the exhaust system of 24600 lb/hr, or about 3 kg/sec in metric. This is the mass of the air plus the mass of the now burned fuel.
Thrust (in Newtons) = mass flow (in kg/sec) times exhaust speed (in m/sec). We have the mass flow estimate but the exhaust speed is more difficult to estimate. We have the total cross section of the exhaust system but we do not have the density of the exhaust gas.
As an educated guess: the energy in the fuel will be one third mechanical power, one third heating of the engine and one third heating of the exhaust gas, so an equivalent of 4000 horsepower (2.94 megawatt) will heat the 3.011 kg/sec exhaust gas. Heating a kg of air and raising it 1 °C will take 1.87 kilowatt, so 2.94 megawatt to 3.011 kg/sec means the temperature goes up just over 500 °C. At this temperature the density of air is 0.4565 kg/m³. Give or take some. We also assume that exhaust gas is approximately the same. 3.011 kg/sec, at 0.4565 kg/m³, means that 6.6 m³ is exiting every second. That's roughly 14000 cfm in Imperial.
To get 3.29 m³ per second through a single Ø 5" exhaust means you have to have an exhaust gas speed of 260 m/sec. That means a single exhaust tip has a thrust of 780 N. (3.011*259.71=782).
*IF all of the above is based on correct assumptions* then two 5" diameter exhaust tips, when spewing out 4000 hp worth of exhaust gasses, *could generate 350 lbf of thrust.*
Dang good!
🤯
@@InKind777 You mean it's partially _countered_ by the gyroscopic forces? Sure, the rotating assembly will try to oppose the car from rotating. But the mass of the rotating assembly and its rotation speed are far from sufficient to stop the nose of the car from lifting. (If that was true, no car would need wheelie bars.)
I guesstimated it to about 300 lbf on the last video so the ballpark seems to be there.
But the wastegate tubes must have the same direction, or the head will explode in approximations :-)
Nice, pretty close to the total flow volume that I calculated aswell, got a bit higher tho based on guesstimated inefficiencies etc! On the 2-step if the total airmass is close to the proximity of 1200hp as mentioned in the previous video(probably a bit less as actual air flow/airmass increases with RPM). The total volume at 5200rpm would roughly be around 2132 liters per second(75ft³/sec or 2.13 m3/sec) of expanded air. Not accounting for the partially combusted mixture during the 2-step sequence and with the assumption that EGT rises past 650 Celcius(volume expansion over 3 times the room temperature) as the heat is moved out from the combustion chambers closer to the exhaust manifold and into the turbine wheel.
Quite a big difference in exhaust gas velocity and volume, should be within 60-75 m/sec velocity for each 5'' pipe. Simply not enough to create any measurable thrust in relation to such a large mass and in the open athmosphere.
Saw Steve, this morning.
In his wagon, passing Sherman on seaway dr.
Around 6:15 am.
It was so cool, seeing a local hero, on his way to work.
Doing the grind!!
And doing it every day!!
Thank you Steve !!
I' usually see him when making deliveries near the airport.
Did he wake kids passing bye that's how he gets his family up
@@America_Countryhumans1 it wasn’t in his race wagon, his daily driver wagon,
Witch is still cool.
Alan and Clark seem to be a great bunch of guys to have around. I enjoy seeing them in your videos.
People are idiots… thank you sir for all the info and knowledge you lead us to every video. Your videos have actually helped my step son and I to get closer and give us something to talk about as his Grandpas own a machine shop he helps at. So he knows more about the internals then I do. Until now!!!! Haha thank you to you and your boy again!
Steve, going off my knowledge with turbines, where the intake draws air from also will play into the force/thrust. You are moving air, and where you take the air from and where you push the air out all have an effect. If your drawing from the top of the car and pushing air from the top of the car, you are essentially canceling out any effects of thrust.
I was about to say the same thing, although you have to take into consideration the added volume of burnt fuel which was compressed, this would result in a greater volume from the exhaust than what is being drawn in by the intake. however you're essentially correct.
100% basic phsics
@@dazg258the compression does nothing other than force flow when it uncompresses
@@bigduphusaj162 @dazg258 @Carries338Lapua; Clearly each of You have Your ideas, experience, but lack the actual physics principles.
See actual thrust measurements within turbine, jet, rocket engines -> thrust is the amount of force via air flow, pressure - Simple = proper physics [those that actaully studied, learned, know, use physics as physicist, engineers (am among them)]
@Steve Morris; @SteveMorris; @stevemorris; @Steve Morris Engines; @SteveMorrisEngines; @stevemorrisengines;
Actually Steve's attempted claim with measuring force, thrust with the bullhorns pointed downward on the ground as greater, different than in the open air is certainly false; if anything the proximity to the floor has some affect to reduce the air flow, thrust, pressure; not the opposite as he stated
-> proof within every turbine, jet, rocket engine, thrust, pressure output => open air has more thrust, not less;
perhaps Your design engineer, local physicist professor will assist Your with the comprehension, understanding of the physics principles too ?
All The Best, Sincerely
Engine displacement x Boost Pressure (in bar absolute) x RPM / 2 = Volumetric flow
Volumetric Flow / Cross Sectional Area of the exhaust = Exhaust Velocity.
Air Density (Exhaust Gas Density) x Volumetric Flow Rate = Mass Flow Rate
Thrust = Mass Flow Rate x Exhaust Velocity
Something like that anyway, the rounded numbers I used suggest only a few pounds of thrust based on the parameters from the last video. It would obviously be more at full load/full boost etc. but the killer here as others have suggested is probably the cross-sectional area of the exhausts. The exhaust velocity is "low" because the pipes are so big, the garden hose analogy is correct, smaller diameter pipes would produce more thrust but I don't think we're going to see huge numbers.
Thanks for the AWESOME sticker with my hoodie purchase!!!!!! SM for the WIN!!!!!!!!!!
As an expert UA-cam watcher I can say that the velocity vector of the accelerator combalutator will effect the downward inertia, therefore if you have thrust generator pointed at an opposing fulcrum will benefit your vector of velocity. 👌🏻
Engine displacement x Boost Pressure (in bar absolute) x RPM / 2 = Volumetric flow
Volumetric Flow / Cross Sectional Area of the exhaust = Exhaust Velocity.
Air Density (Exhaust Gas Density) x Volumetric Flow Rate = Mass Flow Rate
Thrust = Mass Flow Rate x Exhaust Velocity
Something like that anyway, the rounded numbers I used suggest only a few pounds of thrust based on the parameters from the last video. It would obviously be more at full load/full boost etc. but the killer here as others have suggested is probably the cross-sectional area of the exhausts. The exhaust velocity is "low" because the pipes are so big, the garden hose analogy is correct, smaller diameter pipes would produce more thrust but I don't think we're going to see huge numbers.
Steve, I think you'll find it interesting that I drive a 2023 F650 Super DUTY Ford box truck. It's a 26' box. It has the 7.3L gas "Godzilla" engine. I usually have between 1500lbs-5000lbs of payload on it, and it AVERAGES 6.4 MPG. The wagon gets better fuel mileage than my work truck!
Turn pipes to back . add spark , unburnt fuel . Afterburner . = Horespower . Cheers from Australia . When you comming down Steve.
I truly hope this youtube venture has been profitable for the shop. Y'all deserve the success.
Great to see the wagon.26 lbs is almost N/A for the SMX. What a powerhouse !!!!!
Your point on the burn out makes perfect sense. Commenters will argue about anything. I've never seen anything like it!
I am very happy that I do not have a garage, if I did I would not have a retirement. I live and work in Atlanta but grew up just north of your shop. Went into the military and moved back for 3 years with my family. My son and I met you at Bristol and he is now a Steve fan, and watches every video that comes out. He calls me and says you need to see this one or that one. Thank you for great information and motivation. I am thankful I do not have a garage.
I bet Steve colored outside the lines! ✌😎👍
Always love your explanation videos. No hype. No bad mouthing other people or products. You explain what works and what doesn't and why. Explaining everything to us as equals. Showing the rebuild and saying something as simple as it only needs a new set of rings and put it back together. So many top classes would never make videos like this showing us their "secrets"
I think that the 'downforce' you are expecting isnt really there. Sure it will produce some thrust. I just think it will be fairly small. What i want to see, is you put an injector in each exhaust with a combustion chamber and nozzle. Then you can make some thrust. An afterburner of sorts. 😂😂
Engine displacement x Boost Pressure (in bar absolute) x RPM / 2 = Volumetric flow
Volumetric Flow / Cross Sectional Area of the exhaust = Exhaust Velocity.
Air Density (Exhaust Gas Density) x Volumetric Flow Rate = Mass Flow Rate
Thrust = Mass Flow Rate x Exhaust Velocity
Something like that anyway, the rounded numbers I used suggest only a few pounds of thrust based on the parameters from the last video. It would obviously be more at full load/full boost etc. but the killer here as others have suggested is probably the cross-sectional area of the exhausts. The exhaust velocity is "low" because the pipes are so big, the garden hose analogy is correct, smaller diameter pipes would produce more thrust but I don't think we're going to see huge numbers.
Point the horns toward the back, thrust might get you to that 5.90 😊 Love this channel and content. So great to see people hitting it and earning the rewards.
Steve,
First a couple of comments regarding Hydrazine1000 post: Steve's SMX engines run on methanol which has a stoichiometric AF of around 6.6 and because Steve runs lots of boost I would think that he may run as low as an AF as 3 or even lower, next the energy value of the fuel is not considered in the thrust equation, which is:
Thrust=(mass flow)(gas velocity), if you use metric dimensions then the result is in Newtons which can easily be converted to pounds.
I estimated the mass flow to be the mass of air at 9000 rpm and 45 lbs of boost and the mass of the fuel based upon the engine running at a Brake Specific of around 1.3 pounds/horsepower hour. This gave me a mass flow rate of 8.4 lbs/sec (3.82 kg/sec) . Using a gas velocity of 100 m/sec gives a thrust of 382 Newtons which converts to about 86 lbs of thrust. The real challenge is to actually know what the true exhaust gas velocity is and my gut feel is that it is certainly probably higher than 100 m/sec. To get higher velocity the exhaust diameter must be reduced, if you reduced the area by 50% (approx a 3.5 inch dia pipe) you would double the thrust but of course you would also have increased back pressure on the turbo. Everything is a trade off!
Your testing set up has a couple of problems as I see it: The scales are slow and the electronics that send the load cell signal to the display and the display itself are to slow to give you an accurate thrust reading. It needs to be displayed as a graph just like your dynos along with programing to provide a smooth curve. You might also get a better signal if you put the car on jack stands and the jack stands on the scales, this would eliminate all of the compliance provided by the tires and suspension.
Rex
Bullhorn science with Smarter Everyday collab sounds like fun time.
Steve just want to thank you for your videos and the time it takes to make them. Looking forward for the next one.
I can’t wait to see how that piston coating you showed a while back does for your engines and what it looks like after it’s had runs put on the coating can’t wait buddy his engine looks great thanks for sharing
put car on a plank, with a round bar at the front-back ballance point. put scales under the front wheels, move pivot till it says something measurable but low, like 1-10 lbs (so theres no slop in system) , then run and see the added downforce pressure
Would love to sit and hang out with Steve Alan and Clark, hear them talk shop would be invaluable information and just flat out cool!
This is why ur loved steve real car guy letting other car guy work on their stuff in your shop very rare on west coast
Very cool discussion about the wagon.
I love that you care about the shop floor staying clean..
Looks so nice and professional in your shop..
Currently I’m scrubbing down the garage floors, I’d love to get them in nice shape. I could use a fab booth or something, it’s hard to keep the garage clean.
Obviously the scales aren’t lying. Minimal downforce is being created at the exhaust outlets, probably due to the turbochargers have used most of the latent heat and velocity of the exhaust gas flow. I think it would be better to get those bull horns out of the airflow, to reduce drag, and run them straight back and under the car. As a side note, the racing aircraft (see Rare Bear Racing) gain tremendous speed by eliminating the drag of external cooling air ducting and dumping alcohol through an air to oil cooler to cool engine oil, hence the white smoke/ vapor seen exiting the aircraft when racing.
Enjoy the conversation and time I've recently spent with Allen. Cool dude, extremely nice car!
Mass flow is your key for the force off the Horns.
Think like a rocket.
You have mass in the tank converted into hot gas at a given rate and velocity.
You also have the inlet air coming in with a certain vector and mass.
Calculate the difference between those two vectors and you have your force. (F=R×Ve where R is the mass flow rate in kilograms per second and Ve is the velocity of the exhaust gas in meters per second).
Now, measuring exhaust velocity is the hard part, you can probably estimate it using a high speed camera (I bet an iPhone or GoPro is good enough) a little oil in the pipe, and a white background.
Yea, trust is what he needs to measure, and trust is mass flow rate x velocity. T=Mf x V, I bet he can pull exhaust mass flowrate from the Haltech that’s on the car now. Measuring velocity would be a different matter, maybe some kinda trick slow motion thermal camera, I don’t think an IPhone would pull it off.
@@martindworak A little fogger fluid in the pipe to smoke it up?
Hell, some Styrofoam bits maybe
@@Ammoniummetavanadate any thing that has mass would affect the reading, it’s a simple thought experiment, the styrofoam is a good idea, it certainly has the least mass, I can’t think of anything lighter.
The problem is it would probably burn, and if you used a lot of it it would skew the reading. Isn’t there some kind of impeller based velocity meter/sensor he could mount right at the horn exit??
@@martindworak There are definitely dedicated instruments but nothing "worth it" so to speak to buy or rent.
You only need a few frames of data to calculate the velocity to a "good enough" level.
For a (rough) approximation, use: F=P/A (Force = pressure divided by area), which would be the pressure in the exhaust divided by 19.640 (area of a 5in circle);
To be more exact, use Thrust is equal to mass flow rate times velocity; use fuel flow and AFR to calculate exhaust gas mass flow, and an airspeed sensor at tip outlet to get velocity.
The addition of a simple DeLaval-style nozzle at the end would make it more efficient at making downforce.
Two things to note about top fuelers:
1) the mass flow is a LOT higher because of the sheer amount of nitromethane that goes through them, as they run them around 1:1 for AFR
2) the sheer amount of fuel going through them coupled with the rate that nitro burns at results in quite a bit of fuel combusting inside the exhaust, resulting in each zoomie basically acting like a rocket (since none of that exhaust combustion energy was harnessed to turn the crank, the full amount of that energy is released to act against air molecules as thrust)
This is the most accurate comment so far, I agree with what you've said. I did some calcs myself and only got a few pounds. I'm no expert but here's my thought process.
Engine displacement x Boost Pressure (in bar absolute) x RPM / 2 = Volumetric flow
Volumetric Flow / Cross Sectional Area of the exhaust = Exhaust Velocity.
Air Density (Exhaust Gas Density) x Volumetric Flow Rate = Mass Flow Rate
Thrust = Mass Flow Rate x Exhaust Velocity
Something like that anyway, the rounded numbers I used suggest only a few pounds of thrust based on the parameters from the last video. It would obviously be more at full load/full boost etc. but the killer here as others have suggested is probably the cross-sectional area of the exhausts. The exhaust velocity is "low" because the pipes are so big, the garden hose analogy is correct, smaller diameter pipes would produce more thrust but I don't think we're going to see huge numbers.
The reason Dewey likes those towels because some waxes have animal fat in them. Buffing compound for metals like the red, green and white are all loaded with animal fat. My dogs use to go crazy over buffing compound.
The guy with the pressure sensor in the exhaust is on the money. That is the only good way to do it, every other way has so many variables.
Bernoulli's principle. The exhaust pressure is absorbed by the turbos, therefore the exhaust has insignificant energy (pressure or velocity) for downforce. In supercharged applications the exhaust has significant energy remaining for downforce. At 1200hp on the 2-step, exhaust flow on methanol at 2.0 bscf, is 40 pounds of fuel per minute, including the air at 5:1 is 5 pounds air plus 1 pound fuel or 240 pounds exhaust per minute. Calculating thrust would require exhaust area and velocity plus pressure, but if the turbos absorb the pressure and velocity, the 240 pounds of exhaust gas per minute won’t offer thrust/downforce. I hope this helps.
Allen is the kind of customer. All of us are glad to have. Instead of, whining about replacing parts! Good stuff....
Thanks for answering our questions! Makes sense as you explained it.
On the aircraft that run a PT6 turbo prop, the exhaust stacks are pointed backwards. This is because they produce enough thrust to make a difference.
Here someone apparently did the math for aircraft.
“For example a PT6-114A has a shaft horsepower of 675hp, and exhaust thrust of 124 lbs. Add both together using a formula and they come up with an equivalent shaft horsepower of 725hp.”
You have some great friends Steve. Allen and Clark working for you for free. During this engine rebuild let's not forget that you made him remove your wagon's transmission in the snowstorm, in a dark cold shop on his back. That is a friend indeed.
10-11 mpg is impressive. It’s akin to getting good mileage out of a space shuttle being used for a 3 hour local flight. 😂
Answer you should talk to cleetus and take the wagon to the wind tunnel if they can tell him how much horsepower it would take to get Leroy to 200mph you would think they would be able to calculate the downforce generated by the bull horns. Good luck Steve and love the vids man!
The only way to really get a grip on whether the bullhorns help is to measure the front shock compression, rotate the bullhorn, run/measure again, plumb in the gate, run/measure, and go from there. That SMX is such a violent machine, the best we can do is take averages that stem from all of its noise.
That is very cool to have people be able to want to come an freshen up engine then Steve watching over you checking pretty badass. Thanks for sharing be safe guys
The thrust produced by a rocket can be calculated with the following equation:
T = {\dot m}V_e + (p_e - p_a)A_e.
T = thrust.
{\dot m} = mass flow rate.
V_e = exhaust velocity.
p_e = exhaust pressure at nozzle exit.
p_a = ambient pressure at nozzle exit.
A_e = nozzle exit area.
That engine did look good after all those miles. It's not like Grandma's car that goes 100K miles. Thanks for the look, Steve.
I would be super interested for you to build a motor combined with the "FreeValve" technology. Koenigsegg has their V8 running around 2000HP using the FreeValve system. Just imagine no cam shaft or timing chain, super thin heads using the "FreeValve" in combination with running a dry sump... Man, that would be a tuning power house in a small footprint. Super low center of gravity, extra light on weight, endless tuning capabilities... I'm here for it.
Dewey, Alan, Clark & Steve! Thanks for sharing! 🤣🙂🙂🙂😎
Force equals mass times velocity. If you put a mass flow sensor in the pipe to get the mass and use an anemometer to measure velocity that would give you the force.
You have a great product. I appreciate your honesty when things go wrong. Plus, i enjoy the content.
You keep calling these engines, really they are man jewelry!!! Really to pretty to be this fast! Unbelievable that the things shine like this! Love it! Go fast!!!😎
Great content thanks for sharing
These motors are absolutely beautiful pieces of art.
I admire your work. You're definitely a genius when it comes to a combustion engine. I would love to own a SMX they are a complete work of art that has been more than proven. With the Drag Week stuff and the Sick Week events. I think it would make a great combo for me, being that I drive my car about 1500 miles a year and hit a few races when possible. The only difference I would like to do is NA as I definitely don't have the chassis for all the possible hp and torque it makes with twins or procharger. Always nice to dream that's what keeps us pushing forward. Love the content very few videos I watch that I don't learn something. As a fan I can't wait to see the WAGON in the 5's. Thanks for all you do to bring great content and education to us.
He’s a serious student of his craft.
Steve: Think the airflow through. You are missing the obvious. For every pound of air the goes out the bullhorn, a pound of air goes in the intake.
If the intake faces up and the bullhorn faces up, they EXACTLY counteract, which matches what you saw on the scales.
The intake is sucking the sky, and the exhaust is blowing the sky.
If you want the most downforce from the intake and exhaust air, the intake would need to face down and the exhaust face up.
My 1st car was a '71 Chevy Caprice Kingswood Estate Stationwagon with a 400 ci (with fake wood side panaling}, got it stuck in alot of washes out here in the desert southwest.
Lokal at calculations for thrust from an outlet.
We know that Thrust = Pressure × Area and pressure is force/area. So we substitute pressure in the thrust formula and we get: Thrust= Force/Area*Area. Which simplifies to Thrust = Force
Steve's smile is so contagious. How can you not be happy when he is? 🤣 Great video, still can't wait to see what the new machine is!!
Clay millican talks about using the exhaust to increase or decrease downforce on the top fuel car. Maybe talk to over of those guys about the effects of exhaust pressure vs downforce.
I’m sorry I didn’t comment on the last video about the downforce. But I think part of the effect of your car seeming to get lighter is that your crankshaft is acting somewhat like a gyroscope. There’s a lot of fascinating videos out there about gyroscopes.
Damn!!!
You get better mileage than I do with my Toyota Tundra 5.7!!!
I feel like I've been ripped off!!!??
You get 4k HP and I get 400 HP!!?
Somethings wrong with this picture.
If I'm pulling the boat or SxS trailer I get 7mpg on the highway!!
20, 30 grand, I'd call that one heck of a expensive burn out .
Since every force has a equal and opposite reaction, measuring the pressure exiting the bullhorn and multiplying by the exit area will give the force.
Poppa is proud of his little one (BIG ONE)he let out to play. Steve is awsome. I would be proud as heck too. What a piece of jewelry 💪💪
Running a boosted altered big block with a single 98mm and one exhaust to the right. It used to blow the car to the left from half track on (low 7sec) Changed it to a split and faced slightly up and it stopped doing it.
Love the wagon Steve. Definitely one of the coolest of the really fast cars at Sick Week.
The problem with math is the results are an approximation of the real numbers. A good example of this is the displacement values. In order to make the values equate, we have to add Eigenvalues to the constants and other variables. This takes up the slack. An Eigenvalue is a very tiny number, usually too small to measure. Pi is a great ratio to give you a massive round off error.
WW2 they pointed the exhaust stacks backwards on the Merlin and found it actually produces forward thrust
On the spitfire at 300mph it produced around 70 horsepower and actually gained 10mph top speed. The exhaust was exiting the engine at 1300mph. Not sure what the smx is
Another suggestion would be to put the bullhorn in front of the front tire. You would get more front end downforce
that heat ending up on the steer tires might not be a good thing.. For downforce yes, for traction not so much and I say this because if you have any form of aerosolized oil in your exhaust, you just made bald tires on ice for steer tires
Good point forgot about the street driving.
Unless you reroute exhaust for the driving segment with an adapter. It still might work for the drag strip but I wouldn't put my life on it since I don't drag race.
We need to hear from an aeronautical engineer on the downforce question.
Steve, you truly are the best!
Steve, I had an idea regarding the downforce from the pipes question - Rocket thrust is measured with a load cell or spring and sometimes a pendulum. Maybe if you extended the pipe with a spring-like flex section before a 90* bend, you could measure the deflection of the flex section under boost and then use a load cell to measure how much force equates to that amount of deflection in the flex section. It would at least give a pretty good ballpark.
Hey Steve… since it’s been in 2 videos now, I thought I would chime in. The amount of air coming out of your exhaust is equal to the amount of air entering the car… So your intakes (that are pointing up) are probably lifting the car up as much as the bullhorns are pushing down. It’s like a leaf blower or a vacuum… if you want to push the car down with the exhaust you can’t be sucking it up with the intakes.
If you put a leaf blower on a wheeled cart you could measure the force produced when it was in the middle of the room vs 6" from the wall. The wall will give it something to push against.
Awesome as Always Great content Pleasure to watch and learn
Interesting points guys.
My opinion is to exit under the car. It would create less dense air under it allowing more ground affect at higher speeds. It’s all old Indy & F1 tech but they made rules on the spot, much like Smokey Unicks efforts.
You’re wagon would love it. Might want a diff cooler as well.
When you have a smaller pipe, the velocity increases, the pressure doesn't increase, at least with water. I work in irrigation design.
Awesome beautiful parts
Closer to the ground you get the more backpressure (certain % of exhaust gas will bounce back at itself). Yes any restriction will increase pressure. Good luck with this puzzle Steve.
Just wondering, is the inlet air suction force pulling up canceling out the exhaust exiting air pushing down?
The direction of the intake does not matter. As demonstrated on the f35.
I can totally see someone putting a rocket Venturi on the exhaust to increase the thrust. Increased backpressure, but more thrust.
I’m glad you explained about the seating position. I mentioned it before in the comments and many people said about weight and balance. I thought it may have been a safety thing. Thanks Steve 👍👍
Thanks Steve awesome content
about the bullhorns no matter what when u throttle the car the engine wants to lift fighting the downforce the exhaust generates ,to get an accurate calculation strap the front and use a basket to add weight above the bullhorn when on the 2 step you will get to a point where the basket nearly floating,for example if the basket had 50 lbs at float you would be able to calculate the downward force they generate based off of your total float weight
Your remark about the bullhorn downward. As long as its 1/4 of the diameter free above the floor the square of the cilinder(pipe) equals the square of the ring(outside length of the pipe times height) the flow speed will stay the same. Only the friction on diverting the flow will occur.
Best wagon in the world steve
Its not every day you hear wagon in America
In Australia we call them wagons
I had a GM Holden VL Commodore wagon turbo
Thanks again Professor for another great video 😊 And Thanks for answering questions Awesome !!!!
Steve, you and Allen are such BAD ASSES! Love all your creative mind blowing content! Always learning?
Steve, take a thread bobbin and a 3x5 card cut in half so you get a 3x2.5 card.
Lay the card on the bobbin over the hole, blow through the bobbin, and try to blow the card off by blowing through the hole only.
You will find you can't do it. In fact, if you blow hard enough, you can blow straight down and not be able to unstick the card with air.
Try it works to explain air speed and air pressure.
Great episode good stuff 👏 👍
Hi Steve, totally enjoy all of your videos, My point is , could you add a strain gauge between the pointy end of the front of the chassis to the floor of the workshop or dyno base . Just like being in a wind tunnel but in reverse. What i'm saying is having a gauge that measures the lift on the front end, so you can tune the rear end for better launches.
Steve youre not wrong. We played around with Zoomie angles as well but we found that the diameter of the headers played a bigger roll. We tried 2-3/4, 2-5/8 and 2-1/2 and landed on 2-1/2. We think it was more about the velocity. We also made 42-48 lbs of boost on the 2-step so that might be comparing apples to oranges.
I enjoy watching your videos Steve,crazy how people criticize, you definitely need to not take serious what is commented,it would drive most nuts! Don’t listen!
One weird way you could measure exhaust downforce is to attach a long pipe going out to the side, have it attached with a flex pipe so that it isn't rigid with the car, have the end of the pipe curve directly up, and put a scale under the end of the pipe. Any increase of weight on the scale during engine operation would be solely due to the exhaust downforce.
Love seeing this episode.
Allen is a badass don't be fooled by how soft spoken he is he's a beast at heart did you see what he did with the pistons what does that tell you well you are going to soon find out!
Dewey loves his polishing clothes :)
If you could get some wind tunnel time with the car you could probably pick up a decent amount of downforce and reduce drag with a minimum of modifications that would be barely noticeable. The exhausts could then be tuned to work with the vortices coming over the hood and around the side of the car when it’s moving.
downward pressure will be absorbed by the shocks before it show at the tire. put the scales under the front frame somehow and this would show direct correlation of downward pressure
This segment needs to stay a part of the channel....it is the good, the bad, and the ugly of figuring out "FAST" AND "WINNING"
Steve, God bless you man, salt of the earth. Lord willing I will own one of your engines one day and call you a friend!
I'm in Grand Haven, I can swing by with my 6000hp jet engine. We can do a demonstration on how thrust is made. How it is similar or different than your downforce problem to understand the dynamics better. I think we might just solve it 🧐
When I grow up I'm only 57 now by the way I hope to be able to afford one of your engines the level of technology in the beating these things take are so impressive