This one is just on dyno. So, hard to say if this is full time running gear.Its got nothing to do with casting and I wont reveal my involvement as its none of your business.
Here is another endurance built f20 engine bay, I'm posting cars that totally contradict your theory about engine bay aero that use stock hoods and delete
the factory cowl plastics, even purpose built race cars get rid of it but they also include extra heat venting so its not a direct comparison.
View attachment 41700View attachment 41701
This one is interesting. You have a 1 series. Does yours have the hood section by the vowel this one does? I’m not familiar with the 1series hoods. Do they all have the shape this one does? Looks like it could have a non standard seal, maybe?
This one is interesting. They clearly chopped their cowel and I would be interested to know more about the conditions this car runs in and what motivated them to make the chop. Also, whether or not they saw any quantitative deltas in underhood temps.
What about the giant vents in the low pressure zones in the hood? The lack of cowel is interesting though. Would be curious to know what the intent is.Here is a e92 race car for sale with a stock hood
BMW M3 E92 V8 race car for sale body kit Flossman engine V8 3999ccm, 350 kW (475 PS) 8500 rpm exhaust system Akrapovič GT4 ECU BMW Motorsport ECU 408 gearbox six-speed sequential gearbox Holinger SG3 differential Drexler Motorsport limited slip differential, i=4,10 rims BBS Motorsport...racemarket.net
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And under hood pressure...which is key for drag/aero. Certainly interesting to know why they would choose cowel removal AND hood venting, unless they’re trying to extract heat by adding air at the windshield and then remove from vents.They looked like reflections to me but they wouldn't have much of an effect on aero at speed except the extraction of heat.
I agree with most of this, but am not yet convinced that the high pressure windscreen air is not adding lift by adding more air under the car via the trans tunnel, as well as increasing drag.Ok after doing a lot of research basically by removing the cowl you are turning the bonnet into a hood scoop by using the highly
pressurised air at the bottom of the windscreen.
Removing the cowl altogether basically allows leaves and water to enter the engine bay and that is why you should trim it and not remove it.
It has its pros and cons but in our case and 99% of most its a pure pro.
It has some aero effect at 130mph and at 150mph and beyond where it starts to get dangerous by positively pressurising the engine bay.
Here is the formula 0.0000176 x air speed in mph² = ram pressure increase in pounds per square inch (psi).
But that will only be a problem if you cant get rid of the pressure.
Without specialist equipment or a wind tunnel there is no way of measuring this.
But for most people and street driven cars its a pure pro, if you intend to track at 150mph through a corner use the factory cowl.
Do your own research and make up your own mind but in most case its a huge benefit.
Like I said earlier the cowl also has other purposes but not aero in most part on our cars.
I've never seen shock load measurements in the GM data logger, nor can you do temp sensors outside of what's built into the car like he is doingLT1 baby!
-- I found it kinda funny reading Felix's thread on his temp measurements and shock load measurements, and realized the stock data recorder in my camaro has all of that built in.
You're right, I don't add additional temp channels. But the transmission and differential temps are already built in. And they don't have issues overheating, so no need to monitor the air temp around them. The magnetic dampers all log displacement and can be added as a channel in the Pi Toolbox. I added one as an example here:I've never seen shock load measurements in the GM data logger, nor can you do temp sensors outside of what's built into the car like he is doing
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