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⚡F1 Car rear wing DRS activation - CFD simulation⚡ The drag reduction system (DRS) is a form of driver-adjustable bodywork aimed at reducing aerodynamic drag in order to increase top speed and promote overtaking. Simulation Owner: Luke Morgan

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Jousef Murad | AI Automations & Agents

19,162 subscribers

96,056 Aufrufe • vor 2 Jahren •via X (Twitter)

Wissenschaft & TechnologieAutos & Fahrzeuge
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6 Kommentare

Profilbild von Atharv Nadkarni
Atharv Nadkarnivor 2 Jahren

What is this software and where can I learn this?

Profilbild von Christopher Gonzalez
Christopher Gonzalezvor 2 Jahren

@guscer23 @SharyWilliams @edgarcin26

Profilbild von Worllace - TRICOLOR PE bilionário🇾🇪
Worllace - TRICOLOR PE bilionário🇾🇪vor 2 Jahren

@RessacaF1 @ScuderiaMilani

Profilbild von AYP
AYPvor 2 Jahren

smooth

Profilbild von Kumar Shubham
Kumar Shubhamvor 2 Jahren

Wow that streamlined flow is so smooth

Profilbild von Jon Chui-Rapley 🇪🇺🛶🏎🏞🦥
Jon Chui-Rapley 🇪🇺🛶🏎🏞🦥vor 2 Jahren

I'm loving seeing the dancing drag behind the gurney flap on the second element :)

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carwow

21,859 Aufrufe • vor 1 Monat

The Callaway Sledgehammer Corvette was one of the most important American performance cars ever built. In 1988, it reached a verified top speed of 254.76 mph at the Transportation Research Center in Ohio, making it the fastest street legal car in the world at the time. Powered by a twin turbo 5.7L V8 producing nearly 900 hp, it beat the world speed record, then simply drove home under its own power instead of being loaded onto a trailer. Built from a C4 Corvette, it still kept air conditioning, power windows, a full interior, and even the factory Bose sound system. The car was capable of 0 to 60 in under 4 seconds and ran a 10 second quarter mile nearly 20 years before hypercars like the Bugatti Veyron entered the 250 mph conversation. The custom aerodynamic body was designed specifically for high speed stability, and the whole project proved just how far Callaway engineering was ahead of its time. RIP to Reeves Callaway, founder of Callaway Cars, who passed away in 2023.
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The Callaway Sledgehammer Corvette was one of the most important American performance cars ever built. In 1988, it reached a verified top speed of 254.76 mph at the Transportation Research Center in Ohio, making it the fastest street legal car in the world at the time. Powered by a twin turbo 5.7L V8 producing nearly 900 hp, it beat the world speed record, then simply drove home under its own power instead of being loaded onto a trailer. Built from a C4 Corvette, it still kept air conditioning, power windows, a full interior, and even the factory Bose sound system. The car was capable of 0 to 60 in under 4 seconds and ran a 10 second quarter mile nearly 20 years before hypercars like the Bugatti Veyron entered the 250 mph conversation. The custom aerodynamic body was designed specifically for high speed stability, and the whole project proved just how far Callaway engineering was ahead of its time. RIP to Reeves Callaway, founder of Callaway Cars, who passed away in 2023.

PATINA RESEARCH

25,811 Aufrufe • vor 3 Monaten

🇮🇹 Ferrari F40 LM 1 of 19 The footage of ex F1 driver Jacques Laffite driving the Ferrari F40 LM is widely considered one of the most visceral and iconic pieces of automotive film recorded. Filmed in December 1992 for the French TV show Turbo, the sequence features the former F1 driver pushing the ultra-exclusive racer around the Mas du Clos circuit in France. The Vehicle: F40 LM (Le Mans) While the standard F40 was already a legend, the LM (built by Michelotto) was a different beast entirely Upgraded to roughly 720–780 hp (compared to the road car's 471 hp). Stripped down to approximately 1,050 kg. Equipped with a non-synchromesh (dog-ring) gearbox, requiring precise heel-and-toe shifting. Featured a more aggressive front splitter, an adjustable rear wing, and fixed headlights to replace the pop-ups. Laffite famously drives the car wearing casual slacks and deck shoes (loafers), without a helmet or fire suit, contrasting sharply with the car’s brutal nature. You can see Laffite physically wrestling with the heavy steering and the "recalcitrant" gearbox, demonstrating the immense skill required to manage the massive turbo lag and mechanical grip. The F40 LM driven by Laffite in that session (Chassis #79891) remains a "holy grail" for Ferrari collectors, representing the peak of the analog supercar era. 🎥 French TV Turbo 👏🏻🔥 #ferrari #f1 #cars #carporn
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🇮🇹 Ferrari F40 LM 1 of 19 The footage of ex F1 driver Jacques Laffite driving the Ferrari F40 LM is widely considered one of the most visceral and iconic pieces of automotive film recorded. Filmed in December 1992 for the French TV show Turbo, the sequence features the former F1 driver pushing the ultra-exclusive racer around the Mas du Clos circuit in France. The Vehicle: F40 LM (Le Mans) While the standard F40 was already a legend, the LM (built by Michelotto) was a different beast entirely Upgraded to roughly 720–780 hp (compared to the road car's 471 hp). Stripped down to approximately 1,050 kg. Equipped with a non-synchromesh (dog-ring) gearbox, requiring precise heel-and-toe shifting. Featured a more aggressive front splitter, an adjustable rear wing, and fixed headlights to replace the pop-ups. Laffite famously drives the car wearing casual slacks and deck shoes (loafers), without a helmet or fire suit, contrasting sharply with the car’s brutal nature. You can see Laffite physically wrestling with the heavy steering and the "recalcitrant" gearbox, demonstrating the immense skill required to manage the massive turbo lag and mechanical grip. The F40 LM driven by Laffite in that session (Chassis #79891) remains a "holy grail" for Ferrari collectors, representing the peak of the analog supercar era. 🎥 French TV Turbo 👏🏻🔥 #ferrari #f1 #cars #carporn

WRCPAST

265,166 Aufrufe • vor 3 Monaten

Tom Cruise explains what it actually feels like to ride a plane wing at 145 mph: 'It's the toughest weight workout you've ever had' Host: “I get nervous for you. Do you have fear?” “Also when I'm there on the wheel, I'm worried about these downdrafts that are coming in. I'm perceiving the bumps. I know what that pilot is going through.” “Because also when I'm flying in between the two wings and I'm zero g in there, I also have to know my body position because I'm creating drag and reducing the air flow over that wing.” “When that airplane's going and doing a loop and we're right on the top, I have to know where I need to be position wise so that this airplane doesn't start falling out of the sky and we get into a spin.” “I have to rest to let my body, my muscles refuel so that I can get just from the wing to the cockpit. Because also we're limited in fuel. My pilots cannot land with me on the wing.”
4:44

Tom Cruise explains what it actually feels like to ride a plane wing at 145 mph: 'It's the toughest weight workout you've ever had' Host: “I get nervous for you. Do you have fear?” “Also when I'm there on the wheel, I'm worried about these downdrafts that are coming in. I'm perceiving the bumps. I know what that pilot is going through.” “Because also when I'm flying in between the two wings and I'm zero g in there, I also have to know my body position because I'm creating drag and reducing the air flow over that wing.” “When that airplane's going and doing a loop and we're right on the top, I have to know where I need to be position wise so that this airplane doesn't start falling out of the sky and we get into a spin.” “I have to rest to let my body, my muscles refuel so that I can get just from the wing to the cockpit. Because also we're limited in fuel. My pilots cannot land with me on the wing.”

Hribi

162,153 Aufrufe • vor 1 Monat

The Black Sea & Eastern Mediterranean CFD-V1. State 1 to State 2 [1] over a nine-hour period (plus one hour of settling time). During the initial acceleration northwards, the water retreats to the south. Shortly after we move over the geographic north pole, the deceleration sets in, and centrifugal forcing is reversed by ±180° - the departed water returns, inundating much of Ukraine - home to considerable coal, gas, and marine sedimentary deposits. Orange markers are marine fossils. Blue/Pink markers are salt deposits. The water levels during the second phase of this simulation are lower than would be expected in reality. More than 50% of the fluid volume is lost over the Sahara to the south and leaves the simulation domain. Some of this volume would have returned during the deceleration, but is not accounted for here (this is therefore likely a conservative outcome for this scenario). A further >45% is lost to the north, leaving <5% of the original simulation domain volume. Depth, velocity, precursor- and primary-flows are visualised as follows: Depth: greyscale shading of the fluid volume. Whiter is deeper. Velocity: blue-white-red graded shading of the particle system. Precursor (thin) Flows: leading the main volume may be seen as little 'sparkles' at the head of the inundation. These provide clues as to incursion potential. Primary (heavy) Flows: white particle flows which provide a sense of volume distribution in the simulation. Pooling: Dark grey areas on land indicate pooled water. Please note that this is a physically informed visualisation of the primary (acceleration) and secondary (centrifugal) forcings only. Lunar tidal forcing is not accounted for, as it is temporally unpredictable, and of negligible effect by comparison to those under consideration. Possible overflows from the Arctic and North Sea are not modelled. Presented in 4K resolution with DEM (GEBCO bathymetry) and Google Satellite imagery. This is not a predictive safety indicator. It is a passable, evidence-supported approximation of flow direction and extent for the theorised rotation. I may iterate this solution one more time (each taking approximately a week) to improve the detail, but the agreement with existing geological, archaeological, and cultural accounts seems good at this point. [1]
2:23

The Black Sea & Eastern Mediterranean CFD-V1. State 1 to State 2 [1] over a nine-hour period (plus one hour of settling time). During the initial acceleration northwards, the water retreats to the south. Shortly after we move over the geographic north pole, the deceleration sets in, and centrifugal forcing is reversed by ±180° - the departed water returns, inundating much of Ukraine - home to considerable coal, gas, and marine sedimentary deposits. Orange markers are marine fossils. Blue/Pink markers are salt deposits. The water levels during the second phase of this simulation are lower than would be expected in reality. More than 50% of the fluid volume is lost over the Sahara to the south and leaves the simulation domain. Some of this volume would have returned during the deceleration, but is not accounted for here (this is therefore likely a conservative outcome for this scenario). A further >45% is lost to the north, leaving <5% of the original simulation domain volume. Depth, velocity, precursor- and primary-flows are visualised as follows: Depth: greyscale shading of the fluid volume. Whiter is deeper. Velocity: blue-white-red graded shading of the particle system. Precursor (thin) Flows: leading the main volume may be seen as little 'sparkles' at the head of the inundation. These provide clues as to incursion potential. Primary (heavy) Flows: white particle flows which provide a sense of volume distribution in the simulation. Pooling: Dark grey areas on land indicate pooled water. Please note that this is a physically informed visualisation of the primary (acceleration) and secondary (centrifugal) forcings only. Lunar tidal forcing is not accounted for, as it is temporally unpredictable, and of negligible effect by comparison to those under consideration. Possible overflows from the Arctic and North Sea are not modelled. Presented in 4K resolution with DEM (GEBCO bathymetry) and Google Satellite imagery. This is not a predictive safety indicator. It is a passable, evidence-supported approximation of flow direction and extent for the theorised rotation. I may iterate this solution one more time (each taking approximately a week) to improve the detail, but the agreement with existing geological, archaeological, and cultural accounts seems good at this point. [1]

Craig Stone

69,416 Aufrufe • vor 9 Monaten