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For comparison: the top ten most aerodynamic production cars in 2014/2015 were in the range 0.26 down to 0.19. [ 3 ] [ 4 ] The Fiat Balilla of the mid-1930s, by contrast, was rated at 0.60. [ 5 ] To enable the car's aerodynamic shape, the Tropfenwagen also featured the world's first (single plane) curved windows in a production car.
This vehicle can be considered an AAMV, since it has two planing sponsons separated by a wing section. Therefore, it is a vehicle with aerodynamic and hydrodynamic surfaces, designed to obtain aerodynamic and hydrodynamic lift. In his article Ward presented the results of some trials: the KUDU II was able to run at 78 knots (144 km/h).
In aerodynamics, the lift-to-drag ratio (or L/D ratio) is the lift generated by an aerodynamic body such as an aerofoil or aircraft, divided by the aerodynamic drag caused by moving through air. It describes the aerodynamic efficiency under given flight conditions. The L/D ratio for any given body will vary according to these flight conditions.
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Automotive aerodynamics differs from aircraft aerodynamics in several ways: The characteristic shape of a road vehicle is much less streamlined compared to an aircraft. The vehicle operates very close to the ground, rather than in free air. The operating speeds are lower (and aerodynamic drag varies as the square of speed).
For conventional fixed-wing aircraft with moderate aspect ratio and sweep, Oswald efficiency number with wing flaps retracted is typically between 0.7 and 0.85. At supersonic speeds, Oswald efficiency number decreases substantially. For example, at Mach 1.2 Oswald efficiency number is likely to be between 0.3 and 0.5. [1]
Spoilers and wings on a vehicle have little effect at low speeds as improper designs may create undesirable responses and lower stability or efficiency for the car at high speeds. [ 3 ] Since "spoiler" is a term describing an application, the operation of a spoiler varies depending on the particular effect it is trying to spoil.
Partly as a consequence of rules aimed at reducing downforce from the front and rear wings of F1 cars, several teams have sought to find other places to position wings. Small wings mounted on the rear of the cars' sidepods began to appear in mid-1994, and were virtually standard on all F1 cars in one form or another, until all such devices were ...
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