Kel's Dedicated Aero Thread
Panoz26
09-02-2010, 09:22 PM
Kel, post up :) I would like to discuss this, as a complete undertray with rear diffuser is on the want to do list...
NZGTRA17
09-02-2010, 10:47 PM
Kel, post up :) I would like to discuss this, as a complete undertray with rear diffuser is on the want to do list...
Devin, this is one of the articles that I found very helpful in understanding diffuser basics. Also provides a useful angle for the divergent duct.
A diffuser is a device that expands in the direction of airflow. This expansion forces the air moving through it to fill the void. Contrary to what you might think, this expansion does not reduce airflow pressure. Rather, the expansion slows the air, actually increasing the pressure of the flow. How does this make downforce you ask? It is a phenomenon called "Pressure Recovery". As the air slows, the molecules in it must get closer together in order to increase pressure. This requirement forces air to be pulled in to allow this pressure increase to occur. The most effective diffusers are closed on the sides by walls that extend close to the ground, in effect forming a sealed tunnel (sometimes referred to as a "ground effect tunnel") only open at the ends. Because air cannot come in from the sides, it is forced to accelerate through the entrance of the diffuser to fill it. This acceleration decreases the pressure of the air at the inlet of the diffuser creating downforce. If a smooth undertray is present at the entrance to the diffuser, this low pressure has more area on which to act, creating even more downforce. It is not actually the diffuser that creates downforce, it is the area in front of it. According to wind tunnel tests, the optimum diffuser angle is approximately 9.5° above horizontal.
A diffuser located at the rear of the car can also serve as a pressure reservoir to fill the void at the back of car. Diffusers can not only produce huge amounts of downforce, but they can also significantly reduce drag at the same time!
Diffusers are usually located at the rear of a car, where the low pressure they create can be applied to a large area, namely the entire underside of the car. However, diffusers are also used right behind splitters, where they can increase the pressure differential above and below them, thereby amplifying the effect.
Kel.
Devin, this is one of the articles that I found very helpful in understanding diffuser basics. Also provides a useful angle for the divergent duct.
A diffuser is a device that expands in the direction of airflow. This expansion forces the air moving through it to fill the void. Contrary to what you might think, this expansion does not reduce airflow pressure. Rather, the expansion slows the air, actually increasing the pressure of the flow. How does this make downforce you ask? It is a phenomenon called "Pressure Recovery". As the air slows, the molecules in it must get closer together in order to increase pressure. This requirement forces air to be pulled in to allow this pressure increase to occur. The most effective diffusers are closed on the sides by walls that extend close to the ground, in effect forming a sealed tunnel (sometimes referred to as a "ground effect tunnel") only open at the ends. Because air cannot come in from the sides, it is forced to accelerate through the entrance of the diffuser to fill it. This acceleration decreases the pressure of the air at the inlet of the diffuser creating downforce. If a smooth undertray is present at the entrance to the diffuser, this low pressure has more area on which to act, creating even more downforce. It is not actually the diffuser that creates downforce, it is the area in front of it. According to wind tunnel tests, the optimum diffuser angle is approximately 9.5° above horizontal.
A diffuser located at the rear of the car can also serve as a pressure reservoir to fill the void at the back of car. Diffusers can not only produce huge amounts of downforce, but they can also significantly reduce drag at the same time!
Diffusers are usually located at the rear of a car, where the low pressure they create can be applied to a large area, namely the entire underside of the car. However, diffusers are also used right behind splitters, where they can increase the pressure differential above and below them, thereby amplifying the effect.
Kel.
NZGTRA17
09-02-2010, 10:55 PM
Another similar diffuser article:
A rear diffuser helps drive the under-car flow by exposing it to the turbulent low-pressure wake region behind the car, using this low pressure to suck the flow out. In addition, the diffuser slows the air emerging from the underbody region by expanding it through a larger-area opening. They are effective in generating large amounts of downforce by increasing air speed underneath, thereby reducing pressure. Since this low-pressure region acts on a large surface area, plenty of downforce can be generated. Even if pressure below the diffuser is only half a psi lower than outside, over a 3x6-foot area, that equates to over 1000 pounds of downforce.
Vertical fences are installed within the diffuser channel to ensure that flow remains attached to the diffuser. Since the diffuser ceiling slopes upwards, airflow there is slowing down, resulting in increased pressure. Aerodynamicists call this type of region an adverse or unfavorable pressure gradient, since maintaining attached flow almost always requires that the flow speed increase throughout the region where it moves over a surface. Flow separation - and the resultant loss of flow velocity - would reduce downforce significantly if nothing were done to prevent it. The fences act as vortex generators to assist in energizing the flow through the diffuser, which help maintains attached flow and allows the air to fill in the wake.
Kel.
A rear diffuser helps drive the under-car flow by exposing it to the turbulent low-pressure wake region behind the car, using this low pressure to suck the flow out. In addition, the diffuser slows the air emerging from the underbody region by expanding it through a larger-area opening. They are effective in generating large amounts of downforce by increasing air speed underneath, thereby reducing pressure. Since this low-pressure region acts on a large surface area, plenty of downforce can be generated. Even if pressure below the diffuser is only half a psi lower than outside, over a 3x6-foot area, that equates to over 1000 pounds of downforce.
Vertical fences are installed within the diffuser channel to ensure that flow remains attached to the diffuser. Since the diffuser ceiling slopes upwards, airflow there is slowing down, resulting in increased pressure. Aerodynamicists call this type of region an adverse or unfavorable pressure gradient, since maintaining attached flow almost always requires that the flow speed increase throughout the region where it moves over a surface. Flow separation - and the resultant loss of flow velocity - would reduce downforce significantly if nothing were done to prevent it. The fences act as vortex generators to assist in energizing the flow through the diffuser, which help maintains attached flow and allows the air to fill in the wake.
Kel.
NZGTRA17
09-02-2010, 11:03 PM
Some discussion around splitters;
A splitter is a device that uses the effect of an airdam to create extra downforce. As the air stagnates at the airdam, it creates an area of high pressure. A splitter takes advantage of this high pressure by jutting out from the front bumper (as shown below). This provides a surface for the pressure to act on, creating downforce. The function of a splitter can be two-fold. If it is sufficiently close to the ground, the splitter will squeeze air between it and the ground, accelerating it. This raises the velocity of the airflow and reduces its pressure. Now the splitter has a larger pressure differential and, as a result, more downforce is developed. Splitters also have the added advantage of blocking the pressurized air from flowing down beneath the airdam, amplifying its effectivness and blocking even more air from flowing beneath the car.
Clearly the height of the splitter above the ground is critical to get best effect. Has anyone experimented with this? Due to my focus on endurance racing I have been quite conservative with splitter height to prevent nose cone damage due to an "off".
Kel.
A splitter is a device that uses the effect of an airdam to create extra downforce. As the air stagnates at the airdam, it creates an area of high pressure. A splitter takes advantage of this high pressure by jutting out from the front bumper (as shown below). This provides a surface for the pressure to act on, creating downforce. The function of a splitter can be two-fold. If it is sufficiently close to the ground, the splitter will squeeze air between it and the ground, accelerating it. This raises the velocity of the airflow and reduces its pressure. Now the splitter has a larger pressure differential and, as a result, more downforce is developed. Splitters also have the added advantage of blocking the pressurized air from flowing down beneath the airdam, amplifying its effectivness and blocking even more air from flowing beneath the car.
Clearly the height of the splitter above the ground is critical to get best effect. Has anyone experimented with this? Due to my focus on endurance racing I have been quite conservative with splitter height to prevent nose cone damage due to an "off".
Kel.
NZGTRA17
09-03-2010, 12:09 AM
Some info around canards;
Also known as dive planes or dive plates, since they resemble the winged appendages on submarines, canards help generate downforce in two different ways. First, the canard redirects the oncoming air's momentum upwards, which causes a downward force on the canard. This is only moderate, since the velocity near the skin is significantly slower than in the free stream. In addition, canards generate strong vortices that travel down the sides of the car and act as a barrier. If the canards are positioned correctly, these strong vortices act to keep high-pressure air around the car from entering the low-pressure underbody region, thus maintaining more downforce. If air was allowed to enter the underside, the pressure would inevitably rise, reducing downforce. Therefore, these strong vortices act like a virtual curtain or dam, restricting higher-pressure air around the car's sides from entering the underbody region. As a result, the low pressure under the car is maintained and downforce is maximized. Unfortunately, canards are not very efficient, since the strong vortices create a significant amount of drag. They are more useful for fine-tuning aerodynamic balance.
Per 6 hour photo's I fitted a set of canards to my car for this years race. I did this as footage of last years race showed the car was lifting in the nose on the unloaded side of the car in high speed corners (100 mph+). The canards seemed to work well as the car was more settled this year even though it was approx 2 - 2.5 seconds a lap faster.
Kel.
Also known as dive planes or dive plates, since they resemble the winged appendages on submarines, canards help generate downforce in two different ways. First, the canard redirects the oncoming air's momentum upwards, which causes a downward force on the canard. This is only moderate, since the velocity near the skin is significantly slower than in the free stream. In addition, canards generate strong vortices that travel down the sides of the car and act as a barrier. If the canards are positioned correctly, these strong vortices act to keep high-pressure air around the car from entering the low-pressure underbody region, thus maintaining more downforce. If air was allowed to enter the underside, the pressure would inevitably rise, reducing downforce. Therefore, these strong vortices act like a virtual curtain or dam, restricting higher-pressure air around the car's sides from entering the underbody region. As a result, the low pressure under the car is maintained and downforce is maximized. Unfortunately, canards are not very efficient, since the strong vortices create a significant amount of drag. They are more useful for fine-tuning aerodynamic balance.
Per 6 hour photo's I fitted a set of canards to my car for this years race. I did this as footage of last years race showed the car was lifting in the nose on the unloaded side of the car in high speed corners (100 mph+). The canards seemed to work well as the car was more settled this year even though it was approx 2 - 2.5 seconds a lap faster.
Kel.
PanozDuke
09-03-2010, 09:09 AM
Four questions:
Defuser spread (ratio of inlet to outlet area versus length)?
Ratio of height to width of defuser cavity?
Angle of splitter?
Size, shape, position of canards on Panoz?
Mike
Defuser spread (ratio of inlet to outlet area versus length)?
Ratio of height to width of defuser cavity?
Angle of splitter?
Size, shape, position of canards on Panoz?
Mike
NZGTRA17
09-03-2010, 07:41 PM
Four questions:
Defuser spread (ratio of inlet to outlet area versus length)?
Ratio of height to width of defuser cavity?
Angle of splitter?
Size, shape, position of canards on Panoz?
Mike
Mike, good questions, my thoughts on your questions;
1. My intention is to model off a diffuser on a production (Ferrari F430 would be a good production item to look at) or successful race design (perhaps a certain Elan race car?!). I expect that the general dimensions will be limited to the area we have to work with on our particular car. For me in endurance application, I need to stick with the 32 gallon tank so this will be the key thing to design around. There are "tunnels" either side of the tank that I am looking at working with. The 9.5 degree divergency angle will create the inlet to outlet ratio for the diffusers length.
2. This leaves the front : rear width ratio to determine. Again I think that this will be dictated by the area we have to work with.
3. My view/understanding is the splitter should be parallel with the ground with the car at race weight (ie with fuel and driver). The splitter should certainly not be higher at the front edge as this will create lift. Critical dimension is the height above ground to develop some downforce through accelerating the flow between it and the ground. This dimension must be available somewhere as I dont expect it will vary hugely from car to car (I will have a look around on the net when I get a chance). Somehow I would like to incorporate a diffuser at the trailing edge of my splitter but this may be difficult to incorporate with a true flat bottom on the car. Need to think on this.
4. Sorry, off shore at the moment Mike so cant measure for you. Have a look at the 6 hour photo's and you can approximate from these. I did not go crazy on size or angle of attack. You will note from the photo's that I used 2 canard elements per side. I was looking to ensure (well at least double my chances!) that I set up a vortex along the skirts of the car.
Hope this helps, hope we get some good input from others.
Kel.
Defuser spread (ratio of inlet to outlet area versus length)?
Ratio of height to width of defuser cavity?
Angle of splitter?
Size, shape, position of canards on Panoz?
Mike
Mike, good questions, my thoughts on your questions;
1. My intention is to model off a diffuser on a production (Ferrari F430 would be a good production item to look at) or successful race design (perhaps a certain Elan race car?!). I expect that the general dimensions will be limited to the area we have to work with on our particular car. For me in endurance application, I need to stick with the 32 gallon tank so this will be the key thing to design around. There are "tunnels" either side of the tank that I am looking at working with. The 9.5 degree divergency angle will create the inlet to outlet ratio for the diffusers length.
2. This leaves the front : rear width ratio to determine. Again I think that this will be dictated by the area we have to work with.
3. My view/understanding is the splitter should be parallel with the ground with the car at race weight (ie with fuel and driver). The splitter should certainly not be higher at the front edge as this will create lift. Critical dimension is the height above ground to develop some downforce through accelerating the flow between it and the ground. This dimension must be available somewhere as I dont expect it will vary hugely from car to car (I will have a look around on the net when I get a chance). Somehow I would like to incorporate a diffuser at the trailing edge of my splitter but this may be difficult to incorporate with a true flat bottom on the car. Need to think on this.
4. Sorry, off shore at the moment Mike so cant measure for you. Have a look at the 6 hour photo's and you can approximate from these. I did not go crazy on size or angle of attack. You will note from the photo's that I used 2 canard elements per side. I was looking to ensure (well at least double my chances!) that I set up a vortex along the skirts of the car.
Hope this helps, hope we get some good input from others.
Kel.
Panoz26
09-05-2010, 08:13 AM
Kel - very informative post - I appreciate the time it took to write. Ill go back and read this a couple of times - let's hope there are additional comments to make this interactive.
Safe Travels!
Safe Travels!
aromocki
09-13-2010, 07:46 AM
I have experience with aero on my Porsche 944 turbo. Its a tricky thing as it is dependant upon design as well as the power of your car and the configuration of the track. My first 944 turbo had a front splitter installed on it and I ripped it off during a brief foray into the grass. I crunched the splitter and the my lap times instantly dropped .5 seconds per lap. The car only had about 320 rwhp, weighed 2450 and the design of the front slplitter was such that it was acting as an air brake. My second 944 turbo, widebody, that I still own has a splitter as well as a large carbon fiber wing. This works very well however I am definitely giving up top end speed on the straight, but, because the track has many long high speed corners its worth the tradeoff and the car handles like its on rails.
The Panoz that I now own has no front splitter and of course comes with the rear wing. When I am at the top of the straight (uphill straight) the steering feels light at 160 mph. When I enter into a long right had sweeper at about 130 mph the car pushes and I almost went off the track my first few times as the 944 was always planted at this speed. We beleive this is completely due to the splitter. This race weekend the splitter should be on and I can attest to its merit. It will be made out of plywood and during the off season we will make a proper one. So this is something that others shoule maybe think about if it works.
BTW I love doing R&D. My 2.5 litre 944 turbo is definitely the fastest 2.5 944 in Canada and I spent three years of R&D getting it there.
The Panoz that I now own has no front splitter and of course comes with the rear wing. When I am at the top of the straight (uphill straight) the steering feels light at 160 mph. When I enter into a long right had sweeper at about 130 mph the car pushes and I almost went off the track my first few times as the 944 was always planted at this speed. We beleive this is completely due to the splitter. This race weekend the splitter should be on and I can attest to its merit. It will be made out of plywood and during the off season we will make a proper one. So this is something that others shoule maybe think about if it works.
BTW I love doing R&D. My 2.5 litre 944 turbo is definitely the fastest 2.5 944 in Canada and I spent three years of R&D getting it there.
btwog
09-14-2010, 07:42 PM
Good article on vortex generators. I'd be interested in reading how the wind tunnel testing went with VGs.
http://www.mitsubishi-motors.com/corporate/about_us/technology/review/e/pdf/2004/16E_03.pdf
http://www.mitsubishi-motors.com/corporate/about_us/technology/review/e/pdf/2004/16E_03.pdf
NZGTRA17
09-14-2010, 08:25 PM
Spent some time yesterday at a showroom checking out the diffusers on Ferrari 430, 430 Scuderia (lightweight race oriented version of 430 that has great write ups for handling) and 599.
Approach taken by Ferrari is to flat bottom the car at the same level from the bottom of the front dam right through to the start of the diffuser. The diffuser on al 3 cars was of differing dimensions with the 430 Scuderia having the largest diffuser area. On this car Ferrari have actually moved the exhaust up higher (exits out midway up the rear of the car) to provide the room to fit a wider diffuser.
There did not seem to be any tricks around the transition from the flat bottom to the diffuser. The diffusers did have a divergent shape as they progressed to wards the rear of the car so divergency in 2 planes.
I think the key area to nail down with design for our cars is splitter height Vs flat bottom height as this will impact flow under the car and diffuser performance. Another key decision (to be made post testing) will be the need to retain the rear wing. None of the Ferrari's run a rear wing. The Scuderia has a small 'duck tail' but this is not likely to add much downforce. It may be that with the addition of a diffuser a wing will not be required and straightline speed will be improved. Food for thought......
Kel.
Approach taken by Ferrari is to flat bottom the car at the same level from the bottom of the front dam right through to the start of the diffuser. The diffuser on al 3 cars was of differing dimensions with the 430 Scuderia having the largest diffuser area. On this car Ferrari have actually moved the exhaust up higher (exits out midway up the rear of the car) to provide the room to fit a wider diffuser.
There did not seem to be any tricks around the transition from the flat bottom to the diffuser. The diffusers did have a divergent shape as they progressed to wards the rear of the car so divergency in 2 planes.
I think the key area to nail down with design for our cars is splitter height Vs flat bottom height as this will impact flow under the car and diffuser performance. Another key decision (to be made post testing) will be the need to retain the rear wing. None of the Ferrari's run a rear wing. The Scuderia has a small 'duck tail' but this is not likely to add much downforce. It may be that with the addition of a diffuser a wing will not be required and straightline speed will be improved. Food for thought......
Kel.
Panoz26
09-15-2010, 07:37 AM
Kel, interesting thought on the Wing and Diffuser, I've read that the diffuser will definately aide in downforce -- really curious if with our cars design ('specially us fibreglass guys that have a major parachute in the rear) we could do away...
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
NZGTRA17
09-16-2010, 07:25 AM
Kel, interesting thought on the Wing and Diffuser, I've read that the diffuser will definately aide in downforce -- really curious if with our cars design ('specially us fibreglass guys that have a major parachute in the rear) we could do away...
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
Yes, the diffuser can generate so much downforce as it is acting across the entire area under the car. Due to this, if the diffuser design is efficient, the car may actually be faster without a wing.
Absolutely agree with your idea Devin of closing in the wheel wells. This is part of what I meant by the front of the car being aerodynamically "dirty". There are a number of things that contribute to this including
- No control of airflow within the engine bay (exit air)
- Wheel openings to large and creating drag
- No control of airflow in wheel wells
- Lack of reliefs in front airdam to channel high pressure air to the sides of the car
Some of the same issues affect the rear end of the car. Devin, what is the difference in the rear of the fibreglass cars Vs the plastic cars? I also consider the back of the car to be a parachute, hence the early addition in my car of the vent slots across the back of the car. This mod is a band aid though. Fitting of an undertray, closing in the wheelwells and fitting a diffuser would fix this though.
Regards making wheelwells, I was thinking of finding something on a production car that could be adapted as working the likes of aluminium in compound curves is not easy unless you have a $100,000 Kraftformer machine at hand. Other option is to make molds and make in carbon fibre or fibreglass. Not sure I have the patience for this though.
Kel.
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
Yes, the diffuser can generate so much downforce as it is acting across the entire area under the car. Due to this, if the diffuser design is efficient, the car may actually be faster without a wing.
Absolutely agree with your idea Devin of closing in the wheel wells. This is part of what I meant by the front of the car being aerodynamically "dirty". There are a number of things that contribute to this including
- No control of airflow within the engine bay (exit air)
- Wheel openings to large and creating drag
- No control of airflow in wheel wells
- Lack of reliefs in front airdam to channel high pressure air to the sides of the car
Some of the same issues affect the rear end of the car. Devin, what is the difference in the rear of the fibreglass cars Vs the plastic cars? I also consider the back of the car to be a parachute, hence the early addition in my car of the vent slots across the back of the car. This mod is a band aid though. Fitting of an undertray, closing in the wheelwells and fitting a diffuser would fix this though.
Regards making wheelwells, I was thinking of finding something on a production car that could be adapted as working the likes of aluminium in compound curves is not easy unless you have a $100,000 Kraftformer machine at hand. Other option is to make molds and make in carbon fibre or fibreglass. Not sure I have the patience for this though.
Kel.
Cobrafang
09-16-2010, 09:02 AM
Regards making wheelwells, I was thinking of finding something on a production car that could be adapted as working the likes of aluminium in compound curves is not easy unless you have a $100,000 Kraftformer machine at hand. Other option is to make molds and make in carbon fibre or fibreglass. Not sure I have the patience for this though.
Kel.
Let me get a picture up of the trans-am car wheel wells that is at Gary's shop. Give me a few days as I am swamped. But I think it can be done cheaply and provide reasonalble effect.
Kel.
Let me get a picture up of the trans-am car wheel wells that is at Gary's shop. Give me a few days as I am swamped. But I think it can be done cheaply and provide reasonalble effect.
NZGTRA17
02-06-2011, 12:56 PM
Kel, interesting thought on the Wing and Diffuser, I've read that the diffuser will definately aide in downforce -- really curious if with our cars design ('specially us fibreglass guys that have a major parachute in the rear) we could do away...
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
Devin, diffuser on its way. Bought a Stillen Ford GT item. It is 4" longer than the original and engineered for better downforce results by Stillen (lots of testing apparently). Was only $330 in greenbacks so not to bad.
Not sure whether I will fit for upcoming season or wait. I am a little concerned about the flatbottom changing the cooling airflow through the bodywork and heat sinking likes of trans 4 hours into a race. A bit of testing to do.
Kel.
Thinking it through and reading your comments as well as other searches, the undertray (flat bottom) seems relatively simple in concept - application I guess is a different story. Also, have you considered wheel wells yet - I have been mulling that one over for some time and think Ill try something this winter with some light weight aluminum/sheetmetal....
Hope all is well down under, over yonder...
Devin
Devin, diffuser on its way. Bought a Stillen Ford GT item. It is 4" longer than the original and engineered for better downforce results by Stillen (lots of testing apparently). Was only $330 in greenbacks so not to bad.
Not sure whether I will fit for upcoming season or wait. I am a little concerned about the flatbottom changing the cooling airflow through the bodywork and heat sinking likes of trans 4 hours into a race. A bit of testing to do.
Kel.
Panoz26
02-06-2011, 01:07 PM
Kel, i hear ya... so many changes at once, could cause some issues. Eric and I both purchased a GT 500 hood vent and Eric cut his down and made to fit within the larger "bubble" - his idea looks great but he has yet to install. Send pic's of the diffuser - once you get it installed.
Hope all is well down under....
Devin
Hope all is well down under....
Devin
NZGTRA17
02-07-2011, 01:42 PM
Kel, i hear ya... so many changes at once, could cause some issues. Eric and I both purchased a GT 500 hood vent and Eric cut his down and made to fit within the larger "bubble" - his idea looks great but he has yet to install. Send pic's of the diffuser - once you get it installed.
Hope all is well down under....
Devin
All well here Devin. Just struggling to work on the 369 build and spend time with the wee whipper snapper!! I am interested to see some pics of the GT500 hood vent. This is also on my to do list but have not picked a vent yet.
Kel.
Hope all is well down under....
Devin
All well here Devin. Just struggling to work on the 369 build and spend time with the wee whipper snapper!! I am interested to see some pics of the GT500 hood vent. This is also on my to do list but have not picked a vent yet.
Kel.
Panoz26
02-08-2011, 08:22 AM
identical to these: http://forums.themustangsource.com/f703/gt500-hood-vent-479246/
they will require some cutting / trimming. But Eric's idea looks as if it will work well.
they will require some cutting / trimming. But Eric's idea looks as if it will work well.
NZGTRA17
02-08-2011, 06:20 PM
identical to these: http://forums.themustangsource.com/f703/gt500-hood-vent-479246/
they will require some cutting / trimming. But Eric's idea looks as if it will work well.
Nice Eric, and the price is right.
Kel.
they will require some cutting / trimming. But Eric's idea looks as if it will work well.
Nice Eric, and the price is right.
Kel.
eric1h
02-15-2011, 08:11 AM
Nice Eric, and the price is right.
Kel.
Thanks! it looks great, will get some pics soon!
Kel.
Thanks! it looks great, will get some pics soon!
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