You’re engaged in some innocent retail therapy and then this beams down from planet Piëch.
As we’ve pointed out, Driven to Write never sleeps and while we don’t always get about as much as we’d like, our eyes and ears are everywhere. So while some of us are battening down hatches in windswept West Cork, others get to swan around a decidedly more temperate Marbella – a matter for which your correspondent is not bitter. Continue reading “Photo for Sunday – Volkswagen XL1”
While this week’s Frankfurt show-stopping Porsche Mission E concept appears to offer a vision of the future where (Porsche) drivers are offered the very latest propulsion technology wrapped up in a reassuringly familiar (if nicely proportioned) package, Mercedes-Benz have taken a sharply divergent approach; Daimler’s brave new world being a starker affair altogether. Continue reading “Mercedes’ Movable Feast”
Via the Bristol Owner´s website I found this nice American take on Bristol cars. The photo is from the Curbside Classics website which I can´t recommend highly enough.
The 411 looks like a combination of the proportions of a Jaguar XJ-6 and the surface treatment of a Rolls Royce Silver Shadow. We have had some debate about the British ability to style cars. This one shows that a British car need not be heavily ornate to look good.
We ask whether aerodynamics’ post-war, post-aviation beginnings have anything in common with tomorrow’s hydrogen-powered wonders.
To be fair, car manufacturers have historically enjoyed a rather patchy relationship with the concept of aerodynamic theory. During the post-war period only a handful of motor manufacturers paid more than lip service to the concept and of those, most had their origins in aircraft manufacture. Bristol and Saab, for example both needed to diversify during post-war austerity when demand for their mainstay aircraft businesses collapsed in peacetime. Continue reading “Aerodynamics: The Shape We’re In”
Aerospace iconography permeated everywhere in the 1950s, particularly car styling. So when Alfa Romeo commissioned a series of concept cars, science fiction melded with aerodynamic theory, creating the sensational BAT cars. Continue reading “Aerodynamics: Release The BATs”
What you’re looking at here is the last of the pure streamliners – the 1964 Panhard CD Le Mans. This Index of Efficiency contender for the 1964 Le Mans race boasted a drag co-efficient of a mere 0.12, reputedly the lowest of any racing car to date. This car is significant for two reasons: Continue reading “Aerodynamics: Index of Efficiency”
Driven to write concludes its examination of Britain’s aerodynamic pioneers – Frank Costin and Malcolm Sayer
We’ve seen how both Costin and Sayer’s career trajectories dovetailed but the similarities between the two men run deeper still. Both men emerged from the aircraft industry – a place where ego and self publicity were frowned upon. Hence both were publicity-shy, quietly spoken men with broader interests outside the automotive world.
In this second part, driventowrite continues its examination of Britain’s twin aerodynamic pioneers – Frank Costin and Malcolm Sayer
By 1953, Frank Costin too had gravitated to the racetracks, becoming involved with the fledgling Lotus company and with Sayer’s services already secured by Jaguar, Costin rapidly became the freelance aerodynamicist to work with, if race victory was your aim. His work with fellow ex-De Havilland engineer, Colin Chapman produced the body skin shapes for Mark’s Eight though to Eleven, including some detail aerodynamic changes to Peter Kirwin-Taylor’s Type 49 Elite. His designs combined low drag, stability and clever use of airflow – his understanding of air pressures, ducting and how they could be used for cooling and extraction meant that Costin’s designs may not have always been easy on the eye, but they worked.
Britain’s Aerodynamic Pioneers – Frank Costin and Malcolm Sayer profiled.
In the years prior to World War Two, developments in aeronautics led to rapid growth in the science of aerodynamics. Through the war years, aerodynamicists continued the pioneering research begun during the 1930’s into streamlining, but now with an added dimension – applied science. The use of wind tunnels allowed engineers to properly assess the behaviour of aircraft in simulated flight and accurately determine the most efficient shapes. Continue reading “Aerodynamics: The Great Curve – Costin and Sayer. Part One”
Driven to write attempts to decipher an aerodynamic staple but finds the going surprisingly turbulent.
In architectural terms, a buttress is defined as a structural member built against or projecting from a wall serving as a support or reinforcement. They were more prevalent at a period when structural engineering was more of a naive art, employed as a support against sideways forces. As architect’s skills developed, the need for buttressing decreased, latterly viewed as something of an admission of failure, much like an air dam or spoiler in automotive terms. There are several types of architectural buttresses, the most visually spectacular probably being the ‘flying buttress’, a structural device used in the design of many Gothic cathedrals.
Some things, as they say, do just what it says on the tin. To my mind, the rear boot excrescence is generally well named. There are some exceptions but, generally, if a car’s designed right, it shouldn’t need an add-on. And, if it does, what about those poor buggers in lesser variants who can still get within 20 kph of the bespoilered version. Are they safe?
Not all aerodynamic cars have to draw on the same set of forms. The 2010 Kia Ray (or PHEW Ray) manages to look slippery without resembling a blend of Tatra and Citroen shapes.
The most distinctive element is the Kamm tail, a feature Alfa Romeo and Zagato used in 60s. The very sharp rim that defines the cut-off tail is there to improve the airflow break-away. A rounded edge would cause more turbulence (that´s why the tail of the first Audi TT has a small lip attached on the bootlid). Continue reading “Theme: Aerodynamics – 2010 Kia Ray”
The first cars were not fast enough for anyone to be particularly concerned about the amount of air that stood in the way of their progress. Therefore, although drivers soon learnt to hunch themselves over the wheel to reduce the passing air’s effect on themselves, it took longer to realise how important it might be to reduce their effect on the passing air.
Before we come to Aerodynamics, we must come to Streamlining. Streamlining is not the father of Aerodynamics, it is the somewhat camp uncle. Streamlining is to Aerodynamics as Gastronomy is to Nutrition. It is more fun. Although based on the concept that air should pass unhindered over the vehicle body, Streamlining was not usually scientific. It was sometimes based on theory and experimentation, Continue reading “Theme : Aerodynamics – Introduction”