Hood Scoop Opinions....

[maguromic]

"Do you know which car it was and where I can get a picture of it?"

Tried to call Poli-Form to find out, but their number is disconnected. I will look through my pictures to see if I can find it.

Tony

[4-barrel Mike]

"Do you know which car it was and where I can get a picture of it?"

Tried to call Poli-Form to find out, but their number is disconnected. I will look through my pictures to see if I can find it.

Tony

Website seems to work: http://poli-form.com/

Mike

[maguromic]

"Do you know which car it was and where I can get a picture of it?"

Tried to call Poli-Form to find out, but their number is disconnected. I will look through my pictures to see if I can find it.

Tony

Website seems to work: http://poli-form.com/

Mike

Numbers is bad.  I think they moved.

[Bville701]

What about the scoops on the Goldenrod? There were two different types. Does anyone know why, and which one was better than the other?

[SPARKY]

As I heard the big mouth Chrysler wanted for more bottom end power---ie what it took to feed at low speeds---diffuser ones were suposedly faster on top end--as they should have been if properly sized..

[MAZDA1807]

As I heard the big mouth Chrysler wanted for more bottom end power---ie what it took to feed at low speeds---diffuser ones were suposedly faster on top end--as they should have been if properly sized..

Don't suppose you'd have a cross-section of something like that would-ya?

[interested bystander]

See attached:

Old F1 CFD data. How scoop interacts with vehicle relates.

[Dynoroom]

This is the air inlet used to set the record @ 409 mph in the Goldenrod.



The air scoops you see here were used to run 425+ mph but Chrysler didn't want to chance another pass as they already had the record.



This is how the air box connected two engines with one air scoop.

[MAZDA1807]

Those photos are way cool!!!

[Rex Schimmer]

I would like to comment on the CDF that Interested Bystander posted. This is a flow/pressure CDF of the Honda/Barr F1 air scoop and plenum. The lines show the air flow and the colors designate the air pressure ( and also velocity if we remember that D.B. says that pressure is low at high velocity and high at low velocity) On this picture blue is low pressure and red is high pressure so you can see that at the scoop inlet where the air velocity is highest the pressure is lowest (blue) as the inlet expands and the velocity drops the pressure increases until in the actual plenum over the inlet trumpets it is the highest. If you are doing an air scoop for your car use this as a guide. Start with an opening that is sufficient for your engine at your target speed and then immediately begin to expand the inlet tract to reduce air velocity and recover pressure. Long inlet tracts, assuming that they are the same area as the calculated inlet mean that there is an increased chance of turbulance inside this area which will restrict the inlet.

Rex

[Stan Back]

Hey Interested -- looks like we did some of it right!

A "free" 5 MPH.

Stan

[Bville701]

Thanks Rex for the input. So, ( in theory) a longer scoop increases the chance of turbulance? Or did I miss something?

[sabat]

Thanks Rex for the explanation of scale.

Interesting that the OEM Kawasaki ram air snout starts wide, then narrows through the steering head and frame spars, then opens up in the airbox. Manipulative guys at KHI.

[fredvance]

Dont mean to get off topic, but is that two GPS or one GPS and one cell phone?  Ask JN about cell phones.

[sabat]

Ha, not a cell phone, one of the GPSs was acting flaky, so we doubled up.