I got the photo from a Prodrive archive. I used to work as an engineer for Prodrive. I have more someplace, ill try to find them. -Eric
Please share more Velocity. It's actually a car I want to draw in the near future, and I need a decent photograph of it. Trying to determine which angles I want.
From the Prodrive days. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Thanks a ton Eric. Are you still with Prodrive? [EDIT] I just saw that you used 'used to' work for prodrive...guess that answered that question. How fun was it in 2003?
I was the lead engineer for the US office that opened in California. We were there to develop some products as well to build some factory racing programs. I only got to work on the periphery of the 550 project. It was very complete when I joined Prodrive, and they were already in the early phases of new projects. There were some continuing developments for the 550, but it was for the most part maintenence and updates of the chassis at that point. I was involved more in Subaru projects and on some vehicle development that Prodrive does for OEM manufacturers. The Aston project was just beginning as well. Unfortunately, the California engineering office is closed and no more. I really enjoyed the time I spent there, and I learned alot. They have some very sharp minds in that joint in the UK. Luke-I dont have any shots of the engine bay, they were not allowed, and Prodrive was very protective of that type of thing. Got some CAD/CAE files, but I cant share those. You might find some shots from pitlane work someplace on the web. Eric
I have a few intake pics...see below. The third picture down is probably my fav. Prodrive 550 pic that I have in my archive. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Ah Screw it...here are some more of my fav. Prodrive 550 pics: Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Last one is awesome: Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Forgive my ignorance, but what function is performed by the "velocity stack" looking things in the grille? (prominently shown in the pics in post 11)
Those are the restricted intakes, as far as I know. The air filters for those things are super cool looking. Am I correct Eric?
If I may ask callaides, what is your education background and what did find essential for starting a career in race car engineering? Also how do you like it as a career? This is the direction I would like to go and information you have would be great. Many Thanks Roy
Don't ask me...ask Eric. Actually Eric will probably hate my background; I'm a designer. Traditionally designers and engineers don't share the same viewpoint on much.
Callaides got it right, very funny, I spent a long time as a studio engineer with Ford working on concept cars and prototypes! So I have a lot of experience with both very good and very bad designers! I engineered the Ford Fortynine if you remember that one. Generally I get along with designers great, but there are occasions when a door cutline gets changed when all the hinging is already done at the 11th hour, and that can sure be a hell of a fireworks show in the shop. I am lucky to have been involved in a bit of design as well as the propellerhead stuff. So I know how to get on with both sides of that yin/yang relationship. FarmerDave, callaides was correct. The air inlet size is restricted by the rules in FIA GT racing. The air trumpet inlet is the best way to get air into a tube with the least amount of turbulence. The long tube is tapered up to the filter and airbox. The tubes and airbox spent time in a windtunnel as well as in CFD (Computational Fluid Dynamics) computer simulation, which helps predict airflow speeds, pressure drops, and turbulence. The point was to get the best airflow with the least stalling and turbulnce to the inlets as possible with the restrictors in place. There is also a bit of a ram effect from the air horn placement. Hi Roy, Ill give that a think, maybe here isnt the best place to answer that question. Give me a bit and ill get back to you here or by PM. Eric
Eric, I remember that Ford Fortynine concept well...actually enjoyed it moreso than the Thunderbird. I hear you on the relationship between engineers and designers...it's amazing how it swings this way and that...some people just don't understand their position. They expect engineers to..well..engineer this asinine part that's lightyears beyond production, and then moan and gripe when it isn't up to the snuff in their head. Ah well, everyone's an expert. Were you in Detroit then? I have no idea where the Fortynine was developed...but I'm guessing it was in their California studio. Most of the interesting stuff out of Ford is done in California or in Europe. Or done here in Detroit and shipped elsewhere. Eric, I have so many questions about the car...hope you don't mind if I pick your brain here for a bit. Is that metal rod-looking-thing sticking out of the hood near the hood vent for sensors or for suspension adjustments? Or am I wrong on both counts? I assume the inlet on the roof is for driver cooling? I can't think what else it would be except diff cooling, but I'm sure that's underneath the car. I heard the car got much better airflow to the rear wing with the side lexan in place, so obviously the side windows were in place most of the car's life. You mentioned you were in periphery for the car; did you help develop the body of the car in the tunnel?
[QUOTE=The air inlet size is restricted by the rules in FIA GT racing. The air trumpet inlet is the best way to get air into a tube with the least amount of turbulence. The long tube is tapered up to the filter and airbox. The tubes and airbox spent time in a windtunnel as well as in CFD (Computational Fluid Dynamics) computer simulation, which helps predict airflow speeds, pressure drops, and turbulence. The point was to get the best airflow with the least stalling and turbulnce to the inlets as possible with the restrictors in place. There is also a bit of a ram effect from the air horn placement. Eric, great description and fascinating thread for so many who were thrilled by this car. CAn you speak to the set up that would provice optimum intake if there were no restrictions necessary?
