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An inch lower without any other changes will not improve the Cd. An inch lower, splitter, side skirts and an improved rear diffuser design would make an improvement. Yet, if you carelessly added increased rear pressure with the rear diffuser design, you would end up with extra downforce and additional drag. Reducing wake turbulance is about all that is left on the table. Other than mirrors there isn't any decrease in area available and without messing with the body lines, it would be hard to reduce body drag. The trick would be flooring in the engine bay, but making sure the low pressure area would vent enough engine bay airflow to keep things cool and not create extra turbulence would require some effort. The book on the Mclaren F1 included some interesting design sketches that Gordon Murray worked through to deal with airflow through the front mounted radiators, as well as information on the electric fans they used to deal with engine bay heat. I wish there was this type of design iteration information available on the NSX as they optimized the test forms.Macattack, I'd have to disagree with you. The NSX-R flow is clearly diverging at the rear of the car and the streamline widens post wing. The NSX shows the airflow converging at the back of the car and the streamline has much more continuity after passing the wing. This to me explains where the NSX-R gains Cd compared to the NSX; more downforce too.
An inch lower without any other changes will not improve the Cd. An inch lower, splitter, side skirts and an improved rear diffuser design would make an improvement. Yet, if you carelessly added increased rear pressure with the rear diffuser design, you would end up with extra downforce and additional drag.
Reducing wake turbulance is about all that is left on the table. Other than mirrors there isn't any decrease in area available and without messing with the body lines, it would be hard to reduce body drag. The trick would be flooring in the engine bay, but making sure the low pressure area would vent enough engine bay airflow to keep things cool and not create extra turbulence would require some effort.
The book on the Mclaren F1 included some interesting design sketches that Gordon Murray worked through to deal with airflow through the front mounted radiators, as well as information on the electric fans they used to deal with engine bay heat. I wish there was this type of design iteration information available on the NSX as they optimized the test forms.
Macattack, I'd have to disagree with you. The NSX-R flow is clearly diverging at the rear of the car and the streamline widens post wing. The NSX shows the airflow converging at the back of the car and the streamline has much more continuity after passing the wing. This to me explains where the NSX-R gains Cd compared to the NSX; more downforce too.
