Verus' Shop BRZ - Development Thread

[VerusEric]

Got a bit more work done this weekend re-routing the dump tube into the downpipe/mid pipe. First time working with a double slip fit connection, it'll be interesting to see how it works after a few heat cycles. I like it initially though.... we'll see.









I'll be working on figuring out fuel next, and then wiring and we may see life this year!

Thanks,
Eric

[VerusEric]

I was doing some work with our wing this week, testing out a new application with prototype parts and figured I would grab some weights!

The wing without any mounts on it is 3lbs 1oz.



The wing with similar mounts as the twins is 3lbs 11oz.



Our Japanese distributor also asked us to create an upright assembly for display purposes so I grabbed a quick photo before shipping. There is a decent bit to this mounting system to ensure the trunk does not deform and can handle the load (300 lbs) the rear wing can produce.



Thanks,
Eric

[VerusEric]

I was able to get some time to work on the charge piping over the past few weeks. The charge piping that came with the kit, I could not get to fit so I ended up making most of my own but used some of the old pieces as well.

Hot side:






Cold Side:




Next up will be finalizing fuel lines and the wiring. Hoping to see life this year; we'll see!

The IAT sensor is broken so I ordered a replacement as well.



Thanks,
Eric

[VerusEric]

I have figured out all the fuel at this point; down to wiring and ECU at this point!

In other news, we went to a wind tunnel recently to correlate our CFD data to what is seen in the real world. We are still going through the data recorded at the tunnel as it just happened a few days ago, but when we have the data to share we will share it! In the meantime here are some photos.

The carbon unit is our 300mm chord single element unit which we already produce. This is the same profile used in our FRS/BRZ wing; the FRS?BRZ wing is a 3D shaped wing though.

The 3D printed unit is possibly our 250mm chord that we may bring to market down the road.

Both profiles were developed by us and are our own profiles.











Thanks,
Eric

[VerusEric]

A few weeks ago, Verus went to the wind tunnel with the goal of validating our CFD analysis. We tested at Auto Research Center Indianapolis (ARC Indy) using their wind tunnel for full-scale wing testing. Two of our rear wings were tested, along with 4 other wings from various other small businesses/privateers, using fixtures designed and built in house. Today’s post will go over our results and findings from the wind tunnel.

Why Does Validation Matter?

Validating our CFD to wind tunnel data ensures that our test procedures within CFD are accurate and reasonable. CFD can run incorrectly very easily, and we wanted to make certain that our results within CFD estimate real world numbers.



How Did We Run CFD to Compare to the Wind Tunnel?

Unfortunately, it is physically impossible to test a rear wing in free-stream, which is how we developed our wing profile. The wing needs a way to be held up in the wind tunnel; so to correlate our results from CFD to the wind tunnel; we had to model and CFD the entire sting at the correct height off the tunnel floor. The wind tunnel tests were ran at ~80 MPH or 36.5 meters per second.

Mesh generation, analysis, and post processing was handled by ANSYS. The mesh for this run was a bit over 40 million cells. The wing had 20 prism layers with a first cell height of 0.005mm to capture the viscous sublayer. We ran the wing through our main (3) turbulence models, K-Omega SST, K-Epsilon Realizable, and Spalart-Allmaras. We primarily use K-Omega SST in our analysis; but, presented a chance to improve our processes, we tested three.

Verification and Validation - Downforce

The graph below shows downforce for the experimental data (wind tunnel) compared to our CFD with different turbulence models applied. The analysis using the K-omega SST turbulence model was the closest to the wind tunnel results. Comparing this data; our CFD analysis underestimated downforce by 3.4lbs at 80 MPH; 7.5lbs at 120 MPH, and 13.4lbs at 160 MPH.



Verification and Validation – Drag

The graph below shows drag for the experimental data (wind tunnel) compared to our CFD with the same turbulence models above. The analysis using the K-Omega SST turbulence model was again the closest to the wind tunnel results. Comparing this data, our CFD analysis underestimated drag by 0.7lbs at 80MPH, 1.6lbs at 120 MPH, and 2.8lbs at 160 MPH.



Verification and Validation - % Difference

The below spreadsheet shows the downforce and drag coefficients for each simulation; with the percentage difference between the CFD analysis and the wind tunnel results.



Conclusion

With under a 2% difference from our CFD analysis to the wind tunnel; we are ecstatic with the results correlating so well. This really helped us solidify our analysis procedure and ensure what we do for each analysis is indeed correct and correlated to real-world results.

Thanks,
Eric

[Trust86]

Well my decision making between trackspec and verus hood vents just became a WHOLE lot easier.

[VerusEric]

Well... My car running has officially taken a back seat to our latest project. Jeremy from FT86SpeedFactory asked us to come up with an aero kit for his wide-body time attack car. The thread is located here: http://www.ft86club.com/forums/showthread.php?t=132970



I am attempting to get our shop car running soon though; down to final wiring and Haltec.

Thanks,
Eric

[VerusEric]

We are up to 6 episodes on the time attack build! Check out our youtube channel for videos. https://www.youtube.com/channel/UCjp...oVkPgd-K10nASg

The 3sgt86 is cranking... but not running yet. Every week is a step closer but a lot of steps to get it completely figured out.

Thanks,
Eric

[VerusEric]

The 3sgt86 ran for the first time last week! Currently working through push start issues. Currently, Push Start does not crank the car; I have to manually trigger the relay with a jumper. But the car did run which was awesome to hear!

On our project FT86SFTA, episode 9 is out! We show a lot of the front splitter being built and begin working on the flat underbody panels.

Picture of the flat underbody.

We are getting close to finishing all the small odds and ends. Probably 3-4 more videos before the car is finished.

Eric

[VerusEric]

The FT86SFTA project has finished on our end and left us here at Verus. It needs to get some finishing touches before it hits the track later this year.





I have gotten the BRZ running but currently, am working through a push button start issue with the starter. If anyone has worked through this with an engine swap/ecu swap before, I'd appreciate any help they may have.

We are bringing a carbon ducktail to the market as well. If interested, check out the thread HERE.









Thanks,
Eric

[VerusEric]

Even though Haltech is communicating with the CAN bus system correctly; the push button start will not work due to security measures. Basically, Haltech has not fully reverse engineered the push button feature. I have finally given up on it, and the car will now have a second push button start which activates the starter to engage. OE push-button controls accessory and key on engine off and engine off; the secondary push button only engages the starter. I'm considering this a win; as I get to push two buttons now. I do have a CEL though; no codes when I pull from OBDII port and no codes in Haltech. If anyone thinks they have an idea why this may be; that would be awesome.



With a clear direction of how the car will start now, and no longer in limbo, I think progress will come a bit quicker moving forward.

I worked on the ductwork this weekend as well. 1.5" thick polypropylene foam was used.





I began figuring out front splitter mounting solution as well. While not ideal; this will work for now as the front splitter doesn't make a ton of downforce (a few hundred pounds). The charge cooler is built like a truck.





I have spoken with the local engine calibrator as well; once I button up a few more parts of the build he'll get his hands on the Haltech and ensure the tune is ready for some track time.

Thanks,
Eric

[norcalpb]

Is that carbon fiber heated seat trim a custom piece?

[VerusEric]

Originally Posted by norcalpb

Is that carbon fiber heated seat trim a custom piece?

Yessir, it was made by Kevon Ritter.

[VerusEric]

I apologize for the lack of updates. The car has admittedly been put on the back burner pretty much since we blew it up. The additional shop cars do not help.







However, the car is back together and basically ready to be tuned! Which is exciting. The CEL is off and the OE dash works!

I whipped up a 3D printed 4-port MAC solenoid which uses the OE strut tower bolt holes last week. It's printed from Carbon Polycarbonate, so it is quite rigid and withstands high heat.





More updates soon, I hope.

Thanks,
Eric