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In October 2005, FIA (International Automobile Federation) proposed a set of rules, for the 2008/9 Formula 1 Championship, with the objective of decreasing the difficulties for overtaking due to the wake generated by the leading car. The proposal is based on the utilization of a new concept of a double rear wing “CDG-wing” (Central Downwash Generating Wing). The objectives of this work is to analyze the aerodynamic characteristics of the CDG wing proposed by FIA, and to investigate its better positioning relative to the rear wheel. The study was performed using three different geometries of the wing, and three different speeds, to reproduce three different curves of some race tracks used in Formula 1. The computational tests have shown that the location of the wings behind the rear tire increases the downforce.

Laser Doppler measurements and flow visualization are presented for a three-dimensional fountain flow generated by the impingement of two-axisymmetric turbulent jets on a ground plane through the influence of a low-velocity crossflow. The experiments were performed for a Reynolds number based on the jet-exit conditions of 1.05x105, a free stream to jet velocity ratio, of 0.033, and a jet height to jet diameter ratio, H/D, of 5, and include mean and turbulent velocity characteristics along the two normal directions contained in planes parallel to the nozzle axis. The results, which have relevance to flows encountered by powered-lift aircraft operating in ground effect, show the presence of a complex 3-D scarf vortex formed around the impinging jets.

An experimental study was conducted to evaluate the use of gaseous fuels as alternative fuels for diesel engines without extensive modification. Experiments were conducted on a two-cylinder MAN DO22M direct injection diesel engine with various proportions of aspirated propane, using the liquid diesel fuel, which is injected through the conventional fuel injection equipment, as ignition source. During dual fueling, up to 90% of the diesel fuel energy input was replaced with propane gas while the engine thermal conversion efficiency was maintained at similar levels to those obtained with straight diesel fueling. However, at full load and high degree of propane use, the thermal efficiency obtained was slightly lower to that for pure diesel operation. At constant speed the maximum engine power output was increased about 20% by dual fueling.