hi everyone in this video we're finally going to analyze the real aerodynamics of the Cyber truck not a simplified 3D model off the internet this time but the super precise 3D scan that we got from a to Mac 1 covering all the details of the cybertruck down to the air deflectors the windscreen wipers everything is on there we took that model we threw it in air shaper and ran a super Advanced simulation with 5 to1 100 million cells let's have a look at the results each and in every individual part was scanned and then put back together digitally um this is incredibly detailed you can just virtually dive into the details of this car um using this exploded view um if you then progress a bit um we'll see that this car has all individual details that you would expect so we have the windscreen wiper there at the top which is being highlighted here uh you can just change the color each part is real different part in the assembly if you then move on on the front bumper for example we can see that there all of these details like the they're all included um we also have the uh front air deflectors uh which are plastic parts you can see the exit of the air curtain here in the front bumper which is that slot um this is the front air deflector which will help to push air around the tire so that you don't increase the drag too much so if we then look at the front of the car this is the bumper geometry which holds this front air curtain so if you look at it from the front you'll be able to peek inside like this this is where the air goes in and then it exits via the side actually to curve around the tire this is the windscreen wiper just to show you exactly how much detail there is the the panel gaps are really modeled precisely as they are as it was scanned on the car um so that really comes together nicely and we'll also see in the analysis that we can see what happens with the panel gaps on the car if we then continue there's more to be seen there's the cover so we ran simulations on the car with this cargo bed covered uh which is the low Drive configuration and with the car in a ride height which is the low EST one uh which we believe is what it assumes when you're traveling at a highway speeds this is the cover of uh the towing system which of course helps to uh keep it clean and uh reduce track even though it's in the wake and so on you can even remove the under floor um and look inside you can see that there's plastic covers on the suspension even so those suspension elements here they're covered so that they don't cause too much disturbance to the flow all done for aerodynamics um so really it's interesting to see what this will do in the analysis this is the under floor nicely flat if you remove it you'll just Peak straight into the inside of the car using this A2 mac1 uh Digital model this is extremely precise stuff uh which finally gives us the opportunity uh to jump into a fully fletched aerodynamic analysis of the Cyber truck so let's dive into the results or or first actually show you how we set up the simulation so if you look at this page this is the air shaper simulation setup page so we uploaded this model this is around 2 GB this model but it was compressed for easy viewing in the browser I'm just doing this on my laptop so as you can see it's not heavy at all the wheels were detected automatically you don't need to set up uh the axis of rotation the RPM of the wheels is automatically linked to the forward driving speed of the vehicle together with the radius which was detected and so on um the only thing that was modified was a small contact patch that was cut away from the tires um to mimic the correct ride height and also the tire compression uh on the car um then we moved to the next page and we ran an advanced simulation which features between 50 and 100 million cells and this ran on the cloud and it was done within let's say around 6 hours because it runs on Google high performance Computing infrastructure so once the results were in this is what we got so these online simulation results will help you understand what the air flow is like so contrary to the public 3D mes that we were using before which helped understand this double Vortex structure around the a pillar and let's call it the B pillar in this case um these things were there but now we have a fully detailed model which really changes the outcome so Tesla claimed in their final claims from depending on which source you believe a drco efficient of 0.335 we got 0.344 in this analysis which is really really close and I don't want to say that their value is perfectly accurate or our value is perfectly accurate but at least they're very close to each other um sometimes manufacturers are optimistic in what they claim in terms of drag coefficient um but this just goes to show that earlier models that we analyzed had coefficients of over 0.4 sometimes depending on which public model we would analyze even though it would look similarly uh similar to this one it just goes to show how important those small details on a real model are like the air curs and so on so let's dive into the details and see where that dry coefficient is coming from so at the front of the car just like we saw previously uh also this real 3D model features flow separation at the nose this really is a sharp edge so if you look at this from the side this is almost a 90° bend that the air needs to follow uh to go from the front face where you have high pressure stagnation area uh to this flat uh front uh Bonnet let's say so that's too sharp this angle the flow separates but then it does reattach because the over all incoming air kind of squashes it against that frontal surface of the Bonnet and the windscreen again nevertheless this is a source of drag so if you would uh step away from the EDG of design and add a nice round here probably you would see the drag go down same here on the sides so what we have here is that we have a sharp edge here on the side as well so the air needs to curve around this Edge and this creates flow separation now an interesting remark in one of the videos we saw with with their designers we saw that um this low pressure area caused by this slow separation also acts on the uh mudu guard let's say or def Fender of the front wheel which creates a net force forward pulling the vehicle forward that is true but I do think that the overall net result of the drag you cause with the flow separation here and the compensation you get compensation you get on this mudu guard or front wheel Fender still adds up to a Plus in terms of drag that's my guess um we also see this slot here on some cars um I'm not sure I believe it was one of the pickup trucks in the states also has this slot to feed some fresh air into this area which helps to reduce the Wake um that could be the case here as well so you see this is a miniature outside external air curtain you could say uh to speed up the air and and Jet it around the wheel let's say at the bottom actually you will see that this part of the wheel is actually fairly exposed so if you go to an orthogonal view uh which makes it look quite weird um and we look at the front of the car you can see that the tires are exposed so theoretically you would expect the wind to hit those Wheels but it doesn't if you look at the surface pressure map you can see that the entire upper part of the wheel is not facing high pressure almost stagnation pressure um and of course the wheel is rotating but it's not just because of that it's also because this air deflector is doing its thing so this plastic part here is pushing the air downward but also away to the sides left and right so that the wheel doesn't get the full hit from the wind and that's very important because Wheels they do act like a mixer um if you look at the flow disturbance that they cause if you wouldn't have had this air deflector plus this geometry of the bumper shooting the air outward and around the wheel this would be much worse still then if you look at the bottom of the car what we see is that first of all it's very flat at the under floor so that makes total sense we also saw this when we analyze the rivan and most uh cars also like the tyon uh that we featured in a video this flat underfloor which is possible due to the electric drivetrain really helps to keep attached flow all the way from the front to the rear um and feed air into the wig uh which helps to reduce the drag eventually uh so highspeed air underneath the car which is really nice and wherever you do have gaps because the the wheels do need to rotate so you do need this clearance here front and rear of the suspension um there you have flow separation obviously the air needs to jump that Gap but it's actually quite nice um if we look in detail at this Arrow cover you'll see that it's quite flush with the rest of the body work you also see that there's a slight downward angle of the body work so the air will shoot um all the way to this cover and then land on it softly you'll also see that the front edge of this cover um is actually quite rounded which means that if the air does hit the front slightly it can curve around it and slightly and again stay attached uh by the way keep in mind that this resolution this is compressed for easy viewing on the web the real simulation is actually much much much more precise um and you'll see very precise uh mesh there um at the rear it's the same story so the air leaves the suspension cover and then does cause some flow separation here but that's mainly because of the tire messing up the flow then you'll see small spots like whenever you have a hole for a bolt um or an an inset or anything uh you do see local flow separation but the flow does re recover quickly and reattach again same story at the rear um we also see air deflectors at the rear they're probably not the best air deflectors because again they follow this edgy form or styling language nevertheless they do serve the purpose if you look at this wheel we don't see much high pressure anymore which is usually the case because the rear wheels are in the wake of the front wheels to some extent and they don't get the full hit of the uh free air stream nevertheless this air deflector is also doing its thing uh pushing the air downward um if we then go back to the under floor what you'll see here is that this cover again serves uh to Shield the suspension from the air which would otherwise uh start uh creating disturbances um then other than that we do see that the central part of the car does feature nicely attach attached low if you look at the surface friction for example so if you have low surface friction that means your air has either come to a standstill at the front of the car for example stagnation zone or has separated like you would have in the Wake behind Wheels uh and so on or at the rear of the car so of course the entire rear of the car is fully separated air flow now if you look at the under floor here we can see that the flow stays nicely attached through the center and even in this area uh which kind of helps to close the Wake behind the wheel so that's really nice to see that the wheel wake doesn't Splash out widely but it actually gets contained um and there's some flow reattachment towards this deflector and then you can see that the flow stays attached all the way up until the end of this deflector the suspension cover sorry um and in the central part it even stays attached all the way to the rear edge of the car uh we do we do see some flow separation here uh which kind of makes sense because in this setup um the suspension is not entirely aligned with the uh rear part of the diffuser it could be that this suspension setup that we did the lower suspension wasn't entirely accurate so maybe in real life this is a perfect alignment and the drag would go down slightly further bringing it even closer to the claimed uh drag coefficient of 0.335 that could be a possibility uh depending on the kinematics of the suspension nevertheless keep in mind if you're going across a highway your car does uh move up and down uh slightly if you hit bumps and so on so uh it's a mix in terms of which ride height you will actually see in real life if you then go back to the front of the car uh because we were diverging looking at the under floor so if we look at this edge here this is actually minor so there's a nice smooth almost perfect um perfectly aligned transition between the Bonnet and the front windscreen which is great then uh there's the windscreen wiper which does affect the flow structure along the massive a pillar of the G so if you compare this one this is one large big Vortex structure which does break up here at the end and this one is actually a combination of two vortices uh which do combine almost uh at the end here um we were told in one of the videos with the designers that they used the windscreen wiper on one side actually uh to help the air actually jump around it and virtually connect with the a Piller to form like a large radius and reduce some of the aerodynamic losses that you have there um hard to tell um in terms of data what we could maybe do in the future is just mirror the windscreen wiper and see if the total drag on the vehicle goes down that could be an interesting one for AQL um in this case what we see is that the windscreen wipers themselves they indeed don't cause too much drag here there's a bit of Vortex here coming off the top of the windscreen wiper but over here it blends with the massive Vortex you have anyway around the a so again um cool feat Fe but of course if you would round these edges very likely the aeromic drag would still go down further the mirrors create quite a lot of drag they're quite bulky um but uh it's actually quite okay we've seen much larger wgs Around Mirrors the cool thing then is that this Vortex actually tumbles around um in this way so clockwise in this perspective and then the air which is traveling around the alongside the car alongside the windows here the side windows that one needs to actually jump back um along to the uh rear trunk of the car because this low pressure area tends to suck the air inward again and the cool thing is that as it jumps across this Edge The Vortex is actually going counterclockwise from this perspective so that's really interesting also something we noted on the public 3D models but now we have the precise model it's really interesting to see that um in the beginning you have this motion and then as you reach this point the vortices they kind of stop here and they flip Direction and they start rotating the other way around uh in this direction so really nice to see and again with more rounds here you would probably have a lower drag but it does go to show that um the main airflow does stay almost perfectly attached we see some slight flow separation here but it's in the margin if you look at the surface friction we'll see that it does struggle a little bit uh but we don't see fully separated air flow um we see the vortex here uh which because of its rotation is increasing surface friction on sides we see that it's not perfectly symmetric that's also because of some panel gaps some asymmetric structures in the flow and of course because of the windscreen wiper um so that has an effect on the way the vortex actually lands on the roof so the one on this side actually has this kind of Vortex structure and this one has the double Vortex structure which seems to have a different velocity uh pattern on on on the surface there so quite interesting to see even though I don't think in this um multi-ton V you will notice the asymmetry in the aerodynamics so then the flow stays attached uh until the rear of the car and then feeds into the wake and because you have this nice downward slope it does help to feed the air downward into the Wake which reduces the height let's say of the wake and at the bottom because we saw that we had attached flow all the way until the rear at least in central part this one get gets kicked upward slightly so the downward flow coming off the top and the upward flow coming of the diffuser they meet or try to meet and both of them they try to close the wake and keep it as short and small as possible so that's really interesting some other details um you have this inset of the windows which eventually leads to this um let's say small wall here or frontal face or face facing the air and that makes the air hit this surface and then locally causes flow separation so again you could limit this um if you would make this slightly more beveled let's say or give it an angle you would reduce that as well if you then look at the wheel arches at the rear again they serve as a visual purpose obviously but they also serve to kick out the air so that the tire doesn't get exposed to free incoming air flow um we don't see a huge Splash out so sometimes the splash out of the rear wheels is much bigger than this one and usually goes much higher uh contaminating the flow all the way on the side flank of the car over here it's quite limited um so that's also nice to see and we see attached flow on the side of the car all the way until this Edge um which is almost most of the vertical edge here apart from the bumper so really interesting to see all of this and impressive actually to see what they did with this uh challenging design language with all of the edges but a very grateful overall shape uh which allows for a lot of pressure recovery so you push the air up in this area which causes drag but some of the air then lands here and kind of squeezes this like you would be holding a piece of Stope and then shooting it out of your hands forward so there is some pressure recovery actually going on uh to recuperate some of the drag you cause at the front um you can also look at the streamlines just to see what happens with the vortex structure around so here we see this nice curvature of the airf flow uh to the rear of the car um and if you look at the horizontal streamlines you can actually uh look at the opposite so over here it's this clockwise motion that gets put into place because the air tumbles across the a pillar and then it reverses um as it tumbles the other way around uh towards the roof where you have the highly energized flow through the center staying attached to the uh to the roof um and then the flow coming from the sides tumbling on top of that one and then mixing uh to actually meet um at the end and fill the Wake so really nice to see um you can also analyze the different forces on individual components so so if you want to know how much force do we have on the front bumper let's say or Frank in this case you can just analyze it by uh looking at the forces on a final note I do want to point out that however impressive it is that they got the dry coefficient as low as this one 0.33 3 0.34 I do want to note that this still this still is a huge car so the frontal surface area of this car is 3.2 square m so if you multiply 3.2 square m with 3 um 0.344 you still get a CDA of 1.1 which is dramatically high so if you want to convince yourself that this is still fairly okay for the environment I guess it's not uh this is still a huge car so um it's still a pickup truck and it's a big one to begin with so the CDA of this car is still huge so don't forget it's not just about CD it's about CDA which is the real value driving the energy consumption of the car so keep that in mind so that was it for for our video on the aerodynamics of the Tesla cybertruck I really hope you liked it if you did hit the thumbs up and drop your comments below thanks a lot for watching see you soon bye-bye