V12 N3

eISSN 2477-6041 artikel 2, pp. 507 – 519, 2021

Muhamad Fitri
Lecturer
Department of Mechanical Engineering
Faculty of Engineering
University of Mercu Buana
Jl. Raya Meruya Selatan, Kembangan
Jakarta 11650, Indonesia
muhamadfitri@mercubuana.ac.id
Martinus Dwi Haryanto
Student
Department of Mechanical Engineering
Faculty of Engineering
University of Mercu Buana
Jl. Raya Meruya Selatan, Kembangan
Jakarta 11650, Indonesia
Dagachi Muhammad Zago
Lecturer
Department of Chemistry
Faculty of Natural Sciences
Ibramim Badamasi
Babangida University, Lapai
Niger state, Nigeria
AERODYNAMIC ANALYSIS OF
FIBERGLASS E-FALCO CAR BODY
TO GET DRAG COEFFICIENT WITH
NUMERICAL ANALYSIS
One of the developments in automotive technology is identified by
the increasing variety of vehicle products in the market. This
development also leads to the refinement of the design of a more
aerodynamic car shape to reduce air friction which can reduce
material consumption. Because in theory, the aerodynamic shape of
the vehicle's body can reduce fuel consumption and minimize the
forces that hinder the vehicle's speed. The purpose of this study is
to design a more aerodynamic car body, determine the air flow
pattern around the car, and simulating the design of the car body to
determine the amount of drag coefficient, using Spoiler and without
spoiler E-Falco Car Body with variations in speed of 10 km/h, 20
km/h and 40 km/h. The results of this study indicate that the greater
the driving speed, the greater the drag generated. The average drag
coefficient for the 3 speed variations is 1,995 for design I and 1,905
for design II. The smallest drag coefficient with a value of 1.887
occurs in Design II with a speed used of 40 km/hour and the largest
value of the coefficient of drag with a value of 2.043 occurs in
Design I with a used speed of 10 km/hour. Design model II is more
aerodynamic than design I, the smallest drag coefficient is 1.887.
So that the body for the KMLI 2020 competition is recommended to
use the design model II which use Spoiler.

Keywords: Aerodynamics Analysis, Car Body, E-Falco, Spoiler,

Drag Coefficient

1. INTRODUCTION
The more variety of vehicle products on the market today indicates the development of automotive
technology. This development also leads to an improvement in the design of a more aerodynamic car shape
to reduce air friction which can reduce fuel consumption [1]. Various studies have been conducted to save
energy through reducing fuel consumption and increasing engine efficiency. Among them are research
conducted on and research on aerodynamic analysis on energy-efficient car bodies at Ocean latitude [2], as
well as aerodynamic analysis of energy-efficient car bodies for residual-sat [3]
Based on data from the Central Statistics Agency, the final energy consumption in 2015 was
4,544,788 terajoules, an increase of 2.54% from the previous year. Of these, the transportation sector ranks as
the third largest consumer with a total of 1,308,584 terajoules (28.8%), below the industrial sector and the
household sector [4]. In addition, exhaust emissions from burning transportation fuels have an effect on the
issue of global warming due to the effect of greenhouse gases. The resulting greenhouse gas emissions are
14% and are predicted to increase by twofold by 2050 (Intergovernmental Panel on Climate Change in
Climate Change 2014: Mitigation of Climate Change) [5].
The automotive industry is developing new, more environmentally friendly technologies, namely
electric cars. However, the performance of electric cars is still not perfect compared to conventional cars due
to their performance in terms of electricity usage per unit distance. One of the savings in electric power is
related to the Aerodynamic Drag Force of an electric car. So that the design of an electric car with a
performance that is more energy efficient is the main discussion in the development of electric cars [6].
Corresponding Author: muhamadfitri@mercubuana.ac.id Received on: February 2021 Accepted on: July 2021
DOI: https://doi.org/10.21776/ub.jrm.2021.012.03.2
507
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

The majority of car designs have the same importance to conserving the use of fuel or energy sources.
The consideration of air resistance when the car is running is an important factor. The aerodynamic concept
considers moving solid objects and the interaction between the car body and the surrounding air with changes
in relative speed and wind direction. Although at low speed it is not so significant, as speed increases, air
resistance needs to be taken into account [7].
The aerodynamic shape of the vehicle body can reduce fuel consumption and minimize the forces
that hinder the vehicle's speed. To produce an aerodynamic vehicle body, various things can be done includ-
ing using the Star-CCM + [8] program, or programs based on Computation Fluid Dynamics (CFD) [9], such
as RANS-CFD [10] and other. The use of CFD is widely used for research on Drag coefficient in fluid re-
search such as research on guide vanes on turbine blades [11] and also a lot of research on Car bodies.
Among them are Automobile Modeling Research Based on Numerical Simulation [12], vortex generators for
a conventional passenger car [13], Analysis of body and Chassis Characteristic analysis on Electrical vehicle
prototype [14] and Simulation of Fluid Flow Through Sedan Car YRS 4 Doors with Speed [15]. Dynamic
coupling analysis of the aerodynamic performance of a sedan passing by the bridge pylon in a crosswind
[16].
The previous studies using CFD include about the Influence of the diffuser on the drag coefficient of a
solar car [17]. The result that slight differences in the construction of the exit diffuser correspond to
noticeable changes in the drag coefficient values (0.138 minimum, 0.168 maximum) and significant changes
in the lift force (minimum 71 N, maximum 160 N) [17]. Investigation about Aerodynamic Analysis on the
Body Surface of a Gaski Electric Car (Ganesha Sakti) with Ansys 14.5 Software has been done [18]. The
result that after modification on the body of electric car gaski there are some changes such as increase the
speed of air flow rate or air velocity increased by 1.72%, while the pressure received by the body after
modification decreased 1.39% and the value of drag coefficient on Electric car gaski can be derived 14.14%
after modified [18].
Investigation about Analysis of Drag Coefficient Value on Electric Car Model has been done on the
electric car Wasaka. The result of the Wasaka car model with the curved front and the longest flat roof has
better aerodynamic properties than other models with the lowest drag coefficient and drag force and the
largest solar panel power [6].
The spoiler investigation on cars has also been done in form of numerical simulation on rear spoiler
angle of mini MPV car for conducting stability and safety. The results of that study indicate that higher drag
and lower lift are generated by a higher spoiler angle. Spoiler angle higher than 0 0 produces negative lift, and
the vise versa. Therefore it is recommended to use a spoiler angle that is higher than 00, in order to increase
the stability and safety of the car. The recommended spoiler angle is 10 0 which can produce a negative lift
with a lift coefficient of -0.05 and a drag coefficient of 0.68 [19].
Previous studies on electric cars have examined the effect of the shape of the car body on the drag
coefficient. The effect of spoilers on cars has been investigated but in non-electric cars. Research on the drag
coefficient associated with body shape combined with the effect of rear spoilers on electric cars to get a more
aerodynamic body design is still rarely studied.
The purpose of this research is to design a more aerodynamic car body on the E-Falco car made of
fiberglass so that it can reduce the drag coefficient which aims to save fuel. This research aims also to
simulate the fuel-efficient E-Falco Car body, by using Computational Fluid Dynamics software to obtain
information about the amount of drag coefficient. And the third research was conducted using a numerical
simulation method using Ansys Workbench 17.2 software to determine and predict the drag coefficient and
the variables of this study, namely the E-Falco Car body using the Spoiler and the E-Falco Car body without
Spoiler at a speed of 10 km/hour. 20 km/hour and 40 km/hour, to determine which design is the best.
Simulations are carried out at steady stade flow types. The fluid used is air which is considered ideal flow
and flows uniformly. The selected car speed is 10 km/h, 20 km/h, and 40 km/h.

2. METHOD AND MATERIALS

The sequence of the process of implementing this research is shown by the flowchart in Figure 1.

508
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

Figure 1. Research flowchart

In this research, the E-Falco KMLI 2020 car body will be analyzed as a model for making 3D designs
using SolidWork software and aerodynamic analysis using ANSYS 17.2. Design modeling consists of 2
models as shown in Figure 2 and Figure 3.

Figure 2. Design of E-Falco Car body design I without Spoiler

Figures 2 and 3 show the design of the E-FALCO car body that will be analyzed in this study. Figure 2 is
design I which is the E-FALCO car body model without rear spoiler while Figure 3 shows design II which is
a car body model with a rear spoiler. The size of the two designs is the same, namely 2484 mm long, 836 mm
wide and 483 mm high, the difference in design lies only in the Spoiler section. The making of this E-
FALCO car model uses Solidwork software. The dimensions and 3D geometry of the E-FALCO car can be
seen in Figure 4 and table 3.1.

509
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

Figure 3. Design of E-Falco car body design II with Spoiler

Figure 4. Dimension / Geometry of E-FALCO Car Body

Tabel 1. Dimension of Geometry of E-FALCO Car Body

Parameter Dimension (mm)
Length 2484
Wide 836
Height 483

Figure 4 shows a design image and size of the E-Falco car body. Especially for the main size, length, width
and height are shown in Table 1. The body model is made with a length of 2484 mm, a width of 836 mm and
a height of 483 mm. This model has been simplified in its manufacture in order to facilitate the meshing
process in simulations involving wheel manufacturing, surface smoothness and accessories. The size of the
domain used in this study has a length of 7000, a width of 2500 and a height of 2000 Clearly, the dimensions
of the computational domain used are shown in Figue 5.

510
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

Domain Domain

E-FALCO II
E-FALCO I CAR BODY
CAR BODY

Figure 5. Body model and Car Domain E-Falco I and II

Inlet
Wall
Car
Outlet

Wall
Wall

Figure 6. Name selection of car body design E-Falco

Table 2: Parameters for the E-Falco I and II Car Body Design Setups
Inlet

Tipe of Boundary Inlet

Velocity
Turbulence Shear Stress Transport
Outlet
Tipe of Boundary Outlet
Pressure value 0 Pa
Pressure type Static Pressure
Wall
Option Free slip Wall
Car
Option No Slip Wall
Default Domain
Material Air at 25oC

511
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

Determination of the boundary condition zone in the domain can be seen in Figure 7. The boundary condition
zone is divided into three parts, namely: Inlet, Outlet and Wall. At the inlet, the input is in the form of air
flow velocity with a speed of 10 km/h, 20 km/h, and 40 km/h.

Inlet Wall

Outlet

Figure 7. Boundary Condition on Car Body design E-Falco I

2.1 Meshing
At this stage, the selection and arrangement of the Meshing strategy or object enumeration is carried out.
Mesh results obtained from this stage will be a reference for calculations in the next stage.

Figure 8. Meshing of Car body model and Domain of E-Falco I dan II.

3. RESULT AND DISCUSSION

The simulation results in design models I and II will explain the contours of the pressure distribution and
streamlined flow patterns.
3.1 The Pressure distribution Contour
The pressure distribution contours in designs I and II are shown in Figures 9 to 14.

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 9. The Contour absolute Pressure Distribution on the E-Falco I & II Car Body Design Side View at
speed of 10 km/hour.

512
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 10. The absolute Pressure Distribution Contour on E-Falco I & II Car Body Design, the front view at
speed of 10 km/hour.

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 11. The Contour of Absolute Pressure Distribution in E-Falco I and II Car Body Design Side View, at
speed of 20 km/hour

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 12. The absolute Pressure Distribution Contour in E-Falco I & II Car Body Design Front view at
speed of 20 km/hour

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 13. The Contour of Absolute Pressure Distribution in E-Falco I Car Body Design Side View with
speed of 40 km/hour

513
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

E-FALCO I CAR BODY E-FALCO II CAR BODY

Figure 14. The absolute Pressure Distribution Contour on the Body Design of the E-Falco I & II Car Front
View at aspeed of 40 Km/hour

Judging from the contour of the absolute pressure distribution it is shown in Figure 9 to Figure 14 that the
decrease in the velocity of the flowing air makes the Absolute distribution of air pressure around the car
also decrease. But the greatest absolute pressure occurs at a speed of 40 km/h at the front end of the E-
Falco KMLI I car body, seen in the contours of the front end of the E-Falco KMLI I car body, which has a
red color indicating a value of 102630 Pa. The greatest absolute pressure occurs on the front when
compared to the other parts, occurring at a speed of 40 km/h. While the smallest absolute pressure occurs at
a speed of 10 km/h with a value of 101406 Pa. It Shows that the lower the speed of the car, resulting
pressure decreases.

Point 2

40 km/hour

Point 3

Point 1

Figure 15. Distribution of Absolute Pressure for E-Falco I Car Body Design with a Speed of 40 km/hr

The difference in pressure distribution can cause a large drag force which can be seen in Figure 16, the
absolute pressure value at point 1 is (102630 Pa), point 2 (102460 Pa), point 3 (102520 Pa). Figure 16 The
difference in the distribution of Absolute pressure points 1 and 3 of (60 Pa) the greater the difference, the
greater the resulting drag.
Judging from the absolute pressure distribution contour as shown in Figure 9 to Figure 14. The E-
Falco II car body design has a lower Absolute pressure distribution value than the E-Falco I car body design.
In the E-Falco II car body design with a speed of 40 km / The clock on the leading edge shows the value of
the pressure distribution of 101400 Pa. Whereas at the lowest speed, which is 10 km/hour, it shows the
absolute pressure distribution value of 101300.

514
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

Distribution Point

Figure 16 Graph of Absolute Pressure Distribution Point Difference for E-Falco I Car Body Design with
Speed of 40 km/hour.

Point 2
40 km/hour

Point 1

Point 3

Figure 17 Absolute Pressure Distribution for E-Falco II Car Body Design with a speed of 40 km/hour

Figure 18 Graph of Absolute Pressure Distribution Point Difference for E-Falco II Car Body Design with
Speed of 40 km/hour.

The difference in absolute pressure distribution in Figure 16 can cause a large drag force which can be seen

515
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

in Figure 18 the pressure value at point 1 is (101408 Pa), point 2 (101326 Pa), point 3 (101004 Pa). Figure
17 The difference in the distribution of Absolute pressure points 1 and 3 is (322 Pa) greater than design 1,
the smaller the difference, the smaller the resulting drag.

Streamline Flow Patterns

To display the simulation results of the pressure distribution contour using Streamline, the variable used
Velocity, select Plane locations. Figure 19 and Figure 20 represent a streamlined flow pattern.

Figure 19. Streamline flow pattern of E-Falco I car body design with speed of 40 km/hour

Figure 20 Streamline Flow Patterns E-Falco II Car Body Design with a speed of 40 km/hour

From Figure 19, the results of this simulation show that in the red box, it can be seen that the flow
separation occurs at the rear of the body which results in a backflow which forms a wake. This happens
because the fluid cannot flow according to the shape of the rear body design of the car. Judging from the
front end of the car the Streamline flow pattern which is blue of 0 km/h occurs because of the low wind speed
at the point of stagnation, this happens because at that point there is a wind resistance, the shape of the front
end of the car has a little perpendicular to it. resulting in a fairly large wind speed drag.
Figure 20 is seen from the front end of the car, the Blue Streamline flow pattern of 0 km/h occurs
because of the low wind speed at the point of stagnation, this happens because at that point there is a wind
resistance, the shape of the front end of the car has an upright part. straight can result in a large drag speed of
wind speed. From the data obtained from the simulation results, it shows that the changes in the design of the
2 parts of the red box show that the flow separation is better than design 1 because the backflow that forms a

516
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

wake (wake) in design 1 is larger while in design 2 has a more streamlined flow.

Analysis Relationship Of Simulation Overview Speed On Design I And Design Ii Car E-FALCO KMLI
The relationship between the drag coefficient of the simulation results on the change in speed of the
simulation design I and design II on the E-Falco KMLI car is as shown in table 2 below. In this simulation,
the speeds used are 10 km/hour, 20 km/hour, and 40 km/hour.

Table 3 Relation of Simulation Result Drag Coefficient to Speed Variation

Velocity Drag Coefficient
No
(km/hour) Design I Design II
1 10 2.043 1.927
2 20 2.017 1.903
3 40 1.925 1.887
Average 1.995 1.,905

Figure 21 Graph of Simulation Result Drag Coefficient Relationship with Speed Variation

Table 3 shows the drag coefficient of the E-Falco KMLI car Body for design I and design II with 3 level
various speeds. It’s known from this data that the average Drag coefficient of Design II (1.905) is smaller
than the average drag coeficient of the design I (1.995). this condition is shown in Figure 21. It can be
concluded that the spoiler use in design II decrease the Drag coefficient of the car body.
It is known also from the Table 3 and Figure 21 graph is the smallest drag coefficient with a value of 1.887
occurs in Design II with a speed used of 40 km/hour and the largest value of the coefficient of drag with a
value of 2.043 occurs in Design I with a speed used of 10 km/hour.

3. CONCLUSION
From this research, it can be concluded that:
1. After researching the absolute pressure distribution in design 1 and design 2, the greatest absolute pres-
sure occurs at a speed of 40 km/h at the leading edge. Design 1 shows an absolute pressure of a value
between 102460 Pa to 102630 Pa and design 2 shows an absolute pressure of a value between 101004
Pa to 101408 Pa. The flow pattern in design 1 and design 2 with the difference in the rear spoiler of the
car is that there is a back flow that forms a wake. The shape of the car body that has a Spoiler, in design
2 car looks to have a streamlined flow pattern than design model 1.
2. The drag that occurs in design 1 and 2 at the speed of 40 km/h in design 1 shows a value of 93.92 N and
design 2 is 92.07 N. speed of 40 km/hour of 1,887.

517
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

3. This research has proven that Design II E-Falco car body with spoiler is more aerodynamics than De-
sign I E-Falco car body without spoiler. This is because a spoiler on the rear of the car, can reduce the
vehicle drag coefficient (CD) on the E-Falco KMLI car. Optimization of design 1 and design 2 of the E-
Falco KMLI car obtained the smallest drag coefficient value in design 2 at a speed of 40 km/h with the
Spoiler at the rear which has a drag efficiency value of 1.887. The drag that occurs in design 1 and 2 at
a speed of 40 km/h shows a value of 93.92N for design 1 and design 2 at 92.07 N.

4. REFERENCES
[1] SUSWANTO, B., & FINAHARI, N. Studi Pengaruh Model Mobil Dan Variasi Kecepatan Angin
Terhadap Gaya Drag. 21(1), 14–19. Maret 2013
[2] PRASTYO, B.W., SYAFA’AT, I., and DZULFIKAR, M.,”Analisis Aerodinamika Pada Bodi Mobil
Hemat Energi Lintang Samudra Menggunakan Metode Computational Fluid Dynamics”, JURNAL
ILMIAH MOMENTUM, , v. 16, n. 1, pp. 80-86, April 2020. http://dx.doi.org/10.36499/mim.v16i1.3366
[3] J. S. J. S, and M. T. S. UTOMO, "Analisis Aerodinamika Body Mobil Hemat Energi Antawirya
Residual-Sat Dengan Menggunakan Metode Computational Fluid Dynamics," JURNAL TEKNIK
MESIN, vol. 5, no. 1, pp. 50-59, Jan. 2017.
https://ejournal3.undip.ac.id/index.php/jtm/article/view/17042.
[4] HIDAYATI, N. A., et. al.. “Analisis aerodinamis pada variasi bentuk ekor design bodi mobil hemat
energi”. Jurnal Energi Dan Manufaktur, 10(2), 66–70. 2018
[5] YOGATAMA, M., & TRISNO, R. "Studi Koefisien Drag Aerodinamika pada Model Ahmed Body
Terbalik Berbasis Metode Numerik", Jurnal Teknik Mesin, v. 7, n. 1, pp. 10-14, 2018.
https://doi.org/10.22441/jtm.v7i1.2235
[6] TRISNO, R., & WIBOWO, I. G. (2016). “Studi Pengaruh Implementasi Jet Sintetik Terhadap Gaya
Drag Aerodinamis Pada Model Molinas”. Seminar Nasional Teknologi Dan Rekayasa (SENTRA), v. 1,
n. 1, pp. 117–125. 2016
[7] CAHYONO, G. R., ISWORO, H., GHOFUR, A., and RIADI, J..”Analisis Nilai Koefisien Drag Pada
Model Mobil Listrik Wasaka”. Elemen : Jurnal Teknik Mesin, v. 6, n. 2, pp. 59-68 . 2019.
https://doi.org/10.34128/je.v6i2.100
[8] JANOŠKO, I., POLONEC, T., KUCHAR, P., MÁCHAL, P., ZACH, M., “Computer simulation of car
aerodynamic properties”, Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis. ,
v.65, no. 5, pp. 1505-1514, November 2017. https://doi.org/10.11118/actaun201765051505
[9] BADRAWADA, I. G. G., PURWANTO, A., and FIRLANDA, E.R., "Analisa Aerodinamika Bodi
Kendaraan Mataram Proto Diesel dengan ANSYS 15.0. Jurnal Engine: Energi, Manufaktur, Dan
Material, 3(1), pp. 8-14. Mei 2019. https://doi.org/10.30588/jeemm.v3i1.481
[10] GOETTEN, F., FELIX, D., MARINO, M., BIL, C., HAVERMANN, M., and BRAUN, C., “A review
of guidelines and best practices for subsonic aerodynamic simulations using RANS CFD”, 1th Asia-
Pacific International Symposium of Aerospace Technology,
https://doi.org/10.21776/ub.jrm.2015.006.02.2
[11] ANGGARA, F.,“Studi Numerik: Komparasi Pengaruh Rasio Panjang Dan Diameter Guide Vane
Terhadap Aliran Udara Outlet Ducting”. Scientific Journal of Mechanical Engineering Kinematika,
v. 5, n. 2, 150-159, Desember 2020. https://doi.org/10.20527/sjmekinematika.v5i2.178
[12] CHEN, J., and MIAO H.H.. “Automobile Modeling Research Based on Numerical Simulation.” Applied
Mechanics and Materials, vol. 733, pp. 587–590 Trans Tech Publications, Ltd., Feb. 2015.
doi:10.4028/www.scientific.net/amm.733.587.
[13] VIGNESH, S., and KUMAR, M.,” Computational flow prediction and design optimization of vortex
generators for a conventional passenger car”,International Journal of Vehicle Structures and Systems ,
v. 12, n. 3, Oct 19, 2020. https://doi.org/10.4273/ijvss.12.3.12
[14] DWINANTO, A.Y., MUHAMMAD, F.B., “Analisis karakteristik bodi dan chassis pada prototype
kendaraan listrik”, Rekayasa Mesin, v.6, n. 2, pp. 119-126. Agustus 2015.
[15] SYAMSURI., LILLAHULHAQ, Z., YUSRON, M., “Simulation of Fluid Flow Through Sedan Car
YRS 4 Doors with Speed Variation using CFD”, Jurnal Rekayasa Mesin, , v. 11, n. 3, pp. 395-400, Sep-
tember 2020. https://doi.org/10.21776/ub.jrm.2020.011.03.11
[16] YIPING, W., ZIYI, Z., QIANWEN, Z., ZHEN, H., and CHUQI, S.,”Dynamic coupling analysis of the
aerodynamic performance of a sedan passing by the bridge pylon in a crosswind”, Applied
Mathematical Modelling, v. 89, part 2, pp. 1279-1293, 2021. https://doi.org/10.1016/j.apm.2020.07.003
[17] MIERZEJEWSKA, P., CIESLINSKI, A., and JODKO, D.,”Influence of the diffuser on the drag
coefficient of a solar car”, Mechanic and Mechanical Engineering, v. 22 , n. 2, pp.509-519, January

518
 Muhamad Fitri, Martinus Dwi Haryanto, Dagachi Muhammad Zago; Rekayasa Mesin, v. 12, n. 3, pp. 507 – 519, 2021.

2018.
[18] PRIHADNYANA, Y., WIDAYANA, G. DANTES, K.R., “Analisis Aerodinamika Pada Permukaan
Bodi Kendaraan Mobil Listrik Gaski (Ganesha Sakti) Dengan Perangkat Lunak Ansys 14.5”, Jurnal
Pendidikan Teknik Mesin Undiksha, , v. 8, n. 2, 2017.
[19] LUTHFIE, ALIEF A., et al. "Numerical Simulation On Rear Spoiler Angle Of Mini Mpv Car For
Conducting Stability And Safety." SINERGI, vol. 24, no. 1, pp. 23-28, 15 Feb. 2020,
doi:10.22441/sinergi.2020.1.004

519