Correlation of CFD Simulation for Front Side Glass Wall Pressure Fluctuations at Yaw C. M. Freeman and A. P. Gaylard ABSTRACT Traditionally the wind noise contribution to vehicle noise has been improved by increasing glazing thicknesses and introducing acoustic laminate glazing, as well as improving sealing systems. These solutions have significant draw backs in that they add weight and cost into a programme. Adding weight to the car in any capacity has a detrimental effect on efforts to reduce CO 2 emissions. This, combined with the increasing use of aluminum instead of steel in vehicle bodies further reduces the noise attenuation of the vehicle structure. These factors combine to highlight the importance of developing good form related wind noise. The use of CFD in vehicle development increasingly supports the reduction of cost and CO 2 emissions: helping to deliver a better form, whilst reducing the number of prototypes and experimental tests required. Currently the main use of CFD in wind noise development at Jaguar Land Rover is to predict wall pressure fluctuations (WPF) over the front side glass at zero degrees yaw. Clearly, when on the road, vehicles are generally subject to yawed onset flows. This paper investigates the use of a commercial Lattice Boltzmann Method (LBM) solver to predict side glass WPF, for SUV and saloon geometry, with both leeward and windward onset flows at ten degrees yaw. The results of the simulations are compared to Aeroacoustic Wind Tunnel data. The correlation obtained approaches that seen for zero yaw onset flows. 1. INTDODUCTION CFD is one of the main pre-prototype techniques used at JLR for aeroacoustic development [1]. The use of CFD in development has increased significantly as cost and CO 2 reduction plans are implemented. Currently the main use of CFD in wind noise development at Jaguar Land Rover is to predict wall pressure fluctuations (WPF) over the front side glass at 130kph and zero degrees yaw. This set up matches an experimental development test, enabling the method to be correlated and different designs compared. The other significant set of experimental development tests are undertaken at yaw, as when on road, vehicles experience a continually varying yawed onset flow. This paper reports the results of CFD simulations made with a (plus and minus) ten degree yawed onset flow. To validate this modeling approach as a vehicle development tool, these results are then