There was a JDM Option episode where they tested GT wings to determine how effective they were. I just need to remember which one...

 

u won't have an issue with my language because we are both speaking english.

i don't understand aerodynamics will pretty much sum it up. i just know that a wing like that should generate some downforce and i'd like to pick one with reasonably low drag while giving fairly good downforce.

the j's racing type 2 was my top choice until i realised that for that same wing under the voltex catalogue, it is stated that usage above 230 kmh could potentially have issues.

now i'm wondering if those issues will result in a broken trunk or broken wing etc hence the question. the wing choice being less transparent was basically that i'd have to worry about far more factors such as design as certain speed (j's website never mentioned anything about usage at >230kmh as opposed to voltex) and the damage it might do.

thank you for the book recommendation, i'll try to find it and see if its worth the investment. if can you recommend it, its probably got some really good concise writeups.

 

I would think that most wings for our cars should operate well under 142mph or 230 kmh. If you are regularly exceeding that you need to research a wing and mounting position that is capable of that speed.

 

That's OK, better to speak up than to try and bluff your way through things. I'm actually an aeronautical engineer, BTW. Cars are a different than airplanes, though.

I really do recommend that book. It won't tell you which wing you want to use on your car, but it will do something better than that. It will tell you how they work, and let you become a lot more educated about choosing your own wing that fits your needs.

It's pretty pricey. I recommend checking it out from a library if you can.

Choosing and setting up a wing is always going to be a compromise between straights and corners. You generally want to set up your aero to help you in high speed corners. It won't be doing much in low speed corners, and it will only add drag in straights. So you have to figure out how you are going to be driving, where you want it to be working, and how much high speed drag you can stand to take as the cost.

 

looks like i'm going to have to do some serious homework.

but hey, whats the fun without some effort put in?

personally, i don't think the "experts" advising me locally will reach any similarity to the methodical approach/calculation I might need to put in for even a relatively simple focused setup.

basically what i see here is, bigger=better, wing higher= better, extra bling factor (infinite additional gurney setup) = best!
And so on ______ (fill in the blanks with plenty of expensive unhelpful unnecessary advice).

product approach vs a results approach in short.

considering how i will gear the car, the top end the straights require and the average speeds of the corner, i doubt the wing will be severely limiting. however, i wouldnt be so sure i couldnt get equal or better results with a type 1 wing (meaning less money to get more results) leaving my hands free to invest in other areas. thats my 2 cts.....

any ideas ?

 

More is not better. All the lift (downforce) you get comes with drag. The more lift, the more drag. What you need to do is figure out where the cost of the drag starts overcoming the advantage of the downforce.

That's probably going to be a trial and error sort of thing.

 

my guess is that the higher the average speeds around the track, the more likely the added traction will likely help me achieve better times through the corners as the added downforce has more time to show itself to be useful. furthermore, the higher the speeds, the less i'll need to slow down and get punished repeatedly on the acceleration bit.

does the book help on wing selection relating to track setups? e.g. for a certain course, i might want to begin testing with generally an XXX type of setup?

The track i'm using this for would be the Sepang International Circuit which comprises of mostly mid to high speed corners.

i've read somewhere that the exige has a wing angle of 13deg or something which is supposed to be a compromise for street and the circuit. wonder if thats true...

 

Yes, that's the basic discovery that Jim Hall and the Chaparral cars proved back in the '60s. Hall was the first one to successfully add a wing to a race car. He proved that you can make more time up in the corners than you lose on the straights. (Interestingly, his very first winged cars had some aerodynamic advantages over any race cars today. He used wings that could adjust to be low drag in the straights and high lift in the corners, but those have been banned from racing.)

Read the book, and then come back with more questions.

 

from go tuning unlimited....

The APR GTC-300 S2000 Spec Wing is designed specifically for the S2000 trunk. Rear mount uses the OEM spoiler hole so water will not leak into the trunk after installation.

With a span of 67 inches and a height of 13 inches, the GTC-300 is an adjustable wing that means serious business. The GTC-300 3D airfoil shape allows for optimal airflow that reduces drag yet supplies an effective amount of downforce.

CFD Data:
@100MPH
0 Degree 240lbs of downforce and 25 lbs of drag
15 Degree 320lbs of downfoce and 35 lbs of drag

http://www.gotuning.com/product_info...roducts_id=243

The APR GTC-200 S2000 Spec Wing is designed specifically for the S2000 trunk. Rear mount uses the OEM spoiler hole so water will not leak into the trunk after installation.

Spanning 59.5 inches and a height of 10 inches, the GTC-200 adjustable wing offers the perfect amount of downforce for midsize and compact cars.

CFD Data:
@100MPH
0 degree about 120lbs of downforce and 17lbs of drag
15 degree about 170lbs of downforce and 25lbs of drag

http://www.gotuning.com/product_info...roducts_id=237

Now I am guessing its up to you how much downforce you need for the specific track you are going to race in.

 

excellent numbers!