Element Tuning Time Attack STI
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From: LA
here are some really cool facts and photos of high wing mounts from back in the days.
The rear wing on those classic NASCAR special Daytonas and Superbirds were that high because the engineers realized the height of the wing did not significantly affect the downforce created, so they mounted it high enough to allow the trunk to open on the retail street versions.
The rear wing on those classic NASCAR special Daytonas and Superbirds were that high because the engineers realized the height of the wing did not significantly affect the downforce created, so they mounted it high enough to allow the trunk to open on the retail street versions.
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Originally Posted by bellwilliam,Apr 15 2010, 01:20 PM
it is the lack of engineering of whoever built the mount.
the fact that THIS wing hasn't failed in 3 years, then failed within first hot lap tells me it is the new mount. by going up a foot higher don't suddenly give you 3x more down force that start breaking stuff. I've seen the same wing going around T1 at Cal Speedway at 170MPH. may be on 20 different cars going through same turn at 150MPH.
the fact that THIS wing hasn't failed in 3 years, then failed within first hot lap tells me it is the new mount. by going up a foot higher don't suddenly give you 3x more down force that start breaking stuff. I've seen the same wing going around T1 at Cal Speedway at 170MPH. may be on 20 different cars going through same turn at 150MPH.
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Originally Posted by Momentum,Apr 16 2010, 12:13 PM
I don't even know what the goal would be in getting the wing that high up, especially if they are going to leave that little wing on the back of the roof that is specifically designed to keep airflow attached to the rear windshield.
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From: Vancouver
Originally Posted by trinydex,Apr 19 2010, 04:23 PM
also the higher the mount the higher the torque that is generated away from the base. that means more force available to deflect the wing laterally and stress that mounting joint.
The torque at the bottom of the base (attached to the trunk of the car), is the one that increases.
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From: LA
What you guy think about this one (Esprit Japan) ? look at the L shape carbon brackets, they looked less than 1/8" thick. If downforce can take out a 1/4" T shape bracket, how long you think this wing brakcet will hold on a GTR ?
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It will support the load easily. The stands look well designed. If the stands can not flex laterally and are mounted to a "solid" part of the body there will be no bending moment on the brackets riveted to the wing. The thin brackets can easily withstand the downforce and any forces from drag.
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Originally Posted by BKL,Apr 22 2010, 02:25 AM
That is not correct. The lever arm length does not change from the wing to the attachment point of the hardpoint to the top of the stand. The torque remains the same.
The torque at the bottom of the base (attached to the trunk of the car), is the one that increases.
The torque at the bottom of the base (attached to the trunk of the car), is the one that increases.
someone already made a diagram of what is happening.
as you can see in order to deflect the top laterally you need to deflect the bottom. it's easier to deflect the bottom if the lever arm (the stands) are taller. with larger deflections possible on the bottom, the top also can then become more deflected (laterally).
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Originally Posted by krazik,Apr 14 2010, 01:29 PM
I saw this video on another thread. the driver goes thru a highspeed corner without the wing and has no problem with it/.
this crash has almost nothing to do w/ the lost wing and a ton to do with driver talent.
this crash has almost nothing to do w/ the lost wing and a ton to do with driver talent.
He lifted at the beging of the up hill esses 1 and he was going way to fast to ever make it through the esses, The GT Car's I work on go through there @ 150 and they have to breathe a lil to make it. This was not a result of the wing breaking. It broke after he hit the wall backwards.
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