I'm surprised they're doing this...Hiring people to do this stuff = $$$ but it sure backs up their product.

http://www.aprperformance.com/index.php?op...ask=view&id=182

 

wow CFD, this is nice! downforce # for every mph, cool stuff.

 

Keep in mind all their models are both 1) theoretical and 2) only done in a uniform free stream, which is not the operating environment they were designed for.

It's better than the nothing that is available for other wings, but it's still not real test data.

 

Agreed, It is better than nothing compared to other wing makers, at least I can see some "baseline downforce" what these wings putting down on 0 5 10 15 deg. of angle of attack, I'm sure in the real field environment these numbers would be less, but for sure, these numbers will help many that running these wings to fine tune their suspension preloads and rebounds due to the aero downforce weights. Thanks for posting this up, now I know which wing to pick from.

 

Yup - I would hope for real world data but we all know how hard it is to do that....

apr is also doing cfd on their front lip so we have a better idea of how to setup our suspension....good stuff that theyr'e doing for us track junkies.

 

This has been discussed here in some detail previously. Feel free to search for it if you want more info.

 

Good point about giving a starting point for tuning. I believe, however, that the real world results would actually be better. They've designed a wing with a cord twist at the tips. This accounts for the air being at different angles of attack coming down off the roof of the car versus coming around the sides. So when they run the straight freestream, they are actually stalling out parts of the wing earlier than then probably would in real life.

If you look at the downforce graphs, they make a smooth transition from gaining downforce with AoA to losing it. This is because as they increase the angle some of the wing stalls out, then a bit more, then finally the whole thing. If they've designed the twist correctly, that hump be much sharper, as the whole wing would stall at once. Because of this, the maximum downforce reached would be higher too. The drag would act in a similar way, increasing slowly as AoA increases, and then jumping quickly as the wing stalls.

It's not as hard as you think. If I had a data logger (like a DL-1), some strain gauges, and a signal conditioner for the gauges, I could give you downforce and drag data at any speed for varying angles of attack for any of these wings. That equipment, not counting the wings, is about $2k I don't have to blow, but this is something these guys should be measuring if they are serious about selling to racers.