We road race with the APR GTC300 wing. There is considerable data as to the ability of a wing and wing/ splitter in creating down force. It does create drag, of course, but the better wings, like the APR, have done a great job at reducing the drag at flatter wing angles while keeping the downforce high. Note that the only reason to create downforce in the first place is to increase the grip of the tire during those conditions in which that is desirable. The AMS car doesn't want downforce because it doesn't need to increase grip much in a straight line and wants to decrease drag as much as possible.

We are looking to increase grip to provide better adhesion and control during a turn. The wing helps stabilize the car while increasing grip at the rear of the car. The splitter, under braking, does the same thing but for the front. As the nose dives under braking when at speed, the air flows over the front of the splitter, essentially pushing the tires down harder than they would be otherwise, increasing grip at turn in. More grip is better braking and less sliding/ speed scrub. As both our wing and splitter are adjustable, we can increase or decrease the amount of downforce (and resultant drag) for different tracks.

At Lime Rock, for example, the straight is so short (get to 136-138) that you can use more downforce (more wing angle) to help the car keep grip, the increased drag is not an important factor. At NJMP Thunderbolt, however, with their longer straights, or Poconos with the Speedway (160+ for the Evo) we take wing angle out to help increase top speed. I do keep 10 or so degrees of splitter angle though, to help turn in grip to the bowl and into the infield as the turn in speeds are in excess of 135 and a little extra grip on the front tires makes things a little less frightening.

Of course, with an adjustable wing, you can alter your suspension characteristics as well. Less wing angle and more splitter angle and we can increase oversteer, or, of course, do the opposite for understeer. it's a macro adjustment but, in conjunction with your other tools to manage handling, it's a good one and can be easily done track side.

So, a big wing that is properly designed does a few things:

- offers a stable platform of adjustment for changing handling characteristics
- increases grip during cornering on the rear tires when at speed
- works in conjunction with other aero on the car to improve braking and turning behavior.

At lower speeds a wing, big or small, doesn't have enough airflow to impact the handling of the car. So, while I can't say for certain, I can't vouch for a big wing helping you much for your 24 mph turn in to the Stop and Shop parking lot but, when at speed on a race track, aero plays a key role in how the car behaves

 

Awesome response and insight John. Thanks so much!

 

My thanks, too. Does a great job of explaining why autocross cars in classes like SM or AM have ridiculously large wings.

 

Was gonna say they ain t helping that much i think it might have a un balancing effect , have to Match it with a functional front spoiler or Front splitter for downforce to even out the park bench on the back . But u could also add rear downforce with rear diffuser aswell to pair with say a front spoiler...

I love Voltex wings , but without a functional front spoiler/splitter i wouldn t bother with one myself.


lol just read Johns ...he said it best haha ,i just read your first post

 

On a DD it does look ridiculous, IMO.