Rear wing options???
10-07-2009, 03:07 AM
#242
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Thread Starter
Makes sense. They wouldn't have thrown it on for no good reason. Nice pic Luis.
11-09-2009, 10:15 PM
#243
Rennlist Member
Thread Starter
What are you bumping for though Mike?
11-09-2009, 11:11 PM
#244
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seems to be a pattern with the fastest and most successful racers of the series to have the duck tail. Raetech, which has done tunnel testing and is the most successful racing 944 chassis ever - which still dominates - runs the duck tail.
11-09-2009, 11:58 PM
#245
Rennlist Member
Thread Starter
Gabe, I assume these are either old pics or cars in period costume (so to speak). Do
you have any reason to think that these Ducktails are superior to a more modern rear wing?
you have any reason to think that these Ducktails are superior to a more modern rear wing?
11-10-2009, 08:02 AM
#246
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For the intented use yes, the duck tail is designed to reduce lift not create downforce, the large wing setups in a clean airstream like your setup is designed to apply downforce, not reduce lift. So with any wing setup, as we all know it must be balanced with the front splitter to manage added downforce front and rear, but one needs to figure out if they intent to reduce lift or add downforce, or both.
Each has its own unique drag penalties but it depends on what is being asked of the car to do.
The GT2 - S car in the top pic is one of the faster PCA racers out there - Mr. Wong owns it, and it is managed by a top notch shop with tons of racing under its belt so it knows what's going on - however I feel that it largely has to do with the speeds the cars will be seeing on different tracks etc.
I for one don't know which is better for which environment, simply stating the obvious here, however - it does bring a valid argument as to why they ran only the duck tails and not large spoilers, whereas modern running and modified 951's like the KMR V8 ($350k) runs a large wing on uprights that are up to the roof, or the class spanking car that has the Scott Gomes setup (Lockton brother's car). So it could be a class/rules thing, a speed setup for certain track thing or just because it wasn't a well loved project thing.
Looking back, I look to the 911 GT1, and just about all features it offers, are what is needed for super high speed stability and air management. Then look at the 911 RSR's from the 1970's where they sported large tails, but not high at all, mainly just extra body to hold the air and manipulate it longer as the 911 is a study in tail lift at speed...so naturally to me I would say a large aerofoil is for cars able to attain speeds worth of it, in an airstream smooth and fast enough to make it work for an extended period of time, whereas if its a low speed setup, something that reduces lift will work just fine without the added aero drag penalty.
Hope this kinda sums up what i'm thinking.
Each has its own unique drag penalties but it depends on what is being asked of the car to do.
The GT2 - S car in the top pic is one of the faster PCA racers out there - Mr. Wong owns it, and it is managed by a top notch shop with tons of racing under its belt so it knows what's going on - however I feel that it largely has to do with the speeds the cars will be seeing on different tracks etc.
I for one don't know which is better for which environment, simply stating the obvious here, however - it does bring a valid argument as to why they ran only the duck tails and not large spoilers, whereas modern running and modified 951's like the KMR V8 ($350k) runs a large wing on uprights that are up to the roof, or the class spanking car that has the Scott Gomes setup (Lockton brother's car). So it could be a class/rules thing, a speed setup for certain track thing or just because it wasn't a well loved project thing.
Looking back, I look to the 911 GT1, and just about all features it offers, are what is needed for super high speed stability and air management. Then look at the 911 RSR's from the 1970's where they sported large tails, but not high at all, mainly just extra body to hold the air and manipulate it longer as the 911 is a study in tail lift at speed...so naturally to me I would say a large aerofoil is for cars able to attain speeds worth of it, in an airstream smooth and fast enough to make it work for an extended period of time, whereas if its a low speed setup, something that reduces lift will work just fine without the added aero drag penalty.
Hope this kinda sums up what i'm thinking.
11-10-2009, 11:15 AM
#248
Nordschleife Master
Most wings seen on race cars are designed after the rule book, and not designed as the best possible wing.
A duck tail type wing like the above would act like a huge air brake with lots of drag.
A proper wing profile in line with the roof would most likely create much more positive downforce along with less drag.
A duck tail type wing like the above would act like a huge air brake with lots of drag.
A proper wing profile in line with the roof would most likely create much more positive downforce along with less drag.
05-04-2010, 11:52 AM
#251
Nordschleife Master
Cheapo wing mounted on my trackcar. Metal backing plates are used to increase support strength. Wing works very well in conjunction with my front splitter.
05-06-2010, 01:25 PM
#255
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deutsch nine - I was talking to them in the last week about adding one to my race car but unfortunately class rules prohibit it. Mark is a great guy to deal with, VERY helpful and there products look first class