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Effects of using rear wing as to downforce, drag and top-end speeds

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  • Effects of using rear wing as to downforce, drag and top-end speeds

    For those of us who can careless about the shape of the paddle shifters, where a cell phone can be plugged in, etc
    and care more about bouncing off the rev limiter and top-end speeds, some techie detail with modeling and simulation results

    Let's see how a full rear wing does at distances up to 5 miles using the Salt flats

    We still do not have the techie detail of C8 as to DCT gear ratios, but who cares about 0-60 MPH when we want to get close to 200 MPH :-)
    We do not know what the drivetrain loss is as to HP/Tq but know enough to get it close and distances and surface area of full wing but
    I could get most of what C8s and also use known facts I have as to the full rear wing of my C5 and what the simulator and real world numbers my C5 has done

    This testing is about effects of rear downforce and drag and not about what C8 has for same up front

    In short all testing with model and simulator show that the cyberspace yacking that Z51 with a full wing can only do a 184 MPH does not prove to be valid
    and the amount of downforce/drag amounts to 600 pounds at top-end and far less over much slower speeds

    This function simulates a top speed run as typically done on the Bonneville Salt Flats.
    Compare is solely for difference in top-end speed in MPH with or without a full rear wing
    Both C8s are mirror images as to a Z51 and weather, Elevation
    Both were launched using first gear

    The course is straight and five miles in length.

    The results shown on a time slip which shows the following: -
    Average speed over the distance from mile 2 to mile 2 1/4 –
    Average speed over the distance from mile 2 to mile 3 –
    Average speed over the distance from mile 3 to mile 4 –
    Average speed over the distance from mile 4 to mile 5 –
    Terminal speed at the end of mile 5

    The timing slip also shows the current weather parameters for that run: wind speed, temperature, humidity, and barometric pressure.
    Engine power and atmosphere corrections are made per the SAE J1349 (2004) standard.

    At very high speeds a vehicle may experience unwanted front end lift that needs to be corrected through additional aerodynamic front end downforce.
    This function can assess the penalties in terms of speed that would result from the addition of a front end inverted wing.
    The Bonneville Salt Flats provide low coefficients of friction between the surface and the tires at Bonneville.
    Values for the Coefficient of Static Friction on the order of 0.6 used

    The value for the Coefficient of Dynamic Friction set to 0.5.
    Because of this traction can be a problem and we racers look to increase down-force through the use of inverted aerodynamic wings.
    This function accepts configuration input data for both rear and front inverted wings.
    A wing's effectiveness is defined by its Coefficient of Lift and plan-form (projection on a flat surface like its ground shadow at noon) area.

    As a wing produces down-force it also produces drag so the Coefficient of Drag must be supplied.
    Rear mounted wings located aft and above the rear axle produce a moment about the rear axle as the vehicle accelerates under power.

    When we get answers to the unknowns for C8 and size of the smaller real spoiler then we can compare different to it and full wing

    So have at it

    Let's Go a C8 Racing . . .

    Wing V MPH
    Corvettes owned, wrenched on and raced since 1975:
    1974,75,77,84,87,89,91,93,94 ZR-1 & 1999 Mallett 435

  • #2
    Isn't the C of D dependent on the NACA airfoil choice? Is the rear wing a product design driven or low drag choosing an efficient airfoil with wind tunnel testing?