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  1. So when we run the CFD on topless Miata's the air behind the windshield is an absolute wash of turbulent air. so hardtops are worth their weight when it comes to reducing drag and making a wing work. Depends on what you're looking to do. i saw the additions of the "long tail" old mclaren f1 talk. as a way of reducing drag. curved surfaces where the air is separating from the body = higher drag. you really want a sharp edge and nothing for the air to attach to.
  2. Looks like lots of obstructions happen before the fender wickers. i would really want to see some flow viz on the car just to see if clean air is even getting back there.
  3. Ok back. sorry was up at mid ohio for the imsa race.
  4. in pro racing, we start with minimal aero and increase it. we do it this way because if you start with maximum aero and decrease the driver will bitch and whine. but we aren't cry-baby pro racers, we say start with max AOA on the wing and slowly take it out until the car stops pushing.
  5. https://9livesracing.com/shop?olsPage=products%2Funiversal-diy-wing-no-end-plates-nor-mounts basic wing. they start at$275
  6. we've added an install/write up/how to... to the site. If you have a "how too" and want to be on a site that's viewed thousands of times a day. we are accepting blog posts. https://9livesracing.com/install-%2F-how-too-%2F-blog
  7. We have finished moving! yeaaa desks are in and now I have time to sit down and answer questions. hit me.
  8. Audi TT's where notorious for crashes.... and the following legal action. the rear lift was no joke.
  9. Front downforce is difficult to get in large quantities. Dive plains or canards are helpful sometimes. On the gen 4 Camaro's they helped a good bit, but on c7 corvettes, they were just about useless. it all depends on the shape of the car and how the wind flows.
  10. 3 questions 3 answers 1. Yes they should. the endplates separate the air like a "plenum" the common theme is fast-under Slow- over. the high pressure very badly wants to make its way to the low-pressure air to help balance the atmosphere. this is generally how the wind is generated. if your endplates are too short the high pressure on top of the wing will find a way to the bottom when this happens the wing will stall and stop making downforce. the endplates help prevent the air from mixing. so yes make them long, and have them over the entire chord and add a few extra inches for good measure. 2. yes the shape does make a difference. But there is no magic bullet. For our wings we offer CFD Built endplates, that means the computer software was used to shape the endplates. They had a small bump in downforce, But what it helped was efficiency not stalling in a crosswind. On the phone, everyone from the northeast seems to understand that concept personally. something about the glen. So yes it does matter but you couldn't take our CFD endplate and expect the same result on a competitor's wing. the shape of the wing plays a major role on the endplates shape. it's a frustration point to us when we hear people endlessly quoting F1's aero designs. You have a gt car, not even a formula car. stop looking at F1 and get your nose into the current gt3 offerings. know the rules and why some pieces are the way they are. After that your free to gather inspiration. 3. When in doubt go big! you're looking for that plenum effect, a tiny endplate might allow air to bleed over when a large endplate would stop it. Having too large of an endplate almost never means a loss of downforce.
  11. yea sure. why not lol. Sorry typo. "front" was intended word.
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