@NineLivesJohnny

Audi TT's where notorious for crashes.... and the following legal action. the rear lift was no joke.

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.

mustang kits are here and now on sale for this week only.

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.

yea sure. why not lol. Sorry typo. "front" was intended word.

Raw, Buffed, Vinyl, powder coat or polished. have your pick

Pulled general numbers to give a general example. if you want exact numbers we can run your car through a virtual wind tunnel. if interested send an email to info@9livesracing.com pricing is 3500 without a 3d model and 1200 with a 3d model.

There is no free lunch, so you would be correct that adding a wing will add drag. if the overall low drag is what your after you might want to reconsider where your driving. unless you're on the salt flats no drag shouldn't be the goal. in Road racing, the Goal has been and always should be to decrease lap times. items that are causing drag and not creating downforce should be removed or modified to either make downforce or remove it altogether. Everyone is introduced to splitter sizing via a rule book. Almost all of the rules are there for Safety or reducing cost. very few rules are in place to limit performance. we see this alot in GTA the rule book says for the lower classes you can only have a 3" splitter protruding from the bumper. so when racers step up into the unlimited classes they bolt on a 48" splitter thinking the organization was limiting their performance. unfortunately, that's not the case. From our work, we haven't seen a connection to the distance a splitter protrudes and the performance. We saw that a splitter should stick out around 3-5" anything more than that it wasn't doing anything. What is very important is how deep the splitter goes under the car. at a minimum it should run to the centerline of the rear axle. the splitters area underneath the car helps speed air and give the low pressure air something to attach to. Run that splitter as far back as you can.

yes and no. so when we are building cars splitter height is critical. yes making it close to the ground is good, making it touch the ground is bad. if it touches the air stalls and you go from very fast moving air to no air. you lose all the downforce. so having height is important. Another thing to consider is height in relation to suspension movement and consistency. say you have a splitter that sits 1" off the ground, and your suspension allows the nose to move 1/2". So the height range is 1/2" at full compression and 1" at full droop. when your suspension cycles your front downforce levels are changing 50% at a time. let's say your splitter makes 200lbs of downforce, it's changing from 100-200-100-200. this can make your front downforce levels change constantly. makes it very hard to drive. Now let's say we keep everything relative but raise the car to 3" off the ground. so splitter height changes from 2.5" -3" off the ground. now your front downforce only changes 16% or you only lose 30lbs of downforce with a 200lbd-df splitter. makes it much easier to drive.

make the nose pointy, can you ditch the windshield? try to cover the air filter hole, use duct tape if need be. go out and do a few laps, then pull it off and do a few more. see if the car goes faster. we are looking to see if the drag penalty is worth the added hp. Aero is the most humbling race car science out there. you think the air does one thing and then it makes you eat crow. that's why CFD scans we offer are so important.

one more before i hit the road. not quite. The air being directed over the top of the car does add downforce. It's not the temp to blame, it's the speed. So to make downforce, the general rule of thumb, is Fast under-Slow over. that creates the pressure difference and forces an object down. To make lift it's slow under-fast over. that's why airplanes mount engines and large objects on the bottom of the wing and the top is smooth. to help airspeed. To take the applied Fast under-slow over the concept and we apply it to a car. the air that passes through a radiator is moving very slowly, with your hood closed and no vents, the only path for it to take us under the car. this mixes slow air from the rad and fast-moving air. That mix creates turbulence, and turbulence is slow, not good in an area we are trying to speed up. we want to keep the air under the car as fast as we can. to fix this issue We take that slow-moving air and we force it (with ducting) to go up. this speeds up the air under the car, increasing downforce and it slows the air going over the top of the car...also... increasing downforce. so that's why you see hoods vented up.

alright, guys, i gotta run to Sebring for the imsa test. You can follow along on Instagram @ninelivesjohnny other than that i'll answer more questions on Monday.

a wing will help you most. ours is only 9lbs of drag, that spoiler might be a hundred lbs. the small spoilers can add good downforce. problem is we have seen 5" spoilers add up to 50% of a vehicles drag. with limited power you want to fight drag at all costs. things you should do before a diffuser. - cover those headlight holes with levan. that's a biggie. - add something to the Pass side window. lexan if the rules allow it, otherwise a window net pulled very tightly. -your radio is located in the area with high-speed air, try moving it to behind the greenhouse. Drag is death by a thousand papercuts try to limit it especially at the front of the car. . the best way is with a wing's aoa. normally the front splitter and front aero are static (doesn't move). we then can adjust the wings angle to match the fronts downforce. ideally, you want a balanced aero set up. splitters are low drag. not no drag, but low. a wings drag all comes down to the shape and how the air flows around it. i've tested huge wings that all the made was drag, with our wing, drag is very low in fact many people take other wings off and gain top speed with ours. You're looking for a lift to drad ratio. there is no free lunch with downforce and drag, but you're looking to get the most cheeseburger for your dollar. a link to our cfd numbers https://9livesracing.com/cfd-testing the Goal for most cars is lap times. with a secondary goal of MPG. Lap times and average speed being joined at the hip, we need to raise average speed to make a faster lap. The easiest way to raise an average is to raise it's the lowest number. sorry if I'm getting mathie'. added downforce can suddenly raise road atlanta's turn 3's apex speed from 70 to 72, you've just increased your average speed and will get a faster lap. fastest lap, and no mistakes, mean you'll win. now aero comes with a drag penalty, and drag means less mpg. I've found that generally speaking a wing like ours with only 9lbs of drag, that is substantially less drag than a brake duct, or an oversized radiator opening. On most cars that the builder hasn't considered drag, you can go faster with aero and have less drag by fixing issues. Clif noses make it streamline... the whole body, add aero, you could gain mpg and drop lap times.

an Air dam does help. mostly with drag in most cases. although a splitter would help a great deal, if you could incorporate a belly pan you'll notice a performance increase in front downforce with minimal drag increase.

walked into this one let me kick them out one at a time