some people like to be different and personalized their cars nothing wrong with that

 

ok I emailed them

 

Perfect. We have someone on call 7 days a week for late night self installers. They may answer you; otherwise, they open tomorrow at 9am. Have a great night!

 

Not my taste but then again I have the low profile wing. I'm sure many C8 owners will give this new wing a try.

 

 

That is the first thing I was thinking. Putting that spoiler on the trunk lid....seems like it could lead to all kinds of issues. The first one is your question. No matter what its going to provide down force and what does that do to the integrity of the hatch and locking system (soft close)? Is the hatch designed for point or spread load that this provides? Does the hatch even lift/close properly after installation and how long wiill that last?

 

I like the look of that new wing.

 

Yes, It has supports. The wing is designed for functionality. The swan neck mounts follow the exact curvature of the rear giving you a perfect fit and seal when mounting. A traditional mount option will also release.

Great question. Thank you!

 

I'm not sure I agree with this. If it's area-rule consideration, then I could buy that. But if it's just the additional area under the aerofoil...I'm not sure that matters. If the Jaguar could be an effective jet with stores ON TOP OF the wing, I don't think pillars under a car's wing should matter...

 

From this explainer by MotorTrend:

"It has to do with how wings work. These pieces are shaped to force the air traveling past them to take different paths, which creates different forces on the wing surfaces. Air moving over the top of a car's wing creates a high-pressure zone that pushes the wing, and thus the car, down. Air traveling underneath the wing creates a low-pressure zone that pulls the wing down. Counterintuitively, the air passing under the wing creates far more force than air going over the top. The combined result we call downforce.

The Swan Neck wing design is all about airflow separation. The underside of a wing is the most susceptible to separation, which means no downforce. Traditional underwing stands can be slimmed and streamlined to produce as little turbulence as possible, but only in one direction - straight ahead. As soon as the car turns, the air is coming at them from an angle instead of dead on, which creates turbulence and thus separation at the exact time you don't want it.

The swan neck wing supports eliminate the problem—or at least shift them topside—by attaching to the top of the wing, which has positive pressure pushing down on it and is far more aerodynamically stable (i.e. where a little turbulence from the wing stands won't matter). This makes the wing not only more aerodynamically efficient, but more efficient in more situations."

 

I like it but it does raise the question say this provides 900lbs of downforce at 150 mph,, can the hatch , latch etc. take it repeatedly ? The good news is you won't have to reach over it when loading the trunk especially for coupe owners !

 

Mando, I am not buying that explanation. Wing fences and their effects suggest that airflow is actually better when you prevent it from lateral movement across an aerofoil. The "high-pressure" zone on top of a spoiler isn't really high pressure, it's just higher pressure in relation to the lower pressure area created by the camber of the aerofoil being on the underside (downforce) instead of topside (lift).

And just like angle of attack increases lift until you stall--the same thing applies with canting a spoiler to increase downforce. Wing fences delay the onset of aerofoil stall.

In any event, the chord and camber of a spoiler are designed for maximum effectiveness in only one direction of airflow--head on. The implication that airflow could come sideways onto a spoiler and contribute productively to downforce--is laughable. That is why most spoilers have winglets or at the very least endcaps. It is why F1 and indycars are designed so that the airflow arriving at the rear spoiler is shaped by the car's bodywork/aerofoils so that it will impact the spoiler at the ideal angle for maximum effectiveness.

Off the top of my head, the only way to design a stationary spoiler so that it provided maximum grip directional to a car turning would be to vary the aerofoil dimensions along the span so that the ideal airflow angle on the port edge would be several degrees left of the car's heading; and airflow on the starboard side would be several degrees right of the car's heading. That is a very complex aerofoil to design even with a straight span. It becomes even more complex to design if the span isn't linear.

 

At speeds less than 75 mph no wing/spoiler is going to enhance handling. If you like the look, get one.

 

**Crickets**
So I guess it's just a look and does nothing functionally?

 

I'm no aero expert and won't pretend to know how to debate you on a topic I'm not that familiar with. What makes me confident in my statement is basing it on assertions made by automotive aero experts smarter than me or MotorTrend. Verus Engineering is a company of function over form nerds who held aero discussions on ft86club in their early days with their target market being track goers. They expanded from that first and only BRZ platform to now engineering aero solutions across multiple marques/models and are an ODM for Paragon Performance (I knew Paragon's founder Jeremy Boysen when he started it as FT86Speedfactory before pivoting to the C8 platform, we both had the BRZ/FR-S to now C8). FT86Speedfactory was Verus's first vendor partnership distributing their first aero product (the BRZ wing). They initially conceptualized it to be a traditional underside mount and listed its pros and cons. One factor of trad mount that nudged them into optimizing it into a swan neck was this:

"Negatives:
i. For ease of install, the wing would be mounted on the bottom and not swan neck.
ii. This reduces efficiency of the wing but isn’t a massive performance hit"

Then they pivoted to a swan neck:




They use cutting edge CFD modeling and analysis technology on designs which they'd then validate with wind tunnel testing:

"ANSYS Adjoint Solver:
This is something not many people in our market know about, let alone heard before. This is the same technology that F1 companies utilize to optimize their aero packages. Aerodynamics are not very intuitive, you think A will happen and B, C, or Z happens. ANSYS Adjoint Solver is a large reason why the latest generations of F1 cars look so odd; it’s due to this software’s ability to optimize the geometry in ways us designers would never think about without thousands upon thousands of hours of work."








Their C8 wing has a trad mount for which I'm sure pros/cons were considered (weight, packaging, complexity, cost). The simulated fluid dynamics shows where flow gets broken at the pedestals compared to the BRZ's swan neck:




Verus offers the most comprehensive suite of full functional track aero that I know of for the C8.