Our new range of motorsport wings - serious downforce for serious racecars
For many years The Tuners Group has been well known for supplying high quality wings for some of the most successful racecars worldwide.
From circuit racing to hillclimbing and the extremes of professional class time attack racing, we have worked with many teams to help make their cars faster through better aerodynamics, to get them onto the winners podium.
We are very pleased to announce our new range of racecar wings - the next generation in our heritage of high quality, exceptionally engineered motorsport aerodynamics.
Why our wings are different
Our wings are very very different to "look the part" wings ...
Our wings are properly engineered for real racing, on real racecars.
Our wings have a structural internal reinforcement system - similar to structural reinforcement systems used in aeroplane wings.
On our straight element wings, the internal structural reinforcement system is a high strength, low weight carbon composite structure.
On our curved element wings, the internal structure is an advanced honeycomb composite.
Both of these systems used in our wings are proprietary properly engineered structures, used and designed for stiffness, rigidity, and strength in profile.
Our formula car wings use a similar internal structural reinforcement system, made from an aluminium alloy.
Unlike many wings which are manufactured in various low labour cost countries, our wings are built right, by highly skilled engineers and craftsmen, proudly made in the USA.
Our wings are properly engineered, proven at the highest levels of motorsport and engineered to handle the high foreces that a real high downforce racecar wing produces.
Genuine autoclaved pre-preg carbon fibre, not so called "dry carbon"
Some manufacturers claim that their wings are made from so called "dry carbon", which raises the question "what exactly is 'dry carbon' ?"
As mentioned in our article What does "dry carbon fiber" mean ? The questions to ask when someone tells you their parts are "dry carbon fibre" ...
Do a search for a definition of "dry carbon" at engineering-dictionary.org and you will see the result ...
"Definition Of: dry carbon
There is no definition for this term."
We don't confuse customers with terms like so called "dry carbon". We call a spade a spade, so that you can know exactly what you are buying.
On top of the structural systems in our wings, the outer sections of all our wings are manufactured from genuine pre-preg carbon fibre, baked in an autoclave.
Please read this article which explains what genuine pre-preg carbon is, and why it is the best material for manufacturing motorsport wings ...
Like most things in motorsport, you get what you pay for and there are no shortcuts to high quality engineering, light weight, high quality performance, and high quality materials.
Our new twisted element wing for the Nissan R35 GT-R
The first wing in our new range to be released is our new twisted element wing for the Nissan R35 GT-R.
This wing is competition tested and race proven, having been run extensively and very successfully in the World Challenge GT Championship in the US.
This wing uses an advanced honeycomb composite internal structural reinforcement system, proprietary, properly engineered and designed for stiffness, rigidity, and strength in profile.
The outer sections of our GT-R wing are manufactured from genuine pre-preg carbon fibre, baked in an autoclave.
An optional gurney flap is available for teams who want every last bit of downforce from their car.
Why a twisted wing ?
Due to the shape of the roofline, the airflow over the centre of the car will hit the wing at a steeper angle of attack than the airflow to the outer ends of the wing. The airflow over the centre of the car flows over the roof then turns downward towards the bootlid / trunk. The airflow to the left and right ends of the wing is at an angle closer to horizontal than the airflow to the centre of the wing.
A twisted element wing allows for the varying angles of attack of the airflow on an R35 as the air flows over the roofline and over the sides of the car.
With a straight element wing without the twist in the centre, due to the shape of the roofline, the airflow over the centre of the car will hit the wing at a steeper angle of attack than the airflow to the outer ends of the wing. So the airflow to the ends of the wing is at an angle closer to horizontal than the airflow to the centre of the wing.
So if a straight element wing is run at an angle of attack where you are close to the stall angle at the left and right ends of the wing, then centre of the wing is seeing a greater relative angle of attack, which can prematurely stall the centre of the wing. When a wing stalls, efficiency drops away, airflow becomes turbulent, and drag increases very very quickly - not good.
Conversely, if a straight element wing is run so that the centre of the wing is close to stall, then because the ends of the wing are seeing airflow that is closer to horizontal then the ends of the wing are not generating the downforce that they could.
Effectively with a straight element wing you can end up with the centre of the wing operating in a very different part of it's downforce and drag range than the ends of the wing.
By contrast, with a twisted element wing, a twist in the centre of the wing element is created and optimised to allow for the different angles of attack of the airflow over the roof and sides of the car to help correct the differences in airflow angle that the wing sees ... the twist then allows the ends of the wing and the centre of the wing to operate simultaneously in similar zones of their drag and downforce range, without prematurely stalling the centre of the wing, and without the ends of the wing sacrificing downforce.
So with a twisted element wing optimised to suit the car's roofline shape and airflow, you end up with a wing that is generating maximum downforce at all points across the wing.
A twisted element wing can also be run lower relative to the roofline than a straight element wing without running into the excess drag and premature stall issues mentioned above, which helps a lot in racing series where the wing height is rules limited. Shorter wing mounts with a curved element wing can also help you reduce drag when compared to the tall wing mounts required to get a straight element wing up high enough to be in cleaner air, and of course shorter wing mounts also offer a potential weight reduction.
For any questions about our new GT-R wing or for ordering enquiries, please contact us via our contact page here ...