The use of Ansys CFD software has enabled mapping of our wing designs in a 'virtual wind tunnel' environment to produce very good indications of the relative levels of downforce and drag that can be expected. This computational analysis has been carried out on simple 3D CAD models of the wings at representative spans. However, the wings were tested in isolation and so the data here should not be regarded as what might be obtained on a car, especially with rear wings, which have the rest of the car ahead of them to spoil the airflow!

Mapping has so far been carried out on our single-element rear and dual-element rear wings. Work has commenced on front wing designs and will be posted when suitable indicative data have been obtained.

We have also been able to map some of our competitors' profiles, and as such we know for certain that our designs generate market-leading levels of downforce and efficiency.

Single-element rear wings

Three single element configurations are available; the '183' (for 18% maximum camber at 0.3 x the chord distance back from the leading edge) is our original rear wing main element design, and it has found applications on lower power single seaters, and also on GT racecars where the rules only permit single element wings to 300mm. Maximum chord is 300mm, and the wing can be obtained from DJ Engineering in spans up to 1700mm.

The '203' is a mainplane design intended primarily for multi-element applications, but can also provide a somewhat more potent single element device, as can be seen from the graphs at the links below. It too comes at a maximum 300mm chord. This profile can be obtained from DJ Engineering in spans up to 2000mm and from GW Racing in spans to 1400mm.

The 'Reverie single' profile was designed for Reverie Ltd principally as an aftermarket fit for Lotus Elise/Exige and derivatives, and has a chord of 225mm, allowing the boot (trunk) lids of those cars to be opended without removal of the wing! It is available exclusively from Reverie in straight planform shape, or in a curved planform shape that follows the planform shape of the Elise/Exige tail in spans up to 1800mm. In spite of its small chord, this profile is capable of matching the mid-angle range performance of the larger chord 183 wing, as the efficiency plot shows.

The downforce vs. angle of attack data plotted here were calculated on 1400mm span wings at 100mph in each case, as were the efficiency data here.

To obtain reasonable approximations at other spans, simply multiply the numbers plotted here by the ratio of the span you are interested e.g. for 1000mm span data, multiply by 1000/1400.

For different speeds, multiply downforce by the ratio of the speeds squared, e,g for 75mph, multiply by (75/100)^2 or (75/100) x (75/100).

NB power absorption is proportional to the cube of the speed so in this case, at e.g. 75mph, multiply by (75/100)^3.

Please contact Simon McBeath if you cannot find or calculate the data you need here.

CAD image of the '183' single element wing at 1400mm span

CFD image of the 183 single element wing, showing velocity vectors coloured by static pressure

Reverie single element rear wing under test in the full-scale wind tunnel at MIRA, UK

The British GT Ascari used one of our wings in 2010

Dual-element rear wings

The above three main element profiles have been analysed in dual element configuration with stock 'flaps'. The 183 and 203 profiles were supplemented with 110mm flaps, the Reverie wing utilised a 150mm flap, though in each case the flap chord can be specified at 110mm upwards, to suit many applications.

As with the single element wings, the 183 dual element wing can be obtained from DJ Enginering. The 203 can be obtained from DJ Enginering (who can supply flaps at up to 170mm chord for dual- or multi-element set ups) and from GW Racing.

The 183 dual element wing has been successfully used on a number of Supersports, Britcar and Britsports cars, and on various hillclimb sports racing cars too. The 203 dual element wing is finding applications in various SCCA Solo II / Autocross classes and also on single seaters in UK hillclimbing. Planview chord is approx. 390mm in both cases with a 110mm flap.

The Reverie dual element wing is a potent but slightly smaller wing (340mm total planview chord approx.) with a range of applications. Like the single element version it is available with a straight or curved planform shape at spans up to 1800mm.

Downforce vs. angle data is again displayed here at 1400mm span and 100mph, as is efficiency data.

To obtain approximations at other spans, simply multiply the numbers plotted here by the ratio of the span you are interested e.g. for 1000mm span data, multiply by 1000/1400.

For different speeds, multiply downforce by the ratio of the speeds squared, e,g for 75mph, multiply by (75/100)^2 or (75/100) x (75/100).

NB power absorption is proportional to the cube of the speed so in this case, at e.g. 75mph, multiply by (75/100)^3.

Please contact Simon McBeath if you cannot find or calculate the data you need here.

CAD image of the 203 dual element wing at 1400mm span

CFD image of the 203 dual element wing, showing velocity vectors coloured by static pressure

Chris Cannell, 2.6 Force SR8, 183 dual element rear wing

Steve Broughton, 1.3 supercharged SBD OMS, 203 dual element rear wing

CFD analysis of some of our wings has been corrrelated with wind tunnel testing to give good confidence in our aerodynamic data. The image to the right is a vector plot (coloured by static pressure) of a triple championship winning five-element high downforce rear wing developed for the A Modified class in SCCA Autocross

Our carbon composite aerofoils feature a market leading blend of strength, rigidity, lightness, damage-tolerance and aerodynamic performance, and as such offer excellent value for money. They also look great! So why shop anywhere else?

Click on Facts for more information

For sales and manufacturing enquiries, please see the Contacts pages and speak to one of our manufacturers to discuss your requirements in more detail. SM Designs can also help with advice on wing selection and deployment.

Also check out our 'whole car' aerodynamics advisory service, SMART.