No. It won’t just “bolt-on”.
The R.Module was specifically engineered to work with the R wing blade. For example, every time you turn the car on, the computer runs through a check sequence to ensure proper function. If the wing puts up a fight (takes more force to move than we expect), it throws a fault code and goes into safe mode.
When you drive, the computer reads the vehicle speed, (VSS), knows the angle of attack of the wing blade (we control it) and can determine exactly how much resistance it should see. We monitor this CONSTANTLY (20 times per second). If you do something to modify the wing blade (like bolt another wing blade onto it as one of our Australian customers did), the computer will throw a fault code – and automatically move to safe mode.
There are a host of other parameters we monitor while you drive, while the wing moves, and every time you start the car. If anything looks wrong, the computer figures it out, and goes into safe mode (full downforce). For racing situations, safe mode has a manual override. You can use the toggle switch to change the wing angle to a fixed, static position. If you use a non-aeromotions wing, the computer thinks your wing is broken, and goes into safe mode. We could “adapt” the computer to your wing’s performance characteristics, as we did for one private team, but it takes months of R&D, and time in the wind tunnel.
We were recently directed to a forum post, with a very good question:
I’m not throwing off on the aeromotions part, hell I’d love to have it! But, did it really take a $42M, 180mph wind tunnel to make a completely flat piece of carbon with 2 generic looking end plates? The “motion” feature is awsome, but unless I’m missing something, the design of the wing doesn’t look very groundbreaking.
Edit: I looked at close ups and can now see that it’s not completely flat, but it still looks very basic to me.
Aero is a subtle art.
This is why the top F1 teams are able to do a few tricks and walk away from the competition (who are also very clever, driven, competitors). In our case, the top of the wing has a very gentle curve. But the magic happens on the bottom. Our wing runs the only “concave pressure recovery” system in racing. It looks like the big dipper, and is a very counterintuitive shape. But she works marvelously. Technically, it’s optimal. A recent development in aero was the ability to use an “optimal” pressure distribution, and then have the computer reverse-solve the actual shape. So, technically, the computer figured this one out.
Why is an Accurate Wind Tunnel So Important?
Mid-level performance airfoils are very robust to manufacturing defects. Think of an American V8 compared to an F1 engine. Small imbalances in piston weight don’t matter at 6,000 RPM, but they will blow your engine at 18,000 RPM. Aero is the same way. High performance airfoils are sensitive to small manufacturing defects, which is why most companies don’t use them. We went a different way. We used a high-performance foil, and then created a manufacturing process + tooling to produce extremely accurate, high-fidelity wings.
What did you Test in The Tunnel?
No two wings are exactly the same – there is a little variation in each shape. For example, when you glue the top and bottom halves together, there can be a 0.010″ variation in thickness of the trailing edge. In high-performance aero terms, this is HUGE. How much is acceptable? Well, we know exaclty. We found out in the tunnel. Same the thing with the surface finish. We obsess over its smoothness. How much roughtnes is acceptable on that airfoil, we found out. The list goes on. The bottom line is that Aero is very complex. There are a huge number of factors that need to come together to get it right. This is why F1 is dominated by aero, and why they built $42M wind tunnels to develop exotic aero packages. I promise you, the 2D airfoil on the back of the Ferrari F1 car is one of the most advanced shapes, and best understood wings, ever made. It looks deceptively simple. But it’s not.
The Dynamic Wing S2 shown on the Budez GT-R is 9.48lbs. The stock GT-R wing actually weights more.
The Dynamic Wings are designed for easy installation. All of the actuators, control rods, and sensors are included in simple, pre-packaged modules. In fact, we installed the first S2 between sign up and the driver’s meeting.
There are many grass-roots, intermediate and national-level racing series where you can run your car with a fully active Dynamic Wing. We are actively working with competition directors in various classes to help ensure that innovation will flourish in racing.
Redline Time Attack
The Dynamic Wing is allowed in the Modified and Unlimited classes of the RedLine Time Attack series. It is also legal in similar classes of national and international Time Attack series.
The active wing is OK to run in the more unlimited-preparation- classes such as NASA GTS and BMWCCA SuperMod.
Quick Tuning | Save Track Time and Money
While some series don’t allow active aero, Dynamic Wings have been showing up as a pure tunning tool. The in-cabin remote lets you quickly dial in the aero during test sessions. The built in lock out features let you run the Dynamic Wing in full static mode for the race. Find that extra half second.
We run a 2D airfoil for the same reason NISMO and other top racing teams do. They are aerodynamically clean and efficient wings. You may notice the uprights on the NISMO GTR look very similar to the S2 uprights. This is an aerodynamically clean place to locate them.
Nope. The A.D.A.P.T processor is completely self contained.