A Lap Around ThunderHIll with the AeroMotions Dynamic Wing S
Here is a brief analysis of the testing, with a break down of specific sections of the ThunderHill track. The data compare representative lap times of three wing configurations, Static, Active and Active_CenterPlate. Note that the analysis describes each turn as denoted in the track map, which differs from the section number shown in the Traqview windows.
ThunderHill Track Map
3-4-5 Complex: The Low-Speed Section of ThunderHill
The 3-4-5 complex at ThunderHill is the slow speed section of the track with speeds ranging from 40-70mph, and with large elevation changes and camber variation leading into “The Cyclone” at turn 5. This section is shown by the arrows below.
Through this section, both active configurations gain time on the static configuration as can be seen in the bottom trace of the data log, Time Gap. The Static configuration (in blue) is the baseline. Maximum sustained lateral G’s and acceleration/braking G’s are similar for each configuration, with the active configurations having a small advantage. The advantage adds up to a 0.5s gain by the exit of this complex.
6-7-8 Complex: : The High-Speed Section of ThunderHill
The active configurations complete the slower section of the track ahead of the static wing configuration and enter into the faster 6-7-8 complex of the course with a sizable advantage. 6-7-8 represents the fastest corners on the track, with cornering speeds in excess of 100mph for this car. As the speed increases, the down force and drag generated by the wing increase drastically. This gives the active configurations an even greater advantage than before. The wing is hard at work here, as evidenced by the bowing of the elements, similar to what you would see on an airplane.
As can be seen from the data traces below, the active configurations continue to gain over the static configurations. The trace with the Active_CenterPlate configuration is opening a sizable gap.
The rest of the course is a series of straightaways linked by right-angle turns and a turnaround. Here, the active configurations continue to gain ground over the static configuration.
At the front straight, the active configurations build on their lead, carrying less drag and thus, more acceleration down the long front straightaway. At the cross of the start/finish line, the three configurations have the following trap speeds:
| Configuration | Straightaway Trap Speed | Description |
| Static | 115 MPH | AM Dynamic Wing S Mounted, Fixed Angle of Attack, Endplates |
| Active | 118 MPH | AM Dynamic Wing S Mounted, Aeromotions Dynamic Aero Processor Active, Endplates |
| Active_CenterPlate | 116 MPH | AM Dynamic Wing S Mounted, Aeromotions Dynamic Aero Processor Active, Endplates, Centerplate |
As expected, the sleek, laid-down active wing with only the endplates and no-center plate carries the highest trap speed, while the addition of the centerplate adds some drag. The static wing traps the slowest of the three configurations.
For reference, the car in the No_Wing configuration was trapping at 118mph, equivalent to the Active configuration with no CenterPlate.
Overall, the Active_CenterPlate setup is fastest with the Active setup coming in second, and the Static setup trailing the other winged configurations primarily due to lost time in high speed sections. The car with no rear wing turned a slower time than all three winged configurations.
| Configuration | Representitive Lap Time | Description |
| No_Wing | 2:10.105 | Car with no rear wing |
| Static | 2:09.274 | AM Dynamic Wing S Mounted, Fixed Angle of Attack, Endplates |
| Active | 2:08.419 | AM Dynamic Wing S Mounted, Aeromotions Dynamic Aero Processor Active, Endplates |
| Active_CenterPlate | 2:07.736 | AM Dynamic Wing S Mounted, Aeromotions Dynamic Aero Processor Active, Endplates, Centerplate |
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