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Tech

Learn why we do what we do in this Tech Articles section. We present technical ideas/concepts and describe product function using varying sources of information, including online publications, textbooks, customer/user testimonials and data, plus our own first-hand experiences and data. A large part of our interests lie in the field of aerodynamic vehicle development, tuning and applications. So, you will find that most of our tech articles will lend themselves to these topics.

Tech: Computational Fluid Dynamics (CFD) data & analysis on the APR GTC-300 airfoil

Posted Sat, 06/06/2009 - 07:56 by admin

Spanning up to 67", with a 12" chord, the APR GTC-300 airfoil is the most aggresive and efficient airfoil in APR's entire line-up of airfoils.  Yes, the GTC-500 airfoil sits wider, at a span of 70", and looks more aesthetically-pleasing when mated with the wider Vipers and Corvettes, but you just can't beat the lift to drag (L/D) ratio of the GTC-300 airfoil.

We'd write all about what kind of numbers the GTC-300 airfoil puts down, how to read and understand those numbers, and what kind of angles to run, but APR already has an entire page dedicated explaining all this already.  Take a look!

GTC-300 CFD Data & Analysis

Tech: Gurney flap for APR GTC-300 wing...available soon!

Posted Sat, 06/06/2009 - 06:49 by admin

See the new Gurney Flap (wickerbill, or whatever you want to call it, etc.) on the APR GTC-300 airfoil?
http://www.flickr.com/photos/linnick/3584593960/sizes/o/in/set-72157619142962881/
This flap increases the effective camber of the airfoil and increases the maximum lift coefficient (Cl-max)...which translates into more downforce at the same angle-of-attack (AOA) vs. not having a Gurney Flap.  Also, coefficient of lift (Cl) is increased most likely increased, but coefficient of drag (Cd) could either be increased or decreased vs. not having the flap.  Can't confirm it without CFD simulations.  In any case, lift to drag ratio L/D is going to be higher with the flap than without the flap.  This type of "aerodynamic tuning device," in this application, typically makes no more than a small (~5%) difference in downforce.

The one pictured is a prototype piece.  The carbon weave pattern is different from that of the airfoil's.  Of course, the production piece will have a matching carbon weave pattern.  Can a driver "feel" a difference with the flap installed?  Unlikely.  Does it look great and make the already huge GTC-300 wing look even bigger?  Definitely.