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2020+ Shelby GT500 Mustang
2020 GT500 GT4 wing drain patent
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<blockquote data-quote="Tob" data-source="post: 16572537" data-attributes="member: 83412"><p>The air foil is very close in shape between the two, yes. And I think you're definitely on track with logical thought progression on this one.</p><p></p><p>Something of note. While you can find numbers quoted for downforce that compares the CFTP wing to the Swing spoiler, you won't see a graph, just a number at a couple of differing MPH. I don't have any data on the difference between the OEM CFTP wing versus the GT4 wing at speed (though I wish I did!). But note what Andy Pilgrim says about the front aero when comparing the CFTP car to a Base/HP car at about the 8:56 mark...</p><p></p><p>[MEDIA=youtube]id=FgjXjNqdGW8;t=521[/MEDIA]</p><p></p><p>He says both exhibit zero lift with "no downforce, no lift." The aero is exactly the same as the splitter/wickers are the same between the two. Center of gravity between the two cars is very close as is ride height and weight. So why is the additional downforce necessary on the CFTP car? Because of its assumed intent? Because it better balances with the springs/tires used when on-track? Because it does a better job of keeping the rear planted beyond "X" speed? All answered best by a vehicle dynamics engineer from the program.</p><p></p><p>Based on reviews by good shoes, the CFTP car performs better under duress at speed on a given track. Could it use more downforce, say by elevating into some different air? Is it cleaner or dirtier to run it just a few inches higher? What kind of drag numbers are there in a three way comparison? I'd love to know.</p><p></p><p>I do know that Ford has certain standards they try very hard to live by including minimizing obstruction for safety/liability (ergo spoiler or wing height) and they often emasculate performance simply based on aesthetics or warranty concerns. And as bad as fuel economy is on this car I'm certain that they would rather minimize downforce if/when they could rather than have hundreds of pounds pushing the car downward when the car isn't at max speed. They chose balance that worked for them but possibly not for maximum performance is what I'm getting at.</p><p></p><p>Having tracked the car, it feels very bloated. On large radius, steady state cornering, you can tell when the tires are at their limits. I can say with confidence that it was here that I wished for more from the tires and more aero all around. So I'm eager to try out more out back and more out front (eventually with a better track tire). Bottom line, I need to unearth some data. The press did a poor job of encouraging Ford to share more than just a few numbers here or there.</p></blockquote><p></p>
[QUOTE="Tob, post: 16572537, member: 83412"] The air foil is very close in shape between the two, yes. And I think you're definitely on track with logical thought progression on this one. Something of note. While you can find numbers quoted for downforce that compares the CFTP wing to the Swing spoiler, you won't see a graph, just a number at a couple of differing MPH. I don't have any data on the difference between the OEM CFTP wing versus the GT4 wing at speed (though I wish I did!). But note what Andy Pilgrim says about the front aero when comparing the CFTP car to a Base/HP car at about the 8:56 mark... [MEDIA=youtube]id=FgjXjNqdGW8;t=521[/MEDIA] He says both exhibit zero lift with "no downforce, no lift." The aero is exactly the same as the splitter/wickers are the same between the two. Center of gravity between the two cars is very close as is ride height and weight. So why is the additional downforce necessary on the CFTP car? Because of its assumed intent? Because it better balances with the springs/tires used when on-track? Because it does a better job of keeping the rear planted beyond "X" speed? All answered best by a vehicle dynamics engineer from the program. Based on reviews by good shoes, the CFTP car performs better under duress at speed on a given track. Could it use more downforce, say by elevating into some different air? Is it cleaner or dirtier to run it just a few inches higher? What kind of drag numbers are there in a three way comparison? I'd love to know. I do know that Ford has certain standards they try very hard to live by including minimizing obstruction for safety/liability (ergo spoiler or wing height) and they often emasculate performance simply based on aesthetics or warranty concerns. And as bad as fuel economy is on this car I'm certain that they would rather minimize downforce if/when they could rather than have hundreds of pounds pushing the car downward when the car isn't at max speed. They chose balance that worked for them but possibly not for maximum performance is what I'm getting at. Having tracked the car, it feels very bloated. On large radius, steady state cornering, you can tell when the tires are at their limits. I can say with confidence that it was here that I wished for more from the tires and more aero all around. So I'm eager to try out more out back and more out front (eventually with a better track tire). Bottom line, I need to unearth some data. The press did a poor job of encouraging Ford to share more than just a few numbers here or there. [/QUOTE]
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