Which ADRO Wing is right for your build Full line up breakdown with Aero Engineer Scott

Yeah mate, way more grip, like way more grip. That is crazy, oh my god, that has so much grip mate, it's got so much grip. Hi it's Scott here from ADRO, I'm the head of aerodynamics. While I'm here in the US, I thought it'd be good to take you through some of the different wing designs that we have available and talk about some of the benefits and performance features of those. So we'll start off first with I guess the initial range of wings that we had which were the ATR1 and ATR2 wing. So these are obviously a curved wing blade, they use a fairly simple profile and we have these available for a number of the earlier cars we were working on. After we had done the ATR1 and ATR2, we were looking for a little bit more performance and a bit more of an aggressive wing, so we came up with one that was much more aggressive which was the ATR3 and this was essentially for our M3 and M4, essentially for the wide body program that we built. Now with this we wanted to have a much higher angle of attack in the center section of the wing. Now because the airflow comes down the back of the windscreen, the actual onset flow to the front of the wing profile itself is actually quite high, so in the center of the wing you have a higher angle of attack or effective angle of attack than what you have on the outside sections of the wing. So in this case to run at such a high angle we actually sort of integrated in this secondary flap which helps the flow reattach underneath and we end up with a higher level of performance. So stepping up again from there, when we were developing the Supra wide body program we have a lot of front downforce on that car so we needed to match that with a lot more downforce on the rear to really balance the vehicle. I talk a lot about the balance of the car and that being the most important thing because if a car doesn't feel balanced to the driver then it's actually really hard for them to push that to their limits on the track, so we needed to balance the car back out. So we've gone to a much larger chord which is the distance across the wing here. If you compare against some of these previous wings you can tell that this is much much larger and we've kept that same sort of sweeping design which sort of follows the rear end of the vehicle itself. So this is the ATP1 wing that we released and from this version we started to look a little bit more into building motorsport products and you may have heard about ADRO Racing Division, ARD. So we've started to release products for ARD which is this wing here which goes back to your typical straight bladed wing, it's more of a pure motorsports type wing. So on the end plates here we have the louvers to help bleed a little bit of the high pressure off the top and reduce the size of the vortex that runs between the high pressure and the low pressure areas of the wing, so that helps to reduce the drag. This wing here is a 300 mil chord wing suitable for replacing I guess a lot of existing wings that are out there in the market. Low drag and quite high downforce on this particular wing itself. This next wing that we have here goes sort of a step up again, this is our ATP wing for the Porsche GT3. So this is the first wing that we've done that has been a pure two element wing. So we've got the first element here which maintains a similar curvature to the standard Porsche wing and that actually affects in the center section by having this step back a little bit, that actually affects the pressure on the top of the rear of the Porsche where you actually have your engine air intake. So it's important to maintain that feature and then you can't really see it but on this flap it actually bends down slightly in the middle to reduce the drag through the center section but having the dual element profile here actually aids in the performance of the wing itself because you can run at much higher angles of attack and it allows the flow that goes underneath. Normally if you go too high on the angle the flow starts to separate off the back of the wing but by going to a dual element we let some higher pressure or high energy air go through underneath this flap and that re-energizes the flow underneath to give you much more performance. So this is the first wing we've also done that has hidden bolts on the end so we've got these end caps that sit around the plates so we bolt these plates on first which hold these wing blades in place and then these caps essentially they'll stick onto the sides here, they fit perfectly around. So that's the the overview of the wings themselves so we'll just have a quick look at some of the data here so I won't go into too much detail but essentially in terms of downforce and drag for these wings as we go from some of the earlier wings the ATR1, ATR2 we have sort of downforce levels down here then we jump up into like the ATR3 and the ATP1 they jump into this range here and then we have our motorsports wings which are a much higher level of downforce and you can see there's a slight shift there as you get more performance out of the wing you will also generate more drag but what we're trying to achieve here is something that is highly efficient so you'll gain quite a lot of downforce which if you've balanced that with the car at the front you will be much faster in the corners versus the very small drag reduction or the top speed reduction from drag that you'll see around the racetrack. We have tested this wing in the UK with Liam Lawson driving at Cadwell Park so we were lucky enough to be able to get him to come and test our first iteration of our AOX Porsche GT3 kit. So that kit consisted of a whole new front end that was automatically developed using our shape optimization software and we used this rear wing on that car to help balance that kit out. Since then we've actually added some other parts to the front end of the AOX car so we've got bigger canards on there and we've increased the front balance quite a bit more so we've actually had to go to an even bigger wing than this particular one so we use the AOX software to start with this particular wing and then optimize this for or to maintain the same amount of drag but maximize the amount of downforce that we could get from it. So at CES we released I guess that vehicle to the public so that they could have a look at it and it's got much more of a swooping type design where it's automatically modified the shape of the car to get more downforce in areas where it was most sensitive to that and leave other areas of the geometry the same. Let's just talk about the ATM3 wing for a little bit more. So this wing we've developed as sort of the basis of that ARD Motorsports package so initially this is available on our GR86 widebody, we will have this available for the Supra platform as well. The M2 is the current ARD car that we're working on so that we have this wing set up on that vehicle as well. It'll also be available on M3 and M4 for now and then yeah there will be other platforms over time where we will be able to offer this as an option for you. So this is really the wing of choice for motorsports applications when you have a decent amount of front aerodynamics to be able to balance the wing. Now the other wing that I'll just jump to is back to the Supra wing the ATP1. So I'm actually heading to Tsukuba in Japan tomorrow to do some more testing of our ARD widebody Supra over there. We've entered into the Time Attack event at Tsukuba so we did testing there after Tokyo Auto Salon and the car ran really well. It was a sub one minute time in the very first session so looking forward to getting back there with better brakes, better tyres and yeah a few other tweaks to the the handling of the car. So that's a quick overview of the ADRO wing offerings. We will be showing you a little bit more of the behind the scenes of some of our racing development as we proceed with ARD. So thank you very much for watching and stay tuned for more information.