ZE.FT. wrote:
What I was personally trying to explain for the FIA/GT back wing mounts was to take again L shaped connecting plates but turn the L upside down to make the horizontal line of the letter L connect to the wing from the back edge onto the chord means to the top of the wing and then down to the bodywork.
This should increase downforce at the rear wing for FIA/GT and BTCC/WTCC cars. Not so sure about DTM,as I remember having seen back wing mounts there which came close to those which I have described
From an aerodynamic point of view to have the supports behind the wing, being it the front wing or the rear wing, isn’t clever, because they would cross the wake, and that could and probably would affect the wing a lot more than the interference caused by two vertical plates attached directly to the wing (being them on the upper or in the lower side).
Then about the rear wing you have to consider that the supports are part of the bodywork and usually rules don’t allow to have bodywork behind the rear edge of the car, people (bar Mitsubishi’s designer Fornaris, but he has probably his good reasons) tend to put the wing the closer they can to the rear limit to increase the arm and have more “clean” air, the presence of the supports would force to move the wing closer to the roof.
Then talking about the idea for the FW, from a structural point of view I want just to add that a fundamental aerodynamic issue is the ground clearance of the FW in the central part. With the vertical mounts you can control it pretty well because the distance between wing and nosecone is basically fixed, with an L support it would be lot more critical, any little vertical bending of the horizontal part of the support would be a problem. Probably you could alleviate that problem with a wire/slim rod connecting the nose to the wing main plane but still wouldn’t be as good as with the vertical mounts.
