DOWNFORCE DIVISION CFD DATA
THE NUMBERS BEHIND THE WING.
We took the BCL GT wing formula and developed the DF profile through CFD around what matters: making serious downforce efficiently, controlling drag, and keeping the size, stance and attitude you expect from a BCL wing.
AND IT MAKES DOWNFORCE.
At 100 mph / 161 km/h, and a 12° wing angle, CFD predicted:
DF1800 — 267 lb / 121 kg of downforce
DF2000 — 344 lb / 156 kg of downforce
Results shown with large endplate configuration A.
WHY THE CURVES CLIMB.
Downforce and drag increase with the square of speed. Double the speed and the aerodynamic forces increase roughly four times, assuming wing angle and airflow remain the same.
The speed curves are calculated from the CFD results at 100 mph / 161 km/h using that relationship—they are not separate CFD simulations at each speed.
DEVELOPED IN THE AIR.
The DF1800 and DF2000 were analyzed as complete wing systems. Development covered two wing spans, multiple wing angles, four endplate configurations, revised supports and performance at 40° of yaw.
TEST CONDITIONS
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Airspeed: 100 mph / 161 km/h
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Wing angles: 2°, 7° and 12°
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Wing spans: 1800 mm and 2000 mm
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Endplates: Two large and two small configurations
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Yaw testing: 40° at a 12° wing angle
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Simulation method: RANS turbulence modelling
Results below use large endplate configuration A unless stated otherwise.
STRAIGHT-LINE RESULTS
Downforce is load. Drag is the price you pay for it. Aerodynamic efficiency shows how much downforce the wing produces for that drag—the higher the number, the harder the wing is working.
| Wing | Angle | Downforce | Drag | Efficiency |
|---|---|---|---|---|
| DF1800 | 2° | 159 lb / 72 kg | 16.0 lb / 71.3 N | 9.92 |
| DF1800 | 7° | 212 lb / 96 kg | 23.6 lb / 105.1 N | 8.99 |
| DF1800 | 12° | 267 lb / 121 kg | 33.2 lb / 147.9 N | 8.02 |
| DF2000 | 2° | 199 lb / 90 kg | 19.2 lb / 85.4 N | 10.38 |
| DF2000 | 7° | 266 lb / 121 kg | 28.4 lb / 126.4 N | 9.35 |
| DF2000 | 12° | 344 lb / 156 kg | 39.1 lb / 173.9 N | 8.81 |
Results shown at 100 mph / 161 km/h. Downforce is displayed as a positive load.
MORE ANGLE. MORE LOAD. MORE DRAG.
At 2°, the DF wing cuts cleanest through the air, delivering the strongest downforce-to-drag ratio of the settings tested.
Crank it to 12° and it hits hardest—producing the maximum tested downforce.
Whether you want maximum efficiency or maximum rear load, the DF’s adjustment range lets you tune the wing to the car, the track and how hard you want the rear planted.
ENDPLATES MATTER.
Compared with the large endplate configuration, the small endplates produced:
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4% less downforce
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4% more drag
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4% less aerodynamic efficiency
DOWNFORCE AT ANGLE.
In real-world driving, a rear wing rarely sees perfectly clean, straight airflow. To evaluate how the DF profile performs outside ideal straight-line conditions, it was also analyzed at a 12° wing angle and 40° of yaw—representing a significant off-axis airflow condition.
Even at this extreme yaw angle, the wing remained aerodynamically active and retained approximately 80% of its straight-line aerodynamic efficiency.
The result demonstrates that the DF profile continues producing meaningful rear load as airflow direction changes, giving it strong performance across track, street and drift applications—not only when the car is travelling perfectly straight.
PRESSURE WHERE IT SHOULD BE.
CFD pressure plots showed strong airflow attachment across the wing profile, while the endplates helped control pressure spill and maintain load across the span.
LESS TURBULENCE. MORE WING.
The sculpted DF supports produced a meaningful improvement over the original support design.
Reducing disruption across the underside low-pressure surface helps the wing produce more downforce with less drag.
TUNE IT TO THE CAR.
You don’t need a full aero package to put the DF wing to work. Its adjustable angle lets you tailor the rear load to the car, the track and how you drive it.
The efficient 2° setting is a strong starting point when the wing is the car’s first aero upgrade. Add angle when you want it to hit harder and plant the rear.
Whatever setting you choose, the trunk, brackets and mounting structure must be capable of carrying the aerodynamic load.
CFD PRESSURE VIEWS
Additional views from the CFD analysis show pressure distribution across the upper surface, underside, supports and endplates.
CFD simulations performed using the Bramble CFD platform.
