Singulär Motorsports Aero Wing
11-13-2015, 01:16 PM
#1
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Location: San Diego
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Singulär Motorsports Aero Wing
Gone are the dark days when the Miata community’s group think was that aero couldn’t be applied to our cars. We’ve seen laptimes drop, records broken, and championships won with the addition of well thought-out aerodynamic additions, but until now the really “good” aero has only been accessible to those with custom fabrication skills. We decided it’s time to change that.
Introducing the Aero Rear Wing Kit for the 1990-2005 Miata. This is a full kit with everything needed for installation down to the nuts and bolts with every element designed for the highest efficiency.
Includes:
- APR GT250 carbon fiber wing built to our specs - 64” wide
- Integrated carbon fiber gurney flap
- Singulär high-efficiency Endplates
- Singulär low-drag uprights
- Delrin CNC-cut mounting shims
- Metric class 10.9 hardware
Price: $1499
Available NOW at Good-Win Racing.
Cliff notes
- Rigid chassis-mount design
- Wide AoA range: -5° to +15°
- Suitable for 120whp in low-drag settings up to 350+ whp (capable of 500+ lbs of downforce @ 120mph)
- Every element designed to minimize drag
- Retains full trunk function
- Optimized wing position: level with roof height / 5” behind rear bumper
The details
Wing
The GT250 is APR’s low-drag airfoil, with an excellent lift/drag ratio, and lightweight pre-preg carbon fiber construction. Integrated carbon fiber gurney flap is included. This wing has already proven itself at a high level and is the same airfoil used on 949Racing’s Crusher, but until now has always required entirely custom work to mount. These are built by APR to our dimensional specs, with custom mount spacing and a width of 64”, the maximum allowed by NASA (max width of the car). The wing is finished with a UV-stable clear coat.
Endplates
Over the past two years we’ve done a lot of testing with dramatically increasing the efficiency of the wing (more downforce with less drag) with optimized endplates. Naturally, our kit includes endplates that incorporate what we’ve learned, with 10” vertical height for “zero points” in NASA.
Uprights
The main uprights are 6061 aluminum solid units for strength and low drag. Powdercoated with our signature “chrome” finish. Adjusting the angle of attack of the wing is done via a series of holes for the front two bolts which creates less drag than a turnbuckle adjuster. Available range: -5° to +15°
Mounting
The uprights join to the body in the rain rail of the trunk. This is a rigid part of the chassis which transfers the wing’s force directly to the chassis rather than onto the flexible trunk lid. This also eliminates the large mounting “foot” that is usually needed on top of the trunk lid, resulting in super smooth airflow over the trunk and under the wing. You simply drill the mounting holes for the bolts and trim the edge of the trunk lid to clear the mounts.
*The trunk remains completely functional, and the trunk lid can open fully on its hinges*
Some of you crazies will want to run this wing on the street. For the rest of you who would want to remove the wing at times, a great side-effect of this mounting location is that there are no holes in your trunk lid.
Wing position
The higher and further back the wing is placed, the “cleaner” the airflow to it, and the better it performs.
The uprights are back-swept dramatically to achieve wing positioning similar to what is usually only possible with rear frame rail mounting solutions, but with less weight/complexity and more rigidity. The rear of the airfoil is 5” behind the rear-most point of the bumper. Airfoil height is optimized for most competition classes - just a hair below the highest point of the hardtop.
Delrin shims
This ideal mount location usually creates difficulties because the sides of the trunk sit at an angle, which makes mounting a wing’s upright to them require multiple bends. To solve all this we designed a small CNC-cut shim. This 3D shim corrects all the funky angles of the trunk edge to give the uprights a solid and vertical mounting surface. Delrin is self-lubricating for a noise-free assembly. The angle corrections in the shims are an average between the NA and NB, so that the same shims and corresponding bends in the uprights work for all 1990-2005 Miatas.
Hardware
Every nut and bolt needed for install included. All hardware is metric class 10.9, with corrosion resistant coatings or stainless steel used throughout.
Introducing the Aero Rear Wing Kit for the 1990-2005 Miata. This is a full kit with everything needed for installation down to the nuts and bolts with every element designed for the highest efficiency.
Includes:
- APR GT250 carbon fiber wing built to our specs - 64” wide
- Integrated carbon fiber gurney flap
- Singulär high-efficiency Endplates
- Singulär low-drag uprights
- Delrin CNC-cut mounting shims
- Metric class 10.9 hardware
Price: $1499
Available NOW at Good-Win Racing.
Cliff notes
- Rigid chassis-mount design
- Wide AoA range: -5° to +15°
- Suitable for 120whp in low-drag settings up to 350+ whp (capable of 500+ lbs of downforce @ 120mph)
- Every element designed to minimize drag
- Retains full trunk function
- Optimized wing position: level with roof height / 5” behind rear bumper
The details
Wing
The GT250 is APR’s low-drag airfoil, with an excellent lift/drag ratio, and lightweight pre-preg carbon fiber construction. Integrated carbon fiber gurney flap is included. This wing has already proven itself at a high level and is the same airfoil used on 949Racing’s Crusher, but until now has always required entirely custom work to mount. These are built by APR to our dimensional specs, with custom mount spacing and a width of 64”, the maximum allowed by NASA (max width of the car). The wing is finished with a UV-stable clear coat.
Endplates
Over the past two years we’ve done a lot of testing with dramatically increasing the efficiency of the wing (more downforce with less drag) with optimized endplates. Naturally, our kit includes endplates that incorporate what we’ve learned, with 10” vertical height for “zero points” in NASA.
Uprights
The main uprights are 6061 aluminum solid units for strength and low drag. Powdercoated with our signature “chrome” finish. Adjusting the angle of attack of the wing is done via a series of holes for the front two bolts which creates less drag than a turnbuckle adjuster. Available range: -5° to +15°
Mounting
The uprights join to the body in the rain rail of the trunk. This is a rigid part of the chassis which transfers the wing’s force directly to the chassis rather than onto the flexible trunk lid. This also eliminates the large mounting “foot” that is usually needed on top of the trunk lid, resulting in super smooth airflow over the trunk and under the wing. You simply drill the mounting holes for the bolts and trim the edge of the trunk lid to clear the mounts.
*The trunk remains completely functional, and the trunk lid can open fully on its hinges*
Some of you crazies will want to run this wing on the street. For the rest of you who would want to remove the wing at times, a great side-effect of this mounting location is that there are no holes in your trunk lid.
Wing position
The higher and further back the wing is placed, the “cleaner” the airflow to it, and the better it performs.
The uprights are back-swept dramatically to achieve wing positioning similar to what is usually only possible with rear frame rail mounting solutions, but with less weight/complexity and more rigidity. The rear of the airfoil is 5” behind the rear-most point of the bumper. Airfoil height is optimized for most competition classes - just a hair below the highest point of the hardtop.
Delrin shims
This ideal mount location usually creates difficulties because the sides of the trunk sit at an angle, which makes mounting a wing’s upright to them require multiple bends. To solve all this we designed a small CNC-cut shim. This 3D shim corrects all the funky angles of the trunk edge to give the uprights a solid and vertical mounting surface. Delrin is self-lubricating for a noise-free assembly. The angle corrections in the shims are an average between the NA and NB, so that the same shims and corresponding bends in the uprights work for all 1990-2005 Miatas.
Hardware
Every nut and bolt needed for install included. All hardware is metric class 10.9, with corrosion resistant coatings or stainless steel used throughout.
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11-13-2015, 10:19 PM
#6
Newb
Join Date: Feb 2009
Location: Seattle, Wa.
Posts: 12
Total Cats: 3
I just finished struggling with the poor fitment of a "Miata Specific my ***" APR GTC-200...literaly. All in, this looks like it would have been a more cost effective, more effective choice. I still have another spare trunk lid so who knows...Nice work!
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11-14-2015, 01:54 PM
#9
Former Vendor
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Join Date: May 2010
Location: San Diego
Posts: 530
Total Cats: 64
Do it! This wing is considerably more efficient than the COT wing.
To be honest, this all started because I was thinking of replacing my original GTC-200 with the new design they released. Costs have risen so much over the years on the GTC-200 it no longer makes sense. By the time you add the extra risers, proper endplates and get done mounting it you are not far off the our Aero Wing kit. Then you're stuck with a wing that is going to get maxed out on angle of attack very quickly if you have effective front aero.
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11-14-2015, 02:26 PM
#10
Senior Member
Join Date: May 2011
Posts: 638
Total Cats: 76
To be honest, this all started because I was thinking of replacing my original GTC-200 with the new design they released. Costs have risen so much over the years on the GTC-200 it no longer makes sense. By the time you add the extra risers, proper endplates and get done mounting it you are not far off the our Aero Wing kit. Then you're stuck with a wing that is going to get maxed out on angle of attack very quickly if you have effective front aero.
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11-15-2015, 02:05 AM
#12
Senior Member
Join Date: Jul 2014
Location: Canberra, sort of
Posts: 1,090
Total Cats: 184
Great work!
- Optimized wing position: level with roof height / 5” behind rear bumper
The details
width of 64”, the maximum allowed by NASA (max width of the car).
Uprights
Available range: -5° to +15°
The rear of the airfoil is 5” behind the rear-most point of the bumper. Airfoil height is optimized for most competition classes - just a hair below the highest point of the hardtop.
The details
width of 64”, the maximum allowed by NASA (max width of the car).
Uprights
Available range: -5° to +15°
The rear of the airfoil is 5” behind the rear-most point of the bumper. Airfoil height is optimized for most competition classes - just a hair below the highest point of the hardtop.
Sadly, the 3D/Sports Sedan regs we run under here are slightly more restrictive, with 1600 span limit, and no more than 100 behind the rear bodywork (for 200 chord we can go to 1800, but APR say that is 250 chord, if I am reading it correctly). For those who run other series that permit the dimensions you have built it to, it looks the goods.
How sensitive is that height to rake? At max AoA, how much rake can the car run before it is higher than the roof? I am assuming here that the endplate is the reference point, not the airfoil TE (our 3D regs reference the highest point of the assembly)? Or is there an ability to lower the height?
The other thing that would interest me (if I were a potential purchaser) is whether there is a maximum loading (ie a speed/AoA limitation). Without knowing exactly how the mount is arranged, that part of the car would not be the strongest (though certainly stronger than the boot lid), and the aero loads increase exponentially with speed. A turbo car on a long straight could put some serious aero loads onto that structure, and with all that leverage ... If I were to buy one, I would consider adding some strengthening inside the boot between the mount and the chassis rails I think, for my peace of mind if nothing else.
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11-15-2015, 02:59 PM
#13
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Join Date: Jul 2006
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Correct, 254mm chord (10")
The wing itself is just below the roof height, not the endplates. In order of priority, the airfoil's position is more important than having vertical endplate height above the top-side of the airfoil. If you are running in a class that restricts the wing's height to being below the roof (which usually refers to any part of the wing, including endplates), then to maximize performance within those restrictions you want the airfoil itself as high and far back as possible, and endplates with no height above the wing. With Sean's car in the photos, he runs in Miata Challenge (no height restriction) and Redline Time Attack (wing must be below the roof) and so he has a seperate set of endplates from the ones in the photos built for RTA restrictions. We're happy to substitute the standard endplates in the kit for ones that fit specific regulations for customers who need them.
We've been testing this mount location for over 3 years before presenting it as a tried and proven solution now. It's stronger than necessary for all the potential forces the GT250 can generate. We'll be taking the mounts to further extremes with a custom Kognition wing capable of even more downforce, but it's an issue of no concern if you're using the GT250 that the kit comes with.
The wing itself is just below the roof height, not the endplates. In order of priority, the airfoil's position is more important than having vertical endplate height above the top-side of the airfoil. If you are running in a class that restricts the wing's height to being below the roof (which usually refers to any part of the wing, including endplates), then to maximize performance within those restrictions you want the airfoil itself as high and far back as possible, and endplates with no height above the wing. With Sean's car in the photos, he runs in Miata Challenge (no height restriction) and Redline Time Attack (wing must be below the roof) and so he has a seperate set of endplates from the ones in the photos built for RTA restrictions. We're happy to substitute the standard endplates in the kit for ones that fit specific regulations for customers who need them.
We've been testing this mount location for over 3 years before presenting it as a tried and proven solution now. It's stronger than necessary for all the potential forces the GT250 can generate. We'll be taking the mounts to further extremes with a custom Kognition wing capable of even more downforce, but it's an issue of no concern if you're using the GT250 that the kit comes with.
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11-15-2015, 03:04 PM
#14
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Devoting this info to a separate post for NASA guys:
NASA does not restrict wing height or position, but they do restrict endplate dimensions; you take additional points if the height of the endplates is greater than 10". The endplates that are included as standard with this kit are 10" high and thus "zero points" for NASA.
NASA does not restrict wing height or position, but they do restrict endplate dimensions; you take additional points if the height of the endplates is greater than 10". The endplates that are included as standard with this kit are 10" high and thus "zero points" for NASA.
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11-15-2015, 04:34 PM
#15
Senior Member
Join Date: Jul 2014
Location: Canberra, sort of
Posts: 1,090
Total Cats: 184
Correct, 254mm chord (10")
The wing itself is just below the roof height, not the endplates. In order of priority, the airfoil's position is more important than having vertical endplate height above the top-side of the airfoil. If you are running in a class that restricts the wing's height to being below the roof (which usually refers to any part of the wing, including endplates), then to maximize performance within those restrictions you want the airfoil itself as high and far back as possible, and endplates with no height above the wing. With Sean's car in the photos, he runs in Miata Challenge (no height restriction) and Redline Time Attack (wing must be below the roof) and so he has a seperate set of endplates from the ones in the photos built for RTA restrictions. We're happy to substitute the standard endplates in the kit for ones that fit specific regulations for customers who need them.
The wing itself is just below the roof height, not the endplates. In order of priority, the airfoil's position is more important than having vertical endplate height above the top-side of the airfoil. If you are running in a class that restricts the wing's height to being below the roof (which usually refers to any part of the wing, including endplates), then to maximize performance within those restrictions you want the airfoil itself as high and far back as possible, and endplates with no height above the wing. With Sean's car in the photos, he runs in Miata Challenge (no height restriction) and Redline Time Attack (wing must be below the roof) and so he has a seperate set of endplates from the ones in the photos built for RTA restrictions. We're happy to substitute the standard endplates in the kit for ones that fit specific regulations for customers who need them.
We've been testing this mount location for over 3 years before presenting it as a tried and proven solution now. It's stronger than necessary for all the potential forces the GT250 can generate. We'll be taking the mounts to further extremes with a custom Kognition wing capable of even more downforce, but it's an issue of no concern if you're using the GT250 that the kit comes with.
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11-23-2015, 10:55 AM
#18
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Join Date: Feb 2009
Location: Philadelphia
Posts: 916
Total Cats: 70
Is this product going to be available long term? I'm not ready for aero stuff yet but do love the setup for use down the road when I eventually go to that level. I'd rather pay up and have it sit in the basement for future use than not have it be available down the road.
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11-23-2015, 11:02 AM
#19
i can dig.
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Your Source For Motorsports Safety Equipment
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703.430.3303
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11-23-2015, 11:44 AM
#20
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Is this product going to be available long term? I'm not ready for aero stuff yet but do love the setup for use down the road when I eventually go to that level. I'd rather pay up and have it sit in the basement for future use than not have it be available down the road.
Last edited by ThePass; 11-23-2015 at 08:58 PM.
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