Nerd’s Eye View- The Hawk Performance CRP Racing Nissan GT-R


A large single element carbon wing provides rear downforce.   A powerful and heavy car like the GT-R needs all the downforce it can get within the rules.
A Gurney flap on a wing's trailing edge improves the amount of downforce a wing can produce with only a slight drag penalty.  If you were wondering why rear wings sometimes have a center kick up, it is because the airflow over the roof and down the back of a sedan is heading downward in the area of the kick up.  Since the air is flowing downward, the wing needs a more shallow angle of attack in this area.  With a kick up the wing produces less overall drag with the same amount of downforce.  When you see these sorts of wings on a roof of a hatch or roadster car, you can have a bit of a chuckle as it does not work correctly in this sort of application.
The wing is adjustable for angle of attack.  The reason why wing end plates like these extend more below the wing than they do above is because the airflow across the bottom of the wing is more critical than the top for generating downforce.  Thus controlling spillover on the bottom of the wing is more important than the top.  Gooseneck wing mounts work for this reason as well.
The Seibon carbon hood has been modified and is extensively vented to relieve high pressure under the hood, to improve airflow through the front heat exchangers and to improve aerodynamics by increasing airflow over the top of the car.
CRP racing built the carbon replica DBA nose for the car.  The DBA nose has better aerodynamics than the earlier CBA nose.  One of the improvements of the DBA nose is greater opening area for the heat exchangers for greatly improved cooling.  When you look at a CBA vs a DBA GT-R it is very obvious although if you don't know your GT-R's it is hard to tell.  The GT-R has exceptional aerodynamics in stock form so mods have to be carefully considered so as not to make the car worse!
Another area where the DBA nose is better is on the sides of the central air intake.  The DBA nose slants inward more than the CBA for smoother airflow around the tires.  The lower area of the nose is flat with a subtle lip which allows for some flow stagnation to generate some downforce.  The slanted area is concave compared to the lower part of the nose so it also produces more stagnation while reducing drag, something that is difficult to do.  The scalloping of the DBA nose is more pronounced than the CBA and these serve as flow directors to help reduce the amount of air curling downward around the nose and under the car which can reduce rear diffuser effectiveness.  Although the DBA looks almost the same as a CBA, when the car's are next to each other the differences are surprising.

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