I plan to install potentiometers on my suspension when I get a chance - I'd highly recommend you (or whoever is making these) doing the same to get reliable numbers. Then you can measure actual downforce changes - a much more effective selling tool. Too many vendors who sell parts for supercars get away with virtually zero measurable stats. I see it like high end audio; So much snakeoil in high end audio that people with more money than sense buy in to with absolutely no measurable proof something works. I've seen cables where an oscilloscope shows identical wave forms through a cable, but owners who spent $30K per foot for the cable swear it makes a difference.720S Spyder only uses one pair due to a different Aero configuration.
720S coupe uses two pair as per the picture posted.
The after market wings such as the Agency Power AP-570S-670 67" Carbon Fiber Rear Spoiler which I have installed produces more rear downforce than the McClaren high downforce kit.
We are developing a solution for aftermarket wings not the OEM McLaren kit.
Real world track testing with flow-vis and and lap time comparisons will be used to develop these Areo devices.
Thanks wstaab - didn't realize they had OEM ones on there, but makes sense. I'll see what I can do to tap those signals and log them!570S has suspension potentiometers for each wheel from the factory. They are 0 to 5 volt linear potentiometers that communicate with the magnetic shock controller. You can tap into the wiring to log the voltage. You would also need to log the speed of the car and the steering wheel angle to have any valid info on downforce from aero devices. I use the OEM potentiometers on GM Corvettes to measure suspension travel for aero tuning and suspension setup. I have calibrations that interpret voltage to suspension movement. I also log brake pressure (for dive), accelerator (for squat), and steering wheel angle for determining load on the outside wheels. There is not software I am aware of that will allow you to log those functions and analog 0 to 5 voltages in the McLaren world. AIM has support for the 650S in the SOLO2/DL but there is not a way to log the linear potentiometers with it. What I am working on is a solution for track cars for people that do not want to spend $10K+ for the McLaren solution. The 570 understeers from the factory at the limit by design. I will use data from the McLaren Track telemetry system to evaluate the areo balance based on lap times and how the car handles at track speeds.
I run a 245 on my stock 8” rims at the front (305 at the back). Only the R888R’s though. I always check with the manufacturer and the R888R is the only one I’ve seen officially rated for 8” width. Each manufacturer hasn’t slightly different specs. For example I wouldn’t run a 245 Trofeo (I ran a 235 Trofeo up front and 295 Trofeo at the back).Ah glad to hear! There is nothing worse than these guys raving about oversize tires on stock rims etc. I'm running finspeeds also on Trofeo R's. I just realized we're not running the same wing though.
Ad hominem arguments are your supporting data? Have you run R888R tires at 245 width on stock 8" rims to confirm the horrible handling? I'm just dispelling your blanket comment with real world data. On this car I've run Corsa, RE71R, Trofeo R and R888R - all on track and street, nearly 20,000 miles in 18 months. If you have the data to confirm your position, I would love to hear it. There is a lot of BS in the supercar world, so I'm giving real life experience. If it sucked, I would have said so, and used something else as I don't put it on for looks, just performance.Exhibit A.