The EF5 sits at the top of the Fujita tornado scale: more than 200 mph of invisible force capable of ripping buildings from foundations and tossing vehicles aside like toys.
Strap the AMT Motorsport F5 to the back of a C8 Corvette and the idea is roughly the same—except this time, we are trying very hard to keep the car attached to the ground.
The F5 takes what we learned developing our show-stopping Wing of Power and simplifies the architecture around a more traditional swan-neck mount. Moving the airfoil approximately nine inches farther rearward creates additional leverage at the rear axle and shifts the aerodynamic balance rearward.
That gives you room to run a substantially more aggressive front splitter while maintaining a balanced car—and unlike the reverse swan-neck layout of the WOP, the F5 architecture allows us to accommodate larger-chord wing elements when the front aero package demands it.
Every major part of the system exists for a reason: produce efficient rear downforce, control lateral movement, transfer the load into the chassis, and survive the kind of use that happens on an actual track car.
At the heart of the F5 is a Faircloth Composites FC12 carbon-fiber airfoil, handmade in Connecticut and finished in a high-gloss UV-resistant clear coat. Internal mounting spars are carbon fiber as well, and the wing is finished with adjustable carbon end plates.
Available around the aero package—not around whatever happens to look good in the parking lot.
Each upright is carved from solid 6061 aluminum on our 3- and 5-axis CNC equipment. The structures are heavily skeletonized to remove unnecessary mass while remaining intentionally substantial where lateral support and stiffness matter.
There are effectively no simple flat surfaces on the uprights. They were designed around actual C8 geometry.
The C8's fiberglass rear hatch is not something we are willing to use as the final load path for a serious aero device. Our internal scaffold locks into the under-hatch mounting structure and carries the wing load through the car into the chassis, suspension, and tires where it belongs.
Yes, you can literally stand on the wing without watching the trunk lid fold itself into a taco.
GM CAD data was used to match the bases and uprights precisely to the C8's body contours. Moving the wing rearward increases its leverage on the rear of the car and gives us far more flexibility when balancing aggressive front aero.
Designed as part of an aero package—not as an isolated decoration bolted to the back of the car.
On the same day, on the same tires, at Palmer Motorsports Park, we tested the car with and without the wing. With the F5 set at three degrees, the wing-equipped configuration was 1.7 seconds faster.
We have also taken the F5 to the A2 Wind Tunnel in Mooresville, North Carolina—not once, but twice. Combined with the Zebulon front splitter, the 78 × 14 setup used on our #26 TT3 C8 achieved a lift-to-drag ratio greater than 1.9:1.
Two wind-tunnel trips and roughly eight hours of tunnel testing have given us real data on balance, wing angle, splitter interaction, and vehicle setup. That information is expensive and hard-earned, but we share it with our aero customers and are happy to help with aero and suspension setup.
The F5 mounting system is machined by AMT Motorsport from 6061 billet aluminum using 3- and 5-axis CNC equipment. The uprights receive a Mil-spec black hardcoat anodized finish with nickel acetate sealing for excellent wear, corrosion, and UV resistance.
The carbon-fiber airfoil and internal spars are handmade by Faircloth Composites in Connecticut. From the machined mounting hardware to the carbon wing itself, the F5 is manufactured here in the United States by AMT Motorsport and Faircloth Composites.
Installation does not require hacking apart the bumper or rear bodywork. Ten holes are drilled in the rear hatch to mount the system.
Because the wing sits considerably further rearward than the Wing of Power, the leverage against the hatch is substantial. The included custom trunk-locking bolts tie the upper mounts solidly into the internal scaffold whenever the car is on track.
Need into the trunk? The locking hardware is designed to come apart without tools, giving you access in roughly 10 seconds.
Useful when your engine decides it would like to become a small campfire. Speaking from experience.
Which means there are a few consequences to hanging a gigantic, functional carbon airfoil off the back of your Corvette.
Designed, machined, tested, raced, and repeatedly dragged into the wind tunnel because guessing is considerably cheaper than doing all of that, but unfortunately guessing is not how we build parts.
