[shortdesc]"Is there an F5? Wha-what would that be like?" - "The Finger of God..." [/shortdesc]

The Fujita scale measures the destructive force of one of nature's scariest natural phenomenon - the tornado. Rated from EF1 to EF5, the EF5 is the most powerful tornado that occurs on our planet. With wind speeds of over 200mph, it leaves a path of destruction in its wake - ripping homes and buildings from their foundations. It tosses vehicles aside like match box cars, leaving stunned drivers and passengers who survive its terror "what in the hell just happened? What was that invisible force that just blew me off the road as if a Finger Of God fell down from the Heavens?"

Well it either was an actual EF5 tornado, or it was The F5 from AMT Motorsport - attached to the back of a C8 Corvette and blowing everything away in its wake. This wing is both an evolution and a simplification of our show-stopping Wing of Power.  The F5 uses a more traditional swan-neck style mount as opposed to the reverse swan-neck design on our WOP. This moves the wing 9" further backwards on the car. The shift creates more leverage on the rear of car, moving the balance backwards and making slightly more downforce with the same size wing element.  This balance shift allows the use of a more aggressive splitter up front, and the swan neck means you can use a wing with larger chord than 12" as needed to balance a powerful front splitter.

The heart of any wing setup is the airfoil and we've started with one of the best available - The Faircloth Composites FC12. This wing is a full carbon 12" chord using a 72" span or can be made as large as a 14" chord with 78" span as used on our #26 TT3 track car.  The wing itself is handmade in Connecticut by Chris Faircloth, and finished with a high gloss, UV-resistant clear coat that will keep the airfoil free from water spots and will shine like a jewel to match the rest of our wing mounts. The internal mounting spars are full carbon fiber also made by Faircloth, and the airfoil is finished off with 12" square adjustable end plates.

The wing mounts are made from 6061 aluminum, skeletonized for weight but left thick enough to provide a huge amount of lateral support. The entire assembly comes in at just under 18 lbs. 3 and 5-axis CNC machines carve each piece from solid billet aluminum. There are no flat surfaces on any part of the uprights, so every contour fits precisely to the curves of the C8, verified by actual GM CAD files.  The uprights are finished in a Mil-spec black hardcoat anodize with a nickel acetate seal, which will never chip like powdercoat, and never fade in the sun like traditional anodize.  The wing is trunk mounted allowing (mostly) full use of the trunk and requires no hacking of the trunk or bumper for installation.  5 holes need to be drilled in the trunk to allow mounting of the wing, which is a simple and easy process. 

However, this is no traditional trunk mount. The fiberglass trunk on the C8 will flex and deform with any type of effective wing element attached to it, which is completely unacceptable for a wing capable of this level of force. Which is why we designed a first-of-its-kind internal scaffold to transfer all of the load from the wing/trunk down into the frame.  The internal scaffold locks precisely into the under-hatch mounts, which allows you to literally walk along the wing and not see any deflection or flexing of the trunk. All the force from the wing is transferred to your frame, suspension and tires, precisely where it's meant to.  The internal scaffold means you'll no longer be able to store the roof of your coupe in the trunk, and you'll need to saw your golf clubs in half to make them fit, however we figured the impact to the trunk space was a sacrifice worth making. And no, this wing does not fit the hard top convertible. Because the F5 moves the wing further back, a very large amount of leverage would be pulling against the trunk, so it is necessary to use the included custom-made trunk bolts to solidly lock the upper trunk mounts into the internal scaffold. We've machined an easy to install and remove bolt, so you can access your trunk compartment without tools in about 15 seconds should your engine ever blow up and you have a small fire that needs to be dealt with. Speaking from experience here.

Finally the most important question is "does it work?" On the same day, on the same tires, at Palmer Motorsports Park, with the wing set at 3 degrees, we went 1.7 seconds faster in the no wing vs wing configuration. When driving at the limit and with traction control dialed back, the mid-engine platform tends towards oversteer in the high speed stuff. The vast majority of drivers prefer and are faster with a little high speed push (understeer) as opposed to oversteer. The understeer inspires a little more confidence than oversteer, is easier to manage, and you're carrying a few mph more in every high speed turn thus the reduction in lap times. We've also tested the wing not once but twice at the A2 Wind Tunnel in Mooresville, NC. Coupled with the Zebulon splitter, the 78x14 setup on our car achieves over a 1.9 L:D ratio, making for a very effective and efficient aerodynamic package. The data we have gathered through 2 trips and 8 hours at the wind tunnel is expensive and hard earned, but we absolutely share that data with our aero customers and are happy to assist with aero and suspension setup.

Due to the fact that the wings are made to order, expect a 3 month lead time from order to fulfillment. We are working with Faircloth Composites to improve upon this lead time. As with everything we make, every part of this assembly is 100% made in house in the US of A by AMT Motorsport and Faircloth Composites.

Blow away the competition with The Finger of God!  (Sorry, we had to...)