Team
Creation has further evolved the DBA's rear wing with the help of Kieron
Salter and KW Motorsport Ltd.
As
the DBA is running to LMP675 handicap regulations (reduced span rear wing,
increased weight, smaller inlet restrictor diameter, smaller fuel tank),
a premium is put on aero efficiency. The new rear wing endplate was
developed in MIRA's full scale wind tunnel.
The
amount of adjustment available is evident. The main plane is running
at a relatively high nose-up angle in order to maintain low-drag.
Creation's
Ian Bickerton indicated that the rear wing was still in "sprint" position
and not in the 50 mm lower Le Mans spec. The DBA topped 194.8 mph
in the race, 192.2 mph in practice. 
Team
Jota has also been busy working on improvements to their rear wing.
In conjunction with team sponsor QinetiQ, a commercial off shoot of the
Ministry of Defense's Royal Aircraft Establishment (UK's version of NASA),
CFD studies were undertaken to optimize the rear wing using QinetiQ's CODAS
CFD software (the same software used in development of the Airbus A380
and various Lockheed and Boeing aerospace projects). Maintaining
the same rear wing main plane and secondary flap profiles, the CODAS software
was able to suggest the optimum relationship between the rear wing mainplane
and flap, reducing the flap's angle-of-attack and pivot point relative
to the mainplane as well as better positioning the main plane for optimum
performance. The result was the reduction of the stagnation point
on the leading edge of the mainplane as well as reduced flow separations
at the trailing edge. The practical application was that the team
saw top speeds increase from 178.5 mph to 191.0 mph in testing.
Top speed achieved at Le Mans for the Team Jota Zytek was 190.3 mph in the race, 188.5 mph in practice.
Zytek
Engineering's appearance at the Mid-Ohio, Petit Le Mans, and Laguna Seca
ALMS round allowed us to have a look at and their rear wing set-up.
Vertical
gurney detail on the Zytek's rear wing endplate.