Aerodynamic Upgrades 
Front Wing
The front wings especially in F1 and other open-wheeled cars undergo constant modification and race devolpments due to data gathering from race to race. Adjustments to fine tune the angle of these devices to create less or more Downforce is needed to suit each race course. In most series, the wings are even designed for adjustment during the race itself when the car is serviced on a Pitstop. Following Driver instruction and tyre/ tire wear considerations. Also there can be in car adjustments to maximise Top Speed and aerodynamic Downforce, especially if a Race car is fully loaded at the beginning of a Race. The car will be lower to the ground, as the race progresses and more and more fuel is consumed. The car will slowly raise it's ride height. With a in Car adjustable Front Wing, this helps to counter act this troublesome problem.  Front Splitter The main aim of a Front Splitter or Air Dam is to aid in the optimisation of the flow of air to the rest of the car and reduce drag. The main balance is to ofset drag by downforce and a constant balancing act is need to reap the rewards. The splitter serves to increase the amount of downforce at the front of the car. The air flow is brought to stagnation above the splitter by a air dam, causing an area of high pressure. Below the Front Splitter, the air is redirected away from this stagnation point above and is accelerated, which causes the Low pressure. This combined with the high pressure over the splitter caused by the air dam, creates Downforce. This helps to minimise the affects of Understeer and gives the front end more turn in response on entering corners at speed. 
Also it is generally known that a increase in front downforce while entering the turn in for a corner will help to combat understeer. This can help to balance a car more and having more grip to maximise steering inputs to hit the apex. A front splitter is normally added to help in this situation and can be made from a number of different materials, including fibre glass, carbon fibre and plastics. Carnards 
Also Carnards can create Vortices, there can been normally seen on fighter jets wing tips. These are basically spiralling jets of Low Pressure air. With Carnards located at the front of the Car, it is possible to generate Vortices which run along the length of the vehicle, reducing drag and making for a more slip stream design. Generate a small amount of downforce by directing airflow upwards over the front of the car aiding in it cutting through the air. Chassis/Body  While largely hidden from view, these devices are the secret weapons in an arsenal of aerodynamic features for generating downforce on racing cars. The bodies are designed to slice through the air and minimize wind resistance or drag. In every day driving this will help keep your fuel/gas bills down as well as provide a better top speed. If you can imagine all the nooks and crannys normally expose on a cars under body,by creating a smooth boxed in undertray. Maximisation of a cars aerodynamic potential can be achieved. Detailed pieces of bodywork can be engineered to allow a smooth air flow to reach the downforce-creating elements (i.e., wings or spoilers, and underbody tunnels). In recent times more and more work has been undertaken on the underside of the body, similar in shape to an inverted wing. Rear Difusser
The Rear Diffuser has a lot of Jobs to do, firstly it acts as a way of slowing down the Low Pressure fast accelerating air flow from the Chassis and underbody. This is to match the outside High Pressure air flow at the back of the car and aid in creating Downforce and minimising Drag. By providing what is essentially an expansion chamber, the airflow has to flow under the car fast enough so that it can expand back to ambient pressure in the diffuser. The faster you drive, the more Downforce is generated. By incorporating the exhaust system into the rear diffuser, you can also help extract the air from below the car. The exhaust gasses produced effectively energise the airflow, helping to raise the Low Pressure.This fast moving air flow then returns back to the ambient atmospheric pressure at the exit of the diffuser. This fast moving airflow helps the diffuser become more efficient. However this makes the diffuser rather sensitive to engine speed, so if the driver lifts off the throttle. The exhaust flow is greatly reduced and makes the diffuser less effective, robbing the Downforce generation effect. This can cause handling issue where the rear of the car might become twitching and more Lift of Oversteer prone, on Throttle release. Rear diffuser design is evolving constantly and some application don't even require the exhaust system integration to yield beneficial downforce. Side Skirts
 The main goal is to creates an area of low pressure between the car and the track, generating increasing pressure as the car increases in speed making the car stick to the road. Lots of different aids have been designed around this area, including side skirts to increase downforce. These are a way of channelling the cars low pressure to the rear of the car and directing it to the rear diffuser. It also prevents high pressure air from around the car interfering with the low pressure air underneath the car. Vortex Generators  Firstly developed for the aircraft sector, this technology has made it's way into Motorsport and car design. The main function of this device is to delay air flow separation. Air flow separation is when the airflow of a object detaches from the surface and creates eddies and vortexes. This basically means that the car will result in more drag and will reduce Top Speed and potentially downforce due to the turbulent air entering other Aerodynamic device ( Rear Wind for example). So by position Vortex generator, you effectively help to reduce Drag and increase downforce via the Rear Wing. Rear Wing 
The flow of air at the rear of the car can be affected by many different influences. This causes the rear wing to be less aerodynamically efficient than the front wing, due to the the disburbed air. But typically it must generate more than twice as much downforce as the front wings in order to maintain the handling to balance the car, but this depend on the type of automobile and it's application. In car designs with the power being delivered via the Rear Wheels, this is especially vital and the Rear Wing not only can add Acceleration and braking, but also Cornering Grip. Generally speaking, when the aim of Top Speed is the main consideration, Race engineers will reduce the Angle of Attack to minimise Drag. Also on some designs, Rear Wing construction are less pronounced then on F1 for example, due to the need for a more slippery design. The Rear Wing can typically have a larger aspect ratio or angle of attack the would be seen on the front of the Car and often uses two or more sections are used to create the amount of downforce needed. Just like the front wings, each of these can often be adjusted when the car is in the pit stop for a race, or via small allen keys to adjust the required downforce. In the future the idea of active Aerodynamic devices will probably raise their heads again and having the ability of these devises to adjust on the go via computer calculations, would yield huge performance gains. But are banned in most Motorsports currently. Spoilers On normal production cars there is alot of confusing with Rear Wings and Spoilers. Spoilers are designed to help the flow of air at the back of the car, but normally don't create positive downforce and are primarily deployed for increases fuel efficeincy. The bad flow of air at the rear of the car becomes turbulent and a low-pressure zone is created. Increasing drag and instability through the Bernoulli effect. Some synergy can be made to spoilers and Vortex generators.
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